Electrical System

Common-rail Injection System EDC7

MAN Industrial Diesel Engines

Copy deadline 10.2013

Repair Manual
51.99598-8341 1st edition

MAN Truck & Bus AG Reparaturanleitung , 1. Ausgabe

Vogelweiherstraße 33 Elektrische Anlage
90441 NÜRNBERG Speichereinspritzung Common Rail System EDC7
oder MAN-Industriedieselmotor
Postfach 44 02 58 - Englisch -
90441 NÜRNBERG Printed in Germany
Repair Manual
1st edition

Electrical System
Common-rail Injection System EDC7
MAN Industrial Diesel Engines

51.99598-8341

1
PREFACE/PRINTER'S IMPRINT

PREFACE

This manual is intended to provide assistance in performing repairs correctly on the vehicles and units listed
here.

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 component 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. Special reference is made to these units in the text.

The repair work is split up into sections and subsections. Each subsection begins with a preliminary page
which contains a summary of the main prerequisites for the repair section in question. This preliminary page
may be followed by a detailed description of the work.

Important instructions relating to safety and accident prevention are specially highlighted in the text as follows.
CAUTION
Type and source of danger
• Refers to working and operating procedures which must be followed exactly in order to avoid
exposing people to risk.
WARNING
Type and source of danger
• Refers to working and operating procedures which must be followed exactly in order to avoid
serious or irreparable damage to property.
Note
An explanatory note which is useful for understanding the working or operating procedure to be
performed.

Follow the usual safety regulations when carrying out all repair work.

We reserve the right to make modications in the course of further development.

Best wishes from

MAN Truck & Bus AG

PRINTER’S IMPRINT

© 2012 MAN Truck & Bus AG

Reprinting, copying or translation, even of extracts, is not allowed without the written approval of MAN
Truck & Bus AG. All rights under the copyright law are strictly reserved by MAN Truck & Bus AG. If any
changes or modications are made without the written approval of MAN Truck & Bus AG then MAN Truck &
Bus AG shall not be liable for any material defects attributable to the unauthorised changes or modications.
MAN Truck & Bus AG is not liable for any damage attributable to unauthorised changes or modications.

Redaktion: EMDGG, technical status 10.2013

Satz: EMDGG

Druck: MAN-Werksdruckerei

2 1st edition
 TABLE OF CONTENTS

Content Chapter/Page

Index 5

Abbreviations 9

Introduction

Safety instructions ....................................................................................................... 15

Device description

System description ...................................................................................................... 22

General ................................................................................................................ 22
Structure and operation of the common-rail system .......................................................... 22
Functional description .................................................................................................. 24
Control unit EDC7 (A435, A570) .................................................................................. 24
High-pressure pump ................................................................................................ 45
Metering unit (proportional valve for fuel, MProp) (Y332, Y356) ........................................... 46
High-pressure accumulator (rail) .................................................................................. 47
Pressure limiting valve .............................................................................................. 48
Rail pressure sensor (B487, B514) ............................................................................... 49
Injector (Y341 - Y350) .............................................................................................. 50
Crankshaft speed sensor (speed increment sensor) (B488) ................................................ 51
Camshaft speed sensor (speed segment sensor) (B489) ................................................... 52
Oil pressure sensor (B104) ........................................................................................ 53
Fuel pressure sensor (B377) ...................................................................................... 54
Kavlico charge pressure sensor (B125) ......................................................................... 55
Bosch LDF 6 charge pressure sensor (B125) .................................................................. 56
Bosch LDF 6T charge pressure sensor (B623) ................................................................ 57
Charge air temperature sensor (B123) .......................................................................... 58
Coolant temperature sensor (B124) .............................................................................. 59
Fuel temperature sensor (B197) .................................................................................. 60
Exhaust gas temperature sensor (B561, B633) ................................................................ 61
Exhaust gas temperature sensor (B561, B634) ................................................................ 62
NOx sensor (B994) .................................................................................................. 63
Oxygen sensor (B322) .............................................................................................. 64
Exhaust gas differential pressure sensor (B565) .............................................................. 65
Exhaust gas relative pressure sensor (B683) .................................................................. 66
Turbocharger proportional valve, 2-stage charging, pulse valve HP (Y340) .............................. 67
Turbocharger proportional valve, 2-stage charging, pulse valve LP (Y493) .............................. 68
Position controlled E-EGR controller (M289) ................................................................... 69
Component description / installation positions ..................................................................... 70
EDC7 control unit (A435, A570) .................................................................................. 70
High-pressure pump CP3.4 ........................................................................................ 72
Metering unit (MProp) (Y332, Y356) ............................................................................. 74
High-pressure accumulator (rail) .................................................................................. 75
Pressure limiting valve .............................................................................................. 76
Rail pressure sensor (B487, B514) ............................................................................... 77
Injector (Y341 - Y350) .............................................................................................. 78
Crankshaft speed sensor (speed increment sensor) (B488) ................................................ 79
Camshaft speed sensor (speed segment sensor) (B489) ................................................... 80
Oil pressure sensor (B104) ........................................................................................ 81
Fuel pressure sensor (B377) ...................................................................................... 82
Kavlico charge pressure sensor (B125) ......................................................................... 83
Charge pressure sensor, Bosch LDF 6T (B403, B623) ....................................................... 84
Charge air temperature sensor (B123) .......................................................................... 85
Coolant temperature sensor (B124) .............................................................................. 86
Exhaust gas temperature sensor (B561, B633) ................................................................ 87
Exhaust gas temperature sensor (B561, B634) ................................................................ 88

1st edition 3
TABLE OF CONTENTS

NOx sensor (B994) .................................................................................................. 89

Oxygen sensor (B322) .............................................................................................. 90
Exhaust gas differential pressure sensor (B565) .............................................................. 91
Exhaust gas relative pressure sensor (B683) .................................................................. 92
Turbocharger proportional valve, 2-stage charging, pulse valve HP (Y340) .............................. 93
Position controlled E-EGR controller (M289) ................................................................... 94
Diagnosis ................................................................................................................. 95
K-line system structure, diagnosis sockets ..................................................................... 95
SPN list, EDC 7 (C32) ............................................................................................ 101
Test step list EDC7 C32 (6-cylinder engine) .................................................................. 115
Test step list EDC7 C32 EC Stage IIIB/Tier 4i (6-cylinder engine) ....................................... 119
Test step list EDC7 C32 Master-Slave EC Stage IIIB/Tier 4i (V8 engine) ............................... 123
Test step list EDC7 C32 Master-Slave EC Stage IIIB/Tier 4i (V12 engine) ............................. 127
Hydraulic test step list ............................................................................................ 131
Troubleshooting chart ............................................................................................. 159
Troubleshooting program ........................................................................................ 162

Wiring diagrams

Overviews ............................................................................................................... 273

Overview, EDC7 C32 EC Stage IIIB/Tier 4i OBD 1 with NOx monitoring ............................... 274
Overview, EDC7 C32 EC Stage IIIB/Tier 4i Master-Slave (V8) ........................................... 276
Overview, EDC7 C32 EC Stage IIIB/Tier 4i Master-Slave, V12 ........................................... 278
Overview, EDC7 C32 EC Stage IIIB/EGR .................................................................... 280
Overview, AdBlue® dosing control unit DCU15 .............................................................. 282

4 1st edition
 INDEX

Catchword Page

A
Adapter cable, HD-OBD ................................................................................................................................ 97

B
Basic information about troubleshooting ..................................................................................................... 131
Bosch LDF 6 charge pressure sensor (B125)
Connector pin assignment........................................................................................................................ 56
Description ............................................................................................................................................... 56
Bosch LDF 6, LDF 6T charge pressure sensor (B125, B623)
Installation position................................................................................................................................... 84
Bosch LDF 6T charge pressure sensor (B623)
Connector pin assignment........................................................................................................................ 57
Description ............................................................................................................................................... 57

C
Camshaft speed sensor (speed segment sensor) (B489)
Connector pin assignment........................................................................................................................ 52
Description ............................................................................................................................................... 52
Installation position................................................................................................................................... 80
Charge air temperature sensor (B123)
Connector pin assignment........................................................................................................................ 58
Description ............................................................................................................................................... 58
Installation position................................................................................................................................... 85
Compression test......................................................................................................................................... 143
Control unit EDC7 (A435, A570)
Installation position................................................................................................................................... 70
Control unit EDC7 C32 EC Stage IIIB/EGR (A435)
Pin assignment, engine connector A........................................................................................................ 29
Pin assignment, vehicle connector B ....................................................................................................... 31
Control unit EDC7 C32 EC Stage IIIB/Tier 4i (A435)
Pin assignment, engine connector A........................................................................................................ 25
Pin assignment, injector connector C....................................................................................................... 28
Pin assignment, vehicle connector B ....................................................................................................... 27
Control unit EDC7 C32 Master EC Stage IIIB/Tier 4i V12 (A435)
Pin assignment, engine connector A........................................................................................................ 39
Pin assignment, injector connector C....................................................................................................... 41
Pin assignment, vehicle connector B ....................................................................................................... 40
Control unit EDC7 C32 Master EC Stage IIIB/Tier 4i V8 (A435)
Pin assignment, engine connector A........................................................................................................ 32
Pin assignment, injector connector C....................................................................................................... 35
Pin assignment, vehicle connector B ....................................................................................................... 34
Control unit EDC7 C32 Slave EC Stage IIIB/Tier 4i V12 (A570)
Pin assignment, engine connector A........................................................................................................ 42
Pin assignment, injector connector C....................................................................................................... 44
Pin assignment, vehicle connector B ....................................................................................................... 43
Control unit EDC7 C32 Slave EC Stage IIIB/Tier 4i V8 (A570)
Pin assignment, engine connector A........................................................................................................ 36
Pin assignment, injector connector C....................................................................................................... 38
Pin assignment, vehicle connector B ....................................................................................................... 37
Control unit, EDC7 (A435, A570)
Description ............................................................................................................................................... 24
Coolant temperature sensor (B124)
Connector pin assignment........................................................................................................................ 59
Description ............................................................................................................................................... 59
Installation position................................................................................................................................... 86
Crankshaft speed sensor (speed increment sensor) (B488)
Connector pin assignment........................................................................................................................ 51
Description ............................................................................................................................................... 51
Installation position................................................................................................................................... 79

1st edition 5
INDEX

Cylinder shut-off test.................................................................................................................................... 145

D
Deleting the OBD fault memory..................................................................................................................... 99
Diagnosis sockets (X200)
Adapter cable, HD-OBD ........................................................................................................................... 97
Connector pin assignment........................................................................................................................ 96
Connector pin assignment for diagnosis socket HD-OBD........................................................................ 97
Description ............................................................................................................................................... 96
Description of diagnosis socket HD-OBD................................................................................................. 97

E
Exhaust gas differential pressure sensor (B565)
Connector pin assignment........................................................................................................................ 65
Description ............................................................................................................................................... 65
Installation position................................................................................................................................... 91
Exhaust gas relative pressure sensor (B683)
Connector pin assignment........................................................................................................................ 66
Description ............................................................................................................................................... 66
Installation position................................................................................................................................... 92
Exhaust gas temperature sensor (B561, B633)
Connector pin assignment........................................................................................................................ 61
Description ............................................................................................................................................... 61
Installation position................................................................................................................................... 87
Exhaust gas temperature sensor (B561, B634)
Connector pin assignment........................................................................................................................ 62
Description ............................................................................................................................................... 62
Installation position................................................................................................................................... 88

F
Fault code list .............................................................................................................................................. 101
Fault indication MAN-cats® .......................................................................................................................... 100
Faults and fault memory ................................................................................................................................ 98
FMI (Failure Mode Identication) status indicators...................................................................................... 100
Frequent faults and information about correcting them ............................................................................... 132
Fuel diagram, D20/D26 engine Euro 4/5 ..................................................................................................... 153
Fuel diagram, D2862 Euro 4/5 engine......................................................................................................... 156
Fuel diagram, D2868 Euro 4/5 engine......................................................................................................... 154
Fuel diagram, general
Fuel-lubricated high-pressure pump CP3.4+.......................................................................................... 149
Oil-lubricated high-pressure pump CP3.4 .............................................................................................. 150
Oil-lubricated high-pressure pump CP3.4 D2868................................................................................... 151
Fuel pressure sensor (B377)
Description ............................................................................................................................................... 54
Installation position................................................................................................................................... 82
Fuel temperature sensor (B197)
Description ............................................................................................................................................... 60

G
General instructions for troubleshooting in the fuel area ............................................................................. 133

H
High-pressure accumulator (rail)
Description ............................................................................................................................................... 47
Installation position................................................................................................................................... 75
High-pressure pump CP3.4 / CP3.4+
Description ............................................................................................................................................... 45
Installation position................................................................................................................................... 72
High-pressure test ....................................................................................................................................... 145
Hydraulic test step list.................................................................................................................................. 131

6 1st edition
 INDEX

I
Injector (Y341 - Y350)
Description ............................................................................................................................................... 50
Installation position................................................................................................................................... 78

K
K-line system structure, diagnosis sockets.................................................................................................... 95
Kavlico charge pressure sensor (B125)
Connector pin assignment........................................................................................................................ 55
Description ............................................................................................................................................... 55
Installation position................................................................................................................................... 83

M
Metering unit (proportional valve for fuel, MProp) (Y332, Y356)
Connector pin assignment........................................................................................................................ 46
Description ............................................................................................................................................... 46
Installation position................................................................................................................................... 74

N
NOx sensor (B994)
Description ............................................................................................................................................... 63
Installation position................................................................................................................................... 89
Pin assignment......................................................................................................................................... 63

O
OBD fault memory ......................................................................................................................................... 98
Deleting the OBD fault memory................................................................................................................ 99
Withdrawal of torque limiting .................................................................................................................... 99
Oil pressure sensor (B104)
Connector pin assignment........................................................................................................................ 54
Description ............................................................................................................................................... 53
Installation position................................................................................................................................... 81
Overview, AdBlue® dosing control unit DCU15 ........................................................................................... 283
Overview, EDC7 C32 EC Stage IIIB/EGR ................................................................................................... 280
Overview, EDC7 C32 EC Stage IIIB/Tier 4i Master-Slave (V8) ................................................................... 277
Overview, EDC7 C32 EC Stage IIIB/Tier 4i Master-Slave, V12 .................................................................. 279
Overview, EDC7 C32 EC Stage IIIB/Tier 4i OBD 1 with NOx monitoring.................................................... 274
Oxygen sensor (B322)
Description ............................................................................................................................................... 64
Installation position................................................................................................................................... 90
Pin assignment......................................................................................................................................... 64

P
Position controlled E-EGR controller (M289)
Connector pin assignment........................................................................................................................ 69
Description ............................................................................................................................................... 69
Installation position................................................................................................................................... 94
Pressure limiting valve
Description ............................................................................................................................................... 48
Installation position................................................................................................................................... 76
Pressure measuring lines ............................................................................................................................ 138
Procedure for “black smoke from engine” ................................................................................................... 135
Procedure for “engine does not run smoothly” ............................................................................................ 136
Procedure for “engine does not start”.......................................................................................................... 133
Procedure for “engine knock” ...................................................................................................................... 136
Procedure for “engine starts poorly” ............................................................................................................ 133
Procedure for “excess pressure in the fuel tank”......................................................................................... 134
Procedure for “white smoke from engine” ................................................................................................... 135

R
Rail pressure sensor (B487, B514)
Connector pin assignment........................................................................................................................ 49

1st edition 7
INDEX

Description ............................................................................................................................................... 49
Installation position................................................................................................................................... 77
Resetting of OBD malfunction lamp (MIL) ..................................................................................................... 99
Rev-up test .................................................................................................................................................. 144

S
Schematic diagram of the common rail system............................................................................................. 23
Smooth-running control ............................................................................................................................... 146
SPN list, EDC 7 ........................................................................................................................................... 101
Structure and operation of the common-rail system...................................................................................... 22
System description ........................................................................................................................................ 22

T
Test box with test cable ............................................................................................................................... 163
Test step lists
Hydraulic test step list ............................................................................................................................ 131
Test step list EDC7 C32 (6-cylinder engine)........................................................................................... 115
Test step list EDC7 C32 EC Stage IIIB/Tier 4i (6-cylinder engine) ......................................................... 119
Test step list EDC7 C32 Master-Slave EC Stage IIIB/Tier 4i (V12)........................................................ 127
Test step list EDC7 C32 Master-Slave EC Stage IIIB/Tier 4i (V8).......................................................... 123
Torque limiter
Withdrawal of torque limiting .................................................................................................................... 99
Troubleshooting chart.................................................................................................................................. 159
Troubleshooting in the high-pressure system.............................................................................................. 140
Troubleshooting in the low-pressure system ............................................................................................... 139
Troubleshooting program ............................................................................................................................ 162
Troubleshooting with MAN-cats®
Compression test ................................................................................................................................... 143
Cylinder shut-off test .............................................................................................................................. 145
High-pressure test .................................................................................................................................. 145
Rev-up test ............................................................................................................................................. 144
Smooth-running control .......................................................................................................................... 146
Turbocharger proportional valve, 2-stage charging (Y340)
Connector pin assignment........................................................................................................................ 67
Turbocharger proportional valve, 2-stage charging, pulse valve HP (Y340)
Description ............................................................................................................................................... 67
Installation position................................................................................................................................... 93
Turbocharger proportional valve, 2-stage charging, pulse valve LP (Y493)
Description ............................................................................................................................................... 68

U
Universal test adapter for pressure measurement ...................................................................................... 138

W
Withdrawal of torque limiting ......................................................................................................................... 99

8 1st edition
 LIST OF ABBREVIATIONS

Abbreviations

A
a Acceleration
ABE General certication
ABS Anti-lock Braking System
ABV Anti-skid system
AC Air Conditioning
ACC Adaptive Cruise Control
ACK Acknowledge
ADC Analogue-Digital Converter
ADR European agreement for cross-border transport of dangerous goods by road (French title: Accord
européen relatif au transport international des marchandises Dangereuses par Route)
AGB Automatic road speed limiter
AGND Analogue Ground
AGR Exhaust Gas Recirculation (EGR)
AHK Trailer coupling
AHV Trailer brake valve
ALB Automatic load balancing
AMA Antenna mast system
AMR Anisotrop Magneto Resistive
ANH Trailer / semitrailer
AS Automatic gearbox
ASD Trailer socket
ASM Trailer control module
ASR Anti-spin regulator (traction control)
ASV Trailer control valve
ATC Automatic Temperature Control
ATF Automatic Transmission Fluid
AU Statutory exhaust emission test
AV Exhaust valve
AVS Automatic gear preselection

B
BA Operator's manual
BBA Service brake system
BBV Service brake valve
BITE Built-In Test Equipment
BKR Brake power regulator
BUGH Front heater
BV Backup valve
BVA Brake wear indicator
BVS Brake wear sensor
BVV Brake wear sensor supply
BW German Army
BWG Brake power sensor
BZ Brake cylinder

C
CAN Controller Area Network
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
CRT Continuously Regenerating Trap (exhaust mufer, two-way catalytic converter, diesel particulate
lter)
CRC Cyclic Redundancy Check

1st edition 9
LIST OF ABBREVIATIONS

CS Comfort Shift

D
DAHL Roof ventilator
DBR Auxiliary brake relay
DCU Dosing Control Unit (for AdBlue®)
DF Speed sensor
DFÜ Data transmission
DIA Diagnosis and information display
DIAG Diagnosis, entire vehicle
DIAG - Diagnosis, entire vehicle – central computer, Multiplex (buses and coaches only)
MUX
DIAK Diagnosis, K-line (data line)
DIAL Diagnosis, L-line (interrogation line)
DIAR Diagnosis, further interrogation
DIN German industrial standard
DKE Throttle valve increase (ASR control)
DKH Roof duct heating
DKL Roof aps
DKR Throttle valve reduction (reduction request from ASR to EDC/EMS)
DKV Throttle valve specication (load sensor signal from pedal value sensor, EDC/EMS)
DLB Compressed air brake system
DM Diagnostic Message
DNR Drive Neutral Reverse (selector lever switch for automatic)
DPF Diesel particulate lter
DRM Pressure control module
DRS Rotational speed sensor
DS Pressure sensor
DSV Pressure control valve
DTC Diagnostic Trouble Code (OBD fault code)
DTCO Digital tachograph
DV Throttle valve
DWA Anti-theft warning system
DZG Speed sensor
DZM Rev counter

E
EBS Electronic brake system
ECAM Electronically Controlled Air Management
ECAS Electronically Controlled Air Suspension
ECE Emergency shut-off to ECE 36
ECU Electronic Control Unit
EDC Electronic Diesel Control
EDC S Electronic Diesel Control Slave
EDM Electronic diesel consumption meter
EDR Maximum speed governor
EEC Electronic engine controller
EEPROM Electrically erasable and programmable read-only memory
EFR Electronic shock absorber control
EFS Electric driver's seat
EHAB Electro-hydraulic shut-off device
ELAB Electrical shut-off device
ELF Electronically controlled air suspension
EMS Electronic throttle control (ETC)
EMV Electromagnetic compatibility (EMC)
EOL End-of-line (programming)
EP Injection pump
ER Engine retarder (engine brake)
ESAC Electronic Shock Absorber Control
ESP Electronic Stability Program
ESR Electric sun-blind

10 1st edition
 LIST OF ABBREVIATIONS

EST Electronic control unit

EV Intake valve
EVB Exhaust Valve Brake

F
FAP Driver's area
FAQ Frequently Asked Questions
FBA Parking brake system
FBM Pedal brake module
FDR Vehicle dynamics control
FDF Vehicle data le
FFR Vehicle management computer
FGB Road speed limiter (RSL)
FGR Road speed governor (RSG)
FHS Cab
FIN Vehicle identication number (17 digits)
FM Vehicle management
FMI Failure mode identication
FMS Fleet Management Standard (global telematics standard)
FMR Vehicle/engine management
FOC Front Omnibus Chassis (bus/coach chassis with front-mounted engine)
FSCH Windscreen heater
FSG Ground reinforcement system
FSH Window/mirror heating
FTW Driver's partition
FUNK Radio communication unit
FZA Destination system
FZNR Vehicle number (7 digits)

G
GDK Closed-loop diesel catalyst
GEN Alternator
GET Gearbox
GGVS European agreement for cross-border transport of dangerous goods by road (French abbreviation:
ADR)
GND Ground
GP Gearbox planetary gear group (range-change box)
GS Gearbox control
GV Gearbox splitter gear group (splitter box)

H
HA Rear axle
HBA Auxiliary brake system
HD-OBD Heavy Duty On-Board Diagnosis
HDS Urea dosing system
HGB Maximum road speed limiter
HGS Hydraulic gearshift
HLUE Hydrostatic fan
HOC Rear Omnibus Chassis (bus/coach chassis with rear-mounted engine)
HSS Highside switch
HST Main switchboard
HU Main inspection
HYD Hydronic auxiliary heater
HYDRIVE Hydrostatic front axle drive
HYDRO MAN Hydro Drive
HVA Hydrostatic front axle drive
Hz Hertz (number of cycles per second)
HZA Bus stop indicator system
HZG Auxiliary speed sensor

I
IBEL Interior lighting

1st edition 11
LIST OF ABBREVIATIONS

IBIS Integrated on-board information system

IC Integrated Circuit
ID Identication
IMR Integrated mechanical relay (starter control)
INA Information indicator (e.g. check lamp)
INST Instrumentation
IR Individual control (ABS)
IRM Modied individual control (ABS)
ISO International Standards Organisation
IWZ Incremental angle/time measuring system

K
KBZ Combination brake cylinder
KFH Fuel lter heater
KITAS Kienzle intelligent tachograph sensor
KLI Air-conditioning system
KNEEL Kneeling
KSM Customer-specied control module (control unit for external data exchange)
KSW Customer's special request
KWP Key Word Protocol (protocol for MAN-cats® diagnosis KWP 2000)

L
LBH Air reservoir
LCD Liquid Crystal Display
LDA Manifold-pressure compensator (boost control)
LDF Boost pressure sensor
LDS Air spring/damper system
LED Light emitting diode
LF Air suspension
LGS Lane Guard System
LL Idling speed
LLA Idling speed increase
LLR Idling speed control
LNA Steering trailing axle
LNG Liqueed Natural Gas
LOE Steering oil monitor
LPG Liqueed Petroleum Gas
LSVA Distance-based heavy vehicle toll
LWR Headlight beam regulator
LWS Steering angle sensor

M
M-TCO Modular EU tachograph
MAB Solenoid valve shut-off (engine shut-off by high-pressure solenoid valve in injection pump)
MAN- cats MAN computer-assisted testing and diagnostic system
MAR Solenoid valve shut-off relay (redundant engine shut-off relay)
MDB Engine speed range
MES Fuel quantity actuator
MFR Engine management computer
ML Midline
MMI Man-machine interface
MOTB Engine brake
MP Motor power box (cable duct on engine block)
MR Engine governor - ASR
MSG Engine control unit (EDC)
MUX Central computer, Multiplex (bus/coach only)
MV Solenoid valve
MZ Diaphragm cylinder

N
n Speed
NA Power take-off (PTO)

12 1st edition
 LIST OF ABBREVIATIONS

NBF Needle movement sensor

NES New electronic structure
NFZ Commercial vehicles
NLA Trailing axle
NOx Nitrogen oxides
NSL Rear fog lamp
NSW Fog lamps

O
OBD On-Board Diagnosis
OBDU Onboard Diagnostic Unit (subsystem of central on-board computer)
OC Occurrence Count (frequency counter of a fault)
OEAB Oil separator
OENF Oil top-up

P
p Pressure
P Powertrain
PBM Pulse Breadth Modulation (also see PWM)
P-Code Powertrain code (fault code)
PDF Particulate Diesel Filter
PLM Programmable Logic Module
PM-Kat Particulate matter catalytic converter
PSC Pneumatic Supply Controller – Replacement for ECAM
PSG Pump control unit (EDC)
PTM Powertrain Manager (replacement for FFR/MFR)
PTO Power take-off
PWG Pedal value sensor
PWM Pulse Width Modulation (also see PBM)

R
RA Repair manual
RAH Interior heating
RAM Random Access Memory
RAS Rear Axle Steering
RAS-EC Rear Axle Steering with Electronic Control
RDRA Tyre pressure control system
RDS Radio Data System
RET Retarder
RET P Primary retarder
RET S Secondary retarder
RKL Priority vehicle light
RKS Tyre monitoring system – replaced by TPM
RLV Relay valve
RME Rape seed oil methyl ester (biodiesel)
ROM Read Only Memory

S
SA Special equipment
SAE Society of Automotive Engineers
SAMT Semi-automatic mechanical transmission
SB Service outlet
SBW-RA Steer By Wire Rear Axle (electronically controlled steering trailing axle)
SCR Selective Catalytic Reduction
sec Second
SER Standard
SG Control unit
SH Select-high control (ABS)
SKD Semi Knocked Down
SL Select-low control (ABS)
SML Side marker lights
SPN Suspect Parameter Number

1st edition 13
LIST OF ABBREVIATIONS

STA Engine start/stop

SWR Headlight cleaning system

T
t Time
TBM On-board telematics module
TC Traction Control
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
TKU Technical customer document
TMC Trafc Message Channel
TPM Tyre Pressure Module
TRS Technical road transport directive
TSC Torque Speed Control (braking torque)
TSU Tachograph Simulating Unit (vehicles without MTCO/DTCO)
TUER Door control

U
UBat Battery voltage
UDF Conversion le
UDS Crash recorder

V
v Road speed
VA Front axle
VDF Vehicle data le
VG Transfer case or reference to defence equipment standards
VLA Leading axle
VSM Transfer case lock management

W
WA Maintenance Manual
WAB Water separator
WaPu Coolant pumps - Intarder
WLE Swap-body unit
WR Warning relay
WS Position sensor
WSK Torque converter and clutch unit

Z
z Braking rate/deceleration
ZBR Central on-board computer
ZBRO Central on-board bus computer
ZDR Intermediate speed governor (ISG)
ZE Central electrical system
ZFR Auxiliary vehicle computer
ZR Central computer
ZS Central lubrication
ZUSH Auxiliary heater
ZWS Time-based maintenance system
λ Slip
µ Coefcient of friction
µC Microcontroller (microprocessor)

14 1st edition
 INTRODUCTION

INTRODUCTION

SAFETY INSTRUCTIONS

General information
Working with engines, major components and the accompanying service products should not pose any
problems if operators, maintenance personnel and repair staff receive suitable training.

The following sections include summaries of important regulations listed according to major topics. The
intention is to provide the knowledge needed to avoid accidents which could lead to injury, damage and
environmental pollution. Please note that these are merely brief extracts taken from various accident
prevention regulations and that they are in no way intended to replace such regulations. It goes without
saying that all other safety regulations must be followed and that the corresponding action must be taken.

Additional direct 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,
etc.

1. Regulations for preventing accidents leading to injury to personnel

– Secure units during their removal.

– Support the frame when working on the pneumatic or spring suspension system.
– Keep units, ladders, stairs, steps and the surrounding area free from oil and grease.
Accidents caused by slipping can have very serious consequences.
Only authorised technical personnel are allowed to perform inspection,
adjustment and repair work

Working on the brake system

– Perform visual, function and effectiveness checks on the brake system after carrying
out any work on it whatsoever. These checks must be made in accordance with the
safety inspection (SP).
– Check the function of ABS/ASR and EBS systems using a suitable test system (e.g.
MAN-cats®).
– Collect any hydraulic/brake uid that leaks out.
– Hydraulic/brake uid is poisonous!
Do not allow brake uid to come into contact with food or open wounds.
– Treat hydraulic/brake uid as hazardous waste!
Comply with the safety regulations for preventing environmental pollution.

Engine operation
– Only authorised personnel are permitted to start and operate an engine.
– Do not approach moving parts of a running engine too closely.
Do not wear baggy clothing and tie up or cover long hair.
Ensure adequate ventilation if you are working in enclosed spaces.
– Do not touch units with your bare hands when they are at operating temperature.
Danger of burns!
Do not work with bare hands, especially when changing the oil (units at operating
temperature).
– Do not open the coolant circuit until the engine has cooled down.

1st edition 15
INTRODUCTION

Suspended loads
– No-one is allowed to stand under a unit suspended from a crane hook. – Keep all
lifting tackle in good condition –

Working on high-pressure lines

– Do not attempt to tighten or loosen pipe lines and hoses when they are under
pressure (e.g. lubrication circuit, coolant circuit and hydraulic oil circuit).
Fluid spraying out represents an injury hazard!
– Do not hold your hands under the jet of fuel when checking the injector nozzles. Do
not inhale fuel vapours.

Working on the vehicle electrical system

– Always disconnect the batteries before working on the electrical system.
Disconnect the earth cable rst of all, reconnect the earth cable last of all.
– Measure voltage only using a suitable measurement devices.
The input resistance of a measuring device should be at least 10 MΩ.
– Tow-start the vehicle only with the batteries connected (minimum charge 40 %)!
Do not use a boost-charger to jump-start the vehicle! Disconnect the positive and
negative leads before boost-charging batteries.
– Disconnect the batteries or recharge them every 4 weeks if the vehicle is not in use.
– The ignition must be switched off before the wiring harness plugs of the electronic
control units are disconnected or connected up.
Important! 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 this gas may be ignited by sparks produced
by other continuously operating consumers, the tachograph etc. that cannot be
shut down. Blow compressed air through the battery box before disconnecting the
batteries!
– Take care to avoid short circuits due to incorrect polarity or metal objects (spanners,
pliers etc.) left on the battery terminals.

Caution! Battery acid is poisonous and corrosive!

– Wear appropriate protective clothing (gloves, protective apron) when handling
batteries.
Do not tilt batteries, acid may leak out.

16 1st edition
 INTRODUCTION

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 connect the positive cable
to the negative cable in order to make a conductive connection.
– Always earth the welding equipment as close as possible to the welding area. Do not
lay the cables to the welding equipment in parallel to electrical cables in the vehicle.
– The chassis is not intended for use as an earth return. If attachments are to be
tted to the vehicle (e.g. a taillift), additional earth (ground) lines with an adequate
cross-section must be tted as well. Otherwise the earth connection may be created
along wire cables, wiring harnesses, gearbox shafts, gears etc. Severe damage
could result.

Painting
– If paint spraying is to be carried out, do not expose the electronic components to
high temperatures (max. 95°C) for more than brief periods; a time of up to 2 hours
is permissible at a maximum of 85°C. Disconnect the batteries.

Working on plastic tubes – Danger of damage and re!

– This warning sign is attached to the inside of the diesel fuel or heating oil tank ap.
It warns you against welding or drilling near to plastic pipes.

Working on the air-conditioning system

– Refrigerant uids and vapours represent a health hazard, avoid contact with them
and protect your eyes and hands.
– Do not drain gaseous refrigerants in enclosed rooms.
– Do not mix CFC-free refrigerant R 134a with R 12 (CFC) refrigerant.

2. Notes on preventing damage and premature wear on units

– Only subject units to the load which they have been designed to cope with in accordance with their
designated use. Do not overload them.
– If a fault occurs during operation, determine its cause immediately and correct the problem before the fault
can get any worse – “A stitch in time saves nine”!
– Clean units thoroughly before starting to repair them. Make sure no dirt, sand or foreign bodies get into the
units during repair.
– Always use genuine parts. Fitting “equivalent parts” made by other companies can lead to severe damage,
and the workshop that did the work will be responsible for it. Read the section entitled “Limited liability for
accessories and parts”.
– Never run a unit dry, in other words always make sure that it has been lled with oil before running it.
– Never run engines without coolant.
– Apply a suitable information sign to units that are not ready to be operated.
– Only use fuels and lubricants (engine oil and gear oil as well as antifreeze and anti-corrosion protection)
that have been approved by MAN. Keep your workplace clean.
– Comply with the specied maintenance intervals.
– Do not ll engine/gear oil above the maximum level mark. Do not exceed the maximum permitted operational
tilt.
– Severe damage to the unit could result from failure to follow these regulations.

1st edition 17
INTRODUCTION

3. Limited liability for accessories and parts

In your own interests, we recommend you only use accessories expressly approved by MAN and genuine
MAN parts for your MAN engine. The reliability, safety and suitability of these parts and accessories have been
determined specically for MAN engines. Despite constant market observation, we cannot judge the aspects
of other products, nor can we accept responsibility for them – even if they have been ofcially approved by
the German TÜV technical inspection authorities or some other ofcial body.

Attachments and special bodies

Comply with the safety instructions and regulations issued by the body manufacturer in question if attachments
or special bodies are tted. Always follow the instructions in the appropriate MAN Guide to Fitting Bodies
(www.manted.de). Written approval/release/conrmation from department TDB is required if the appropriate
MAN Guide to Fitting Bodies is not complied with.

Taking out of operation or putting into storage

Comply with MAN Works Standard M 3069, Part 3 if the engine is to be taken out of operation or put into
storage for more than 3 months.

4. Handling brake linings and similar components

– Harmful dust may be released when brake pads are machined, in particular during skimming and grinding
as well as when wheel brakes are blown out.
– Please take the necessary precautionary measures and observe the following safety advice to avoid
possible damage to your health:
– If possible, carry out the work in question in the open or in a room equipped with an efcient ventilation
system.
– If possible, use hand-operated or slow-running tools equipped with a dust-collector if required.
– Fast-running tools should always be tted with such devices.
– If possible, wet the workpiece prior to cutting or drilling.
– Dispose of brake pads as hazardous waste in an environmentally sound manner.

5. Regulations for preventing damage to health and the environment

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 uids and rinsing water down the drain if this practice is restricted by specic local
regulations. However, the cleaning uid and rinsing water must in all cases have been passed through an oil
trap with a sludge trap.

Cleaning the lter insert

When blowing compressed air through the lter insert, make sure the lter dust is collected by a vacuum 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 elements, because cleaning agents have aggressive
grease-dissolving characteristics.

Engine/gear oil, lter cartridges, box-type lters, lter elements, desiccant cartridges
Only dispose of used oil at an approved collection point or depot. It is extremely important that oil is not poured
down the drain or onto the ground since it can pollute drinking water. Filter inserts, cartridges and box-type
lters (oil and fuel lters, desiccant cartridges for the air dryer) are classied as hazardous waste materials
and must be disposed of properly. Please follow the regulations issued by the relevant local authority.

Used engine/gear oil

Lengthy or repeated skin contact with any type of engine/gear oil removes grease from the skin. This can
cause dry skin, irritation or skin inammation. In addition to these hazards, used engine oil contains dangerous
materials which can cause skin cancer.

6. Health protection precautions

– Avoid lengthy, excessive or repeated skin contact with used oils.
– Protect your skin using a suitable skin protection agent or protective gloves.
– Clean areas of skin which have come into contact with engine oil.
– Wash the areas thoroughly with soap and water.
– A nail brush enables more effective cleaning.

18 1st edition
 INTRODUCTION

– Special cleaning agents make it easier to clean dirty hands.

– Do not use petrol, diesel oil, gas oil, thinners or solvents.
– Apply a greasy skin cream after cleaning your skin.
– Change out of clothing or shoes which have become soaked with oil.
– Never put oil-soaked rags into your clothing pockets.
Take care to dispose of used engine/gear oil properly.

– Oils can damage groundwater quality –

Therefore, never pour used oil onto the ground, into water or down the drains or sewers. Failure to comply
with these instructions can lead to prosecution.

Collect and dispose of used oil carefully. Contact the point of sale, supplier or your local authority for
information about collection depots.

Extract from “Information on dealing with used engine oil”

The Mineral Oil Traders' Association (MINERALÖLWIRTSCHAFTSVERBAND E.V.) Steindamm 71, D-20099
Hamburg

7. Special information for working on the common-rail system

A jet of fuel can cut through the skin. Risk of re due to fuel atomisation.
– Never undo the screwed connections on the fuel high-pressure side of the common-rail system whilst the
engine is running (injection line from the high-pressure pump to/on the rail and on the cylinder head to the
injector).
– Avoid standing near the running engine.

When the engine is running, the lines are constantly under a fuel pressure of up to 1800 bar or more.
– Before opening the screwed connections, wait for at least one minute so that the system can be
depressurised.
– Check depressurisation of the rail using MAN-cats® if necessary.

Risk of injury!
– Do not touch the live parts at the injector electrical connection whilst the engine is running.

Special information for people with pacemakers

– Any changes to the original engine wiring can lead to the limit values specied in pacemaker regulations
being exceeded. Examples of such changes include non-twisted injector wiring or the addition of the test
box (contact box).
– There is no danger to drivers and co-drivers wearing a pacemaker if the vehicle is used for its intended, i.e.
approved, purpose.
– There is no danger to operators wearing a pacemaker if units with MAN common-rail engines are used for
their intended, i.e. approved, purpose.
– In its original state, the product does not violate any of the currently known pacemaker limit values.

Cleanliness
Diesel-injection systems consist of precision engineered components that are subject 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.

As a result, it is mandatory to comply with the following instructions before starting work:

Danger of damage due to dirt ingress

– Before working on the clean side of the fuel system, clean the engine and the engine compartment (steam
jet). The fuel system must be sealed during this process.
– Look and check for leaks or damage on the fuel system.
– Do not spray the steam cleaner directly onto electrical components, or else afx covers.
– Drive the vehicle into a clean area of the workshop where none of the work causes dust to be swirled up
(sanding, welding, brake repairs, brake checks, performance tests etc.).
– Avoid air movements (possible swirling up of dust due to starting of engines, the workshop
heating/ventilation system, due to draughts etc.).
– Clean and dry the area of the still closed fuel system using compressed air.

1st edition 19
INTRODUCTION

– Use a suitable extractor unit (industrial extractor unit) to remove loose dirt particles such as paint chippings
and insulating material.
– Use a new and clean cover in areas of the engine compartment where dirt particles can become loose, e.g.
tilted cab, bus engine compartment.
– Before removing any components, wash your hands and put on clean working clothes.
It is mandatory to comply with the following instructions during work:

Risk of damage due to dirt contamination

– Using compressed air for cleaning is not allowed once the clean side of the fuel system has been opened.
– During assembly, remove loose dirt using a suitable extractor unit (industrial extractor unit).
– Only lint-free cleaning cloths are allowed to be used on the fuel system.
– Clean tools and equipment before commencing work.
– Only use tools that show no signs of damage (cracked chrome coatings).
– Do not use materials such as cloths, cardboard or wood when removing and installing components as these
materials can produce particles and bres.
– If the undoing of connections causes the paint to chip (due to possible excess paint), carefully remove these
paint chippings before fully undoing the connection.
– All removed components on the clean side of the fuel system must be plugged immediately at their
connection openings using suitable caps.
– These caps must be stored in dustproof packaging until they are used and disposed of after they have been
used once.
– Then store the components in a clean, sealed container.
– Never use used cleaning or test uids for these components.
– New parts must not be removed from their original packaging until immediately before use.
– Work on removed components may only be carried out in a suitably equipped workplace.
– If removed parts are shipped, always use the new part's original packaging.
When working on engines, also follow the instructions below without fail:

Danger of damage due to dirt ingress

– Before opening the clean side of the fuel system:
Clean the areas of the engine around pressure line ttings, injection lines, the rail and valve cover using
compressed air.
– Remove the valve cover and then re-clean the areas of the engine around the pressure line ttings, injection
lines and rail.
– Only loosen pressure pipe connections at rst:
Undo the union nuts on the pressure pipe connections and unscrew by 4 turns.
Raise the pressure pipe connections using a special tool.
Reason: only remove the pressure pipe connections completely once the injectors have been removed so
that no dirt can fall into the injectors from above.
– Remove the injectors.
– After removal, rinse out the injectors with a cleaning uid, making sure that the high-pressure connection
hole is facing downwards.
– Remove the pressure pipe connections by unscrewing their union nuts.
– Clean the injector hole in the cylinder head.
– Then install the components. Installation is a reversal of the removal procedure.

8. Instructions for handling AdBlue®

AdBlue® is an extremely pure, water-clear, synthetically produced 32.5-% urea/water solution. In diesel-driven
commercial vehicles specied with SCR technology, the high-quality solution reduces the toxic nitrogen oxides
in the exhaust gases to form water vapour and elemental nitrogen (a natural constituent of air). A high degree
of purity and constant quality are only assured if AdBlue® to DIN 70070 standard is used.

Rather than being an additive, AdBlue® is carried separately in a designated auxiliary tank in vehicles equipped
with SCR technology.

To avoid quality impairment due to impurities as well as expensive, time-consuming inspections,

AdBlue® must always be handled using storage and lling systems that are exclusively designated
for AdBlue®.

As AdBlue® freezes at temperatures below -11 °C and decomposes at an accelerated rate at temperatures
above 25 °C, it should always be kept within this temperature range. AdBlue® decomposes when stored for
prolonged periods, in which case it no longer meets the requirements of the DIN 70070 standard.

20 1st edition
 INTRODUCTION

Providing the recommended storage temperature of max. 25 °C is not exceeded, AdBlue® will continue
to meet the requirements of the DIN 70070 standard for at least 12 months after production. This period
will be reduced if the recommended storage temperature is exceeded. AdBlue® freezes when cooled to
temperatures below -11 °C. Frozen AdBlue® liquees again when warmed and can then be used as normal.
Quality is not impaired in this case.

AdBlue® is easily decomposed by microbes. It is therefore readily biodegradable and represents a very low
environmental risk.

For this reason, AdBlue® has been placed in the lowest water hazard class (Class 1) in Germany.

As it is biodegradable, small quantities of AdBlue® can be poured down the drain without any problems as
long as plenty of water is used. AdBlue® is an aqueous solution which poses no signicant risks according
to the applicable EU chemical laws. If traces of AdBlue® come into contact with the skin, simply rinse the
affected area using plenty of water.

1st edition 21
DEVICE DESCRIPTION

DEVICE DESCRIPTION

SYSTEM DESCRIPTION

General
In recent years, diesel engines have faced increasingly stringent legislative and customer demands regarding
environmental compatibility, fuel consumption, constant power-take off speeds as well as exhaust and noise
emissions. This trend is set to continue in the future.

The common-rail injection system fulls all the requirements that have to be met by state-of-the-art internal
combustion engines.

In conjunction with electronically controlled gearshift systems, anti-lock brake systems, anti-spin regulators
and other systems for controlling the running gear or brakes etc., this system can improve vehicle economy,
increase driving comfort and take some of the burden off both the driver and the environment.

Structure and operation of the common-rail system

Efcient combustion is only possible if there is good mixture formation. This is where the injection system
plays such a central role. The right 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 operating conditions in question. Each cylinder is equipped with an injector
which is controlled by a solenoid valve. The injection quantity is determined by the outlet cross-section of
the injector, the solenoid valve opening duration and the accumulator pressure. A system pressure of up to
1800 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 map can
be selected. Multiple injections, i. e. pre-injections and post-injections, are 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 tted to existing engines without having to modify the cylinder
head.

22 1st edition
 DEVICE DESCRIPTION

Schematic diagram of the common-rail system

1 Quantity-controlled high-pressure pump

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

1st edition 23
DEVICE DESCRIPTION

FUNCTIONAL DESCRIPTION

Control unit EDC7 (A435, A570)

(A) Engine connector, 89-pin (C) Injector connector, 16-pin

(B) Vehicle connector, 36-pin

The main tasks of the EDC control unit are to control the injection quantity, control 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 activation signals for the injectors.

The control unit (software/hardware) can be used for a maximum of six cylinders. A second control unit
is therefore needed for operating a V-engine. The two control units communicate via CAN and operate in
“master/slave” mode.

The control unit software contains the following function groupings:

– Fuel quantity setpoint formation, fuel metering
– Fuel pressure control with high-pressure pump
– Fuel pressure deactivation (limp-home function)
– Idling speed control
– Maximum speed control, smoke and torque limitation
– Adaptive individual cylinder torque control
– Cylinder shut-off
– Exhaust gas recirculation
– Air system / exhaust gas aftertreatment
– Exhaust gas temperature and exhaust gas management
– Boost pressure control (wastegate control)
– Signal acquisition and calculation of operating variables
– Diagnosis and monitoring functions
– OBD functionality

24 1st edition
 DEVICE DESCRIPTION

Control unit EDC7 C32 EC Stage IIIB/Tier 4i (A435) - pin assignment, engine connector A

Pin Line no./colour Function

A01 red Supply, control unit (battery +)
A02 — Not used
A03 blue Ground, control unit (battery –)
A04 — Not used
A05 - A06 — Not used
A07 red Supply, control unit (battery +)
A08 black Activation, metering unit
A09 blue Ground, control unit (battery –)
A10 red Ground, metering unit
A11 60340/60393 Ground, activation, uncontrolled EGR
A12 red Supply, control unit (battery +)
A13 red Supply, control unit (battery +)
A14 blue Ground, control unit (battery –)
A15 blue Ground, control unit (battery –)
A16 60314 Activation, IMR (starter), High signal
A17 60367/60392 Supply, activation, uncontrolled EGR
A18 — Not used
A19 31330 Activation, IMR (starter), low signal
A20 red/black Signal input, fuel low-pressure sensor
A21 grey/black Signal input, oil pressure sensor
A22 - A23 — Not used
A24 black/white Supply, oil pressure sensor (5V)
A25 violet Supply, charge pressure sensor (5V)
A26 — Not used
A27 red Exhaust gas aftertreatment CAN (A-CAN) High
A28 - A31 — Not used
A32 60180 Supply, position sensor (feedback), controlled EGR (5V)
A33 - A35 — Not used
A36 — Not used
A37 white Ground, fuel low-pressure sensor
A38 violet/white Ground, oil pressure sensor

1st edition 25
DEVICE DESCRIPTION

Pin Line no./colour Function

A39 60182 Ground, position sensor (feedback), controlled EGR
A40 yellow/black Supply, fuel low-pressure sensor (5V)
A41 90126 Supply, exhaust gas relative/exhaust gas differential pressure sensor
(5V)
A42 — Not used
A43 orange Supply, rail pressure sensor (5V)
A44 — Not used (spare, signal output, camshaft speed)
A45 black Exhaust gas aftertreatment CAN (A-CAN) Low
A46 - A50 — Not used
A51 — Not used
A52 - A53 — Not used
A54 black Ground, speed sensor, camshaft
A55 black Ground, speed sensor, crankshaft
A56 brown/black Ground, temperature sensor, fuel (option)
A57 — Not used
A58 green Ground, coolant temperature sensor
A59 60127 Ground, exhaust gas relative/exhaust gas differential pressure sensor
A60 — Not used
A61 violet Ground, rail pressure sensor
A62 black/white Ground, charge pressure sensor (LDF6 and LDF6-T)
A63 - A69 — Not used
A70 brown Signal output, charge air temperature sensor (integrated in charge
pressure sensor LDF6-T)
A71 — Not used
A72 grey Signal input, speed sensor, camshaft
A73 grey/green Signal input, speed sensor, crankshaft
A74 — Not used (spare, signal output, camshaft speed)
A75 red/black Signal input, temperature sensor, fuel
A76 — Not used
A77 blue Signal input, coolant temperature sensor
A78 90128 Signal input, exhaust gas relative/exhaust gas differential pressure
sensor
A79 — Not used
A80 grey Signal input, rail pressure sensor
A81 yellow Signal input, charge pressure sensor
A82 — Not used
A83 — Not used
A84 — Not used
A85 — Not used
A86 — Not used
A87 60181 Signal input, position sensor (feedback), controlled EGR
A88 - A89 — Not used

26 1st edition
 DEVICE DESCRIPTION

Control unit EDC7 C32 EC Stage IIIB/Tier 4i (A435) - pin assignment, vehicle connector B

Pin Line no./colour Function

B01 — Not used
B02 — Not used
B03 - B04 — Not used
B05 60397 Supply, heating, oxygen sensor (+Ubat) (PM-cat.)
B06 — Not used
B07 — Not used
B08 60396 Heater cycle, heating, oxygen sensor (-) (PM-cat.)
B09 - B11 — Not used
B12 — Not used
B13 - B18 — Not used
B19 — Not used
B20 — Not used
B21 black (160) M-CAN Low
B22 red (159) M-CAN High
B23 60185 Virtual ground, oxygen sensor (PM-cat.)
B24 60183 Pump current, oxygen sensor (PM-cat.)
B25 red HD-OBD-CAN High
B26 red Ground, exhaust gas temperature sensor 1 (upstream of lter)
B27 — Not used
B28 - B29 — Not used
B30 60186 Nernst voltage, oxygen sensor (PM-cat.)
B31 60184 Trimming resistor (trim current), oxygen sensor (PM-cat.)
B32 black HD-OBD-CAN Low
B33 black Signal input, exhaust gas temperature sensor 1 (upstream of
lter)
B34 — Not used
B35 yellow/black ISO K-line
B36 black Supply, control unit (terminal 15)

1st edition 27
DEVICE DESCRIPTION

Control unit EDC7 C32 EC Stage IIIB/Tier 4i (A435) - pin assignment, injector connector C

Pin Line no./colour Function

C01 black Injector, cylinder 5, high signal
C02 black/green Injector, cylinder 6, high signal
C03 black/green Injector, cylinder 4, high signal
C04 black Injector, cylinder 1, high signal
C05 black Injector, cylinder 3, high signal
C06 brown Injector, cylinder 2, low signal
C07 - C10 — Not used
C11 black/green Injector, cylinder 2, high signal
C12 brown Injector, cylinder 3, low signal
C13 brown Injector, cylinder 1, low signal
C14 brown Injector, cylinder 4, low signal
C15 brown Injector, cylinder 6, low signal
C16 brown Injector, cylinder 5, low signal

28 1st edition
 DEVICE DESCRIPTION

Control unit EDC7 C32 EC Stage IIIB/EGR (A435) - pin assignment, engine connector A

Pin Line no./colour Function

A01 red Supply, control unit (battery +)
A02 black Activation + at pulse valve HP
A03 blue Ground, control unit (battery –)
A04 white Activation - at pulse valve HP
A05 - A06 — Not used
A07 red Supply, control unit (battery +)
A08 black Activation, metering unit
A09 blue Ground, control unit (battery –)
A10 red Ground, metering unit
A11 — Not used
A12 red Supply, control unit (battery +)
A13 red Supply, control unit (battery +)
A14 blue Ground, control unit (battery –)
A15 blue Ground, control unit (battery –)
A16 60314 Activation, IMR (starter), High signal
A17 — Not used
A18 — Not used
A19 31330 Activation, IMR (starter), Low signal
A20 red/black Signal input, fuel low-pressure sensor
A21 grey/black Signal input, oil pressure sensor
A22 - A23 — Not used
A24 black/white Supply, oil pressure sensor (5V)
A25 violet Supply, charge pressure sensor (5V)
A26 — Not used
A27 red Exhaust gas aftertreatment CAN (A-CAN) High
A28 - A31 — Not used
A32 — Not used
A33 - A35 — Not used
A36 — Not used
A37 white Ground, fuel low-pressure sensor
A38 violet/white Ground, oil pressure sensor
A39 — Not used

1st edition 29
DEVICE DESCRIPTION

Pin Line no./colour Function

A40 yellow/black Supply, fuel low-pressure sensor (5V)
A41 90126 Supply, exhaust gas relative/exhaust gas differential pressure sensor
(5V)
A42 — Not used
A43 orange Supply, rail pressure sensor (5V)
A44 — Not used (spare, signal output, camshaft speed)
A45 black Exhaust gas aftertreatment CAN (A-CAN) Low
A46 - A50 — Not used
A51 — Not used
A52 - A53 — Not used
A54 black Ground, speed sensor, camshaft
A55 black Ground, speed sensor, crankshaft
A56 brown/black Ground, temperature sensor, fuel (option)
A57 — Not used
A58 green Ground, coolant temperature sensor
A59 60127 Ground, exhaust gas relative/exhaust gas differential pressure sensor
A60 — Not used
A61 violet Ground, rail pressure sensor
A62 black/white Ground, charge pressure sensor (LDF6 and LDF6-T)
A63 - A69 — Not used
A70 brown Signal output, temperature sensor, charge air (integrated in charge
pressure sensor LDF6-T)
A71 — Not used
A72 grey Signal input, speed sensor, camshaft
A73 grey/green Signal input, speed sensor, crankshaft
A74 — Not used (spare, signal output, camshaft speed)
A75 red/black Signal input, temperature sensor, fuel
A76 — Not used
A77 blue Signal input, coolant temperature sensor
A78 90128 Signal input, exhaust gas relative/exhaust gas differential pressure
sensor
A79 — Not used
A80 grey Signal input, rail pressure sensor
A81 yellow Signal input, charge pressure sensor
A82 — Not used
A83 — Not used
A84 — Not used
A85 — Not used
A86 — Not used
A87 — Not used
A88 - A89 — Not used

30 1st edition
 DEVICE DESCRIPTION

Control unit EDC7 C32 EC Stage IIIB/EGR (A435) - pin assignment, vehicle connector B

Pin Line no./colour Function

B01 — Not used
B02 — Not used
B03 — Not used
B04 black Activation + at pulse valve LP
B05 60397 Supply, heating, oxygen sensor (+Ubat) (PM-cat.)
B06 — Not used
B07 — Not used
B08 60396 Heater cycle, heating, oxygen sensor (-) (PM-cat.)
B09 - B11 — Not used
B12 — Not used
B13 white Activation - at pulse valve LP
B14 - B18 — Not used
B19 — Not used
B20 — Not used
B21 black (160) M-CAN Low
B22 red (159) M-CAN High
B23 60185 Virtual ground, oxygen sensor (PM-cat.)
B24 60183 Pump current, oxygen sensor (PM-cat.)
B25 red HD-OBD-CAN High
B26 red Ground, exhaust gas temperature sensor 1 (upstream of lter)
B27 — Not used
B28 - B29 — Not used
B30 60186 Nernst voltage, oxygen sensor (PM-cat.)
B31 60184 Trimming resistor (trim current), oxygen sensor (PM-cat.)
B32 black HD-OBD-CAN Low
B33 black Signal input, exhaust gas temperature sensor 1 (upstream of
lter)
B34 — Not used
B35 yellow/black ISO K-line
B36 black Supply, control unit (terminal 15)

1st edition 31
DEVICE DESCRIPTION

Control unit EDC7 C32 Master EC Stage IIIB/Tier 4i V8 (A435) - pin assignment, engine connector A

Pin Line no./colour Function

A01 red Supply, control unit (battery +)
A02 — Not used
A03 blue Ground, control unit (battery –)
A04 - A06 — Not used
A07 red Supply, control unit (battery +)
A08 black Activation, metering unit
A09 blue Ground, control unit (battery –)
A10 red Ground, metering unit
A11 — Not used
A12 red Supply, control unit (battery +)
A13 red Supply, control unit (battery +)
A14 blue Ground, control unit (battery –)
A15 blue Ground, control unit (battery –)
A16 Activation, IMR (starter), High signal
A17 - A18 — Not used
A19 Activation, IMR (starter), Low signal
A20 red/black Signal input, fuel low-pressure sensor
A21 grey/black Signal input, oil pressure sensor 1
A22 - A23 — Not used
A24 black/white Supply, oil pressure sensor 1 (5V)
A25 violet Supply, charge pressure sensor (5V)
A26 — Not used
A27 red CAN High Master/Slave
A28 - A36 — Not used
A37 white Ground, fuel low-pressure sensor
A38 violet/white Ground, oil pressure sensor 1
A39 — Not used
A40 yellow/black Supply, fuel low-pressure sensor (5V)
A41 - A42 — Not used
A43 orange Supply, rail pressure sensor 1
A44 black Output, speed signal 2

32 1st edition
 DEVICE DESCRIPTION

Pin Line no./colour Function

A45 black CAN Low Master/Slave
A46 - A50 — Not used
A51 — Not used
A52 - A53 — Not used
A54 black Ground, speed sensor, camshaft
A55 black Ground, speed sensor, crankshaft
A56 brown/black Ground, temperature sensor, fuel
A57 Not used
A58 green Ground, coolant temperature sensor
A59 - A60 — Not used
A61 violet Ground, rail pressure sensor 1
A62 black/white Ground, charge pressure sensor
A63 - A69 — Not used
A70 brown Signal output, temperature sensor, charge air (integrated in charge
pressure sensor LDF6-T)
A71 — Not used
A72 red Signal input, speed sensor, camshaft
A73 white Signal input, speed sensor, crankshaft
A74 yellow/black Output, speed signal 1
A75 red/black Signal input, temperature sensor, fuel
A76 Not used
A77 blue Signal input, coolant temperature sensor
A78 - A79 — Not used
A80 grey Signal input, rail pressure sensor 1
A81 yellow Signal input, charge pressure sensor
A82 - A89 — Not used

1st edition 33
DEVICE DESCRIPTION

Control unit EDC7 C32 Master EC Stage IIIB/Tier 4i V8 (A435) Pin assignment, vehicle connector B

Pin Line no./colour Function

B01 - B20 — Not used
B21 black M-CAN Low
B22 red M-CAN High
B23 - B24 — Not used
B25 — Not used
B26 red Ground, exhaust gas temperature sensor 1
B27 - B31 — Not used
B32 — Not used
B33 black Signal input, exhaust gas temperature sensor 1
B34 — Not used
B35 yellow/black ISO K-line
B36 black Supply, control unit (terminal 15)

34 1st edition
 DEVICE DESCRIPTION

Control unit EDC7 C32 Master EC Stage IIIB/Tier 4i V8 (A435) Pin assignment, injector connector C

Pin Line no./colour Function

C01 brown Injector, cylinder 2, High signal
C02 brown Injector, cylinder 4, High signal
C03 — Not used
C04 black Injector, cylinder 1, High signal
C05 brown Injector, cylinder 3, High signal
C06 - C08 — Not used
C09 60661 Coding Master/Slave
C10 60661 Coding Master/Slave
C11 — Not used
C12 black Injector, cylinder 3, Low signal
C13 brown Injector, cylinder 1, Low signal
C14 - C15 — Not used
C16 green/black Injector, cylinder 2, Low signal

1st edition 35
DEVICE DESCRIPTION

Control unit EDC7 C32 Slave EC Stage IIIB/Tier 4i V8 (A570) Pin assignment, engine connector A

Pin Line no./colour Function

A01 red Supply, control unit (battery +)
A02 — Not used
A03 blue Ground, control unit (battery –)
A04 - A06 — Not used
A07 red Supply, control unit (battery +)
A08 — Not used
A09 blue Ground, control unit (battery –)
A10 - A11 — Not used
A12 red Supply, control unit (battery +)
A13 red Supply, control unit (battery +)
A14 blue Ground, control unit (battery –)
A15 blue Ground, control unit (battery –)
A16 - A20 — Not used
A21 grey/black Signal input, oil pressure sensor 2
A22 - A23 — Not used
A24 black/white Supply, oil pressure sensor 2 (5V)
A25 - A26 — Not used
A27 red CAN High Master/Slave
A28 - A37 — Not used
A38 violet/white Ground, oil pressure sensor 2
A39 - A42 — Not used
A43 orange Supply, rail pressure sensor 2 (5V)
A44 — Not used
A45 black CAN Low Master/Slave
A46 - A60 — Not used
A61 violet Ground, rail pressure sensor 2
A62 - A71 — Not used
A72 black Output, speed signal 2
A73 yellow/black Output, speed signal 1
A74 - A79 — Not used
A80 grey Signal input, rail pressure sensor 2
A81 - A89 — Not used

36 1st edition
 DEVICE DESCRIPTION

Control unit EDC7 C32 Slave EC Stage IIIB/Tier 4i V8 (A570) Pin assignment, vehicle connector B

Pin Line no./colour Function

B01 - B20 — Not used
B21 black M-CAN Low
B22 red M-CAN High
B23 - B24 — Not used
B25 red HD-OBD-CAN High
B26 - B31 - Not used
B32 black HD-OBD-CAN Low
B33 - B34 — Not used
B35 yellow/black ISO K-line
B36 black Supply, control unit (terminal 15)

1st edition 37
DEVICE DESCRIPTION

Control unit EDC7 C32 Slave EC Stage IIIB/Tier 4i V8 (A570) Pin assignment, injector connector C

Pin Line no./colour Function

C01 brown Injector, cylinder 7, High signal
C02 brown Injector, cylinder 8, High signal
C03 — Not used
C04 black Injector, cylinder 5, High signal
C05 brown Injector, cylinder 6, High signal
C06 — Not used
C07 60662 Coding, Slave
C08 60662 Coding, Slave
C09 - C11 — Not used
C12 green/black Injector, cylinder 6, Low signal
C13 brown Injector, cylinder 5, Low signal
C14 — Not used
C15 green/black Injector, cylinder 8, Low signal
C16 black Injector, cylinder 7, low signal

38 1st edition
 DEVICE DESCRIPTION

Control unit EDC7 C32 Master EC Stage IIIB/Tier 4i V12 (A435) - pin assignment, engine connector A

Pin Line no./colour Function

A01 red Supply, control unit (battery +)
A02 — Not used
A03 blue Ground, control unit (battery –)
A04 - A06 — Not used
A07 red Supply, control unit (battery +)
A08 black Activation, metering unit
A09 blue Ground, control unit (battery –)
A10 red Ground, metering unit
A11 — Not used
A12 red Supply, control unit (battery +)
A13 red Supply, control unit (battery +)
A14 blue Ground, control unit (battery –)
A15 blue Ground, control unit (battery –)
A16 60314 Activation, IMR (starter), High signal
A17 - A18 — Not used
A19 60314 Activation, IMR (starter), Low signal
A20 red/black Signal input, fuel low-pressure sensor
A21 grey/black Signal input, oil pressure sensor 1
A22 - A23 — Not used
A24 black/white Supply, oil pressure sensor 1 (5V)
A25 violet Supply, charge pressure sensor (5V)
A26 — Not used
A27 red CAN High Master/Slave
A28 - A36 — Not used
A37 white Ground, fuel low-pressure sensor
A38 violet/white Ground, oil pressure sensor 1
A39 — Not used
A40 yellow/black Supply, fuel low-pressure sensor (5V)
A41 - A42 — Not used
A43 orange Supply, rail pressure sensor 1
A44 black Output, speed signal 2

1st edition 39
DEVICE DESCRIPTION

Pin Line no./colour Function

A45 black CAN Low Master/Slave
A46 - A50 — Not used
A51 — Not used
A52 - A53 — Not used
A54 black Ground, speed sensor, camshaft
A55 black Ground, speed sensor, crankshaft
A56 brown/black Ground, fuel temperature sensor
A57 — Not used
A58 green Ground, coolant temperature sensor
A59 - A60 — Not used
A61 violet Ground, rail pressure sensor 1
A62 black/white Ground, charge pressure sensor
A63 - A69 — Not used
A70 brown Signal output, charge air temperature sensor (integrated in charge
pressure sensor LDF6-T)
A71 — Not used
A72 red Signal input, speed sensor, camshaft
A73 white Signal input, speed sensor, crankshaft
A74 yellow/black Output, speed signal 1
A75 red/black Signal input, temperature sensor, fuel
A76 — Not used
A77 blue Signal input, coolant temperature sensor
A78 - A79 — Not used
A80 grey Signal input, rail pressure sensor 1
A81 yellow Signal input, charge pressure sensor
A82 - A89 — Not used

Control unit EDC7 C32 Master EC Stage IIIB/Tier 4i V12 (A435) Pin assignment, vehicle connector B

Pin Line no./colour Function

B01 - B20 — Not used
B21 black M-CAN Low
B22 red M-CAN High
B23 - B24 — Not used
B25 — Not used

40 1st edition
 DEVICE DESCRIPTION

Pin Line no./colour Function

B26 red Ground, exhaust gas temperature sensor 1
B27 - B31 — Not used
B32 — Not used
B33 black Signal input, exhaust gas temperature sensor 1
B34 — Not used
B35 yellow/black ISO K-line
B36 black Supply, control unit (terminal 15)

Control unit EDC7 C32 Master EC Stage IIIB/Tier 4i V12 (A435) Pin assignment, injector connector C

Pin Line no./colour Function

C01 black Injector, cylinder 2, High signal
C02 black/green Injector, cylinder 6, High signal
C03 black/green Injector, cylinder 4, High signal
C04 black Injector, cylinder 1, High signal
C05 black Injector, cylinder 3, High signal
C06 brown Injector, cylinder 5, Low signal
C07 - C08 — Not used
C09 brown Coding, Master
C10 brown Coding, Master
C11 black/green Injector, cylinder 5, High signal
C12 brown Injector, cylinder 3, Low signal
C13 brown Injector, cylinder 1, Low signal
C14 brown Injector, cylinder 4, Low signal
C15 brown Injector, cylinder 6, Low signal
C16 brown Injector, cylinder 2, low signal

1st edition 41
DEVICE DESCRIPTION

Control unit EDC7 C32 Slave EC Stage IIIB/Tier 4i V12 (A570) Pin assignment, engine connector A

Pin Line no./colour Function

A01 red Supply, control unit (battery +)
A02 — Not used
A03 blue Ground, control unit (battery –)
A04 - A06 — Not used
A07 red Supply, control unit (battery +)
A08 black Activation, metering unit
A09 blue Ground, control unit (battery –)
A10 white Ground, metering unit
A11 — Not used
A12 red Supply, control unit (battery +)
A13 red Supply, control unit (battery +)
A14 blue Ground, control unit (battery –)
A15 blue Ground, control unit (battery –)
A16 - A19 — Not used
A20 red/black Signal input, fuel pressure sensor
A21 grey/black Signal input, oil pressure sensor 2
A22 - A23 — Not used
A24 black/white Supply, oil pressure sensor 2 (5V)
A25 - A26 — Not used
A27 red CAN High Master/Slave
A28 - A36 — Not used
A37 white Ground, fuel pressure sensor
A38 violet/white Ground, oil pressure sensor 2
A39 — Not used
A40 yellow/black Supply, fuel pressure sensor (5V)
A41 - A42 — Not used
A43 orange Supply, rail pressure sensor 2 (5V)
A44 — Not used
A45 black CAN Low Master/Slave
A46 - A60 — Not used
A61 violet Ground, rail pressure sensor 2
A62 - A71 — Not used

42 1st edition
 DEVICE DESCRIPTION

Pin Line no./colour Function

A72 black Output, speed signal 2
A73 yellow/black Output, speed signal 1
A74 - A79 — Not used
A80 grey Signal input, rail pressure sensor 2
A81 - A89 — Not used

Control unit EDC7 C32 Slave EC Stage IIIB/Tier 4i V12 (A570) Pin assignment, vehicle connector B

Pin Line no./colour Function

B01 - B20 — Not used
B21 yellow/black M-CAN Low
B22 red M-CAN High
B23 - B24 — Not used
B25 red HD-OBD-CAN High
B26 - B31 — Not used
B32 black HD-OBD-CAN Low
B33 - B34 — Not used
B35 yellow/black ISO K-line
B36 black Supply, control unit (terminal 15)

1st edition 43
DEVICE DESCRIPTION

Control unit EDC7 C32 Slave EC Stage IIIB/Tier 4i V12 (A570) Pin assignment, injector connector C

Pin Line no./colour Function

C01 black/green Injector, cylinder 11, High signal
C02 black Injector, cylinder 7, high signal
C03 black Injector, cylinder 9, high signal
C04 black/green Injector, cylinder 12, High signal
C05 black/green Injector, cylinder 10, high signal
C06 brown Injector, cylinder 8, low signal
C07 brown Coding, slave
C08 brown Coding, Slave
C09 - C10 — Not used
C11 black Injector, cylinder 8, high signal
C12 brown Injector, cylinder 10, low signal
C13 brown Injector, cylinder 12, Low signal
C14 brown Injector, cylinder 9, low signal
C15 brown Injector, cylinder 7, Low signal
C16 brown Injector, cylinder 11, Low signal

44 1st edition
 DEVICE DESCRIPTION

High-pressure pump
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 spur gears. The same
spur gear drive also drives the alternator, the coolant pump and, if tted, the air-conditioning compressor on
the front side of the engine by means of a pulley.

The fuel is forced from a pre-supply pump to the fuel lter (fuel service centre) via fuel lines and then into the
high-pressure pump “suction chamber” via the metering unit. The pre-supply pump is ange-mounted on the
high-pressure pump. The metering unit (MProp) is mounted on the suction side of the high-pressure pump.
The metering unit is an actuator for controlling the fuel pressure in the high-pressure accumulator (rail).

High-pressure pump CP3.4 / CP3.4+

(1) High-pressure pump (3) Supply pump

(2) Metering unit (MProp)

The CP3.4 high-pressure pump is a radial piston pump with 3 cylinders. This pump is used in the case of D20
and D26 in-line engines as well as D2868 V8 engines. Depending on the application, high-pressure pumps
with fuel lubrication or high-pressure pumps with engine oil lubrication can be used. Fuel lubricated pumps
(CP3.4+) are generally used for Euro 4 engines.

In the case of D20 and D26, the ratio compared to the crankshaft is 1:1.67, i.e. the high-pressure pump
rotates faster than the crankshaft.

Note: After the pump is exchanged, the fuel system must be bled before the rst start (also see Operator's
Manual, “Do-it-yourself jobs, fuel system” section). Fuel-lubricated pumps do not require an initial ll with fuel.
In the case of oil-lubricated pumps, bleeding can only be performed with the high-pressure-pump return line
pulled off and closed due to the hot/cold circuit.

1st edition 45
DEVICE DESCRIPTION

Metering unit (proportional valve for fuel, MProp) (Y332, Y356)

The metering unit (MProp) is an actuator for controlling the fuel pressure in the high-pressure accumulator
(rail). The metering unit is located on the low-pressure side (input side) of the high-pressure pump and
is screwed into the CP3 high-pressure pump housing. The CP2/4 or CP9V4 high-pressure pump for the
V-engine is equipped with two metering units as two high-pressure accumulators are controlled in this case
(one high-pressure accumulator per bank of cylinders).

The metering unit is controlled using a PWM output (pulse width modulated signal):

Duty factor 100% Metering unit closed (zero fuel quantity delivery)
Duty factor 0% Metering unit open (maximum delivery)

The control circuit consists of a rail pressure sensor, control unit and metering unit.

Terminology note: The metering unit can also be designated “MProp”. Both terms are used in this manual.
MProp is the German abbreviation for (fuel) quantity proportional valve.

Table for connector pin assignment

Pin Cable colour Function Control unit A435 pin Control unit A570 pin
1 black Input signal, PWM A08 A08
2 red Ground A10 A10

Connector pin assignment

46 1st edition
 DEVICE DESCRIPTION

High-pressure accumulator (rail)

The name "common rail" is derived from the design and functioning 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 drawn at the right time.

The high-pressure accumulator has the following tasks:

– Storing the fuel

– Preventing pressure uctuations
The high-pressure accumulator is a pipe made from forged steel. The diameter and length of this pipe
depends on the engine. To prevent pressure uctuations, 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 congured as precisely as possible to suit the engine
in question. The illustration above is therefore a conguration example only. The pressure limiting valve (1)
and the rail pressure sensor (2) are also mounted on the high-pressure accumulator.

The fuel ows from the high-pressure pump to the high-pressure accumulator via a line. There is a port on
the high-pressure accumulator for each cylinder. The fuel ows to the injector via this port and a line.

Note: As part of further technical development, the pressure limiting valve has been integrated in the
high-pressure accumulator to form an integrated unit with the rail.

1st edition 47
DEVICE DESCRIPTION

Pressure limiting valve

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 discharge 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
pressured 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. 1800 bar) the
rst piston moves and uncovers part of a cross-section permanently so that the fuel can ow 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 fuel metering unit is opened by interrupting the voltage supply and the drawing 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 bring about the desired success, e.g. due to jamming of the
pressure limiting valve, the engine is stopped.

Note: As part of further technical development, the pressure limiting valve has been integrated in the
high-pressure accumulator to form an integrated unit with the rail. The PLV has the same function as the
previous part and can be replaced as before.

48 1st edition
 DEVICE DESCRIPTION

Rail pressure sensor (B487, B514)

The rail pressure sensor monitors the fuel pressure in the high-pressure accumulator (rail). The aim is to
ensure a specied pressure for the operating point concerned in the high-pressure accumulator (rail). The
rail pressure sensor is mounted on the high-pressure accumulator.

The sensor measuring range is 0 - 1800 bar.

Sensor curve

Table for connector pin assignment

Pin Cable colour Function Control unit A435 pin Control unit A570 pin
1 violet Sensor ground A61 A61
2 grey Output signal A80 A80
3 orange Voltage supply 5 V A43 A43

Connector pin assignment

1st edition 49
DEVICE DESCRIPTION

Injector (Y341 - Y350)

The injector is used to inject fuel into the combustion chamber. The EDC 7 species the injection period
(injector coil activation period for pre-injection, main injection and possibly post-injection) and the injection
point and activates an extremely fast solenoid valve in the injector. The solenoid valve armature opens or
closes the control chamber discharge throttle. If the discharge throttle is open, the pressure in the control
chamber falls and the injector needle opens. If the discharge throttle is close, the pressure in the control
chamber rises and the injector needle is closed. The opening behaviour of the injector needle (opening and
closing speed) is therefore determined by the feed and discharge throttle in the injector control chamber.

The injector leakage quantity (leakage via discharge throttle and injector needle) is returned to the tank via the
return line. The exact injection quantity is determined by the outlet cross-section of the injector, the solenoid
valve opening duration and the accumulator pressure.

Important note when exchanging injectors: When exchanging, ensure that injectors with the same Bosch
number are installed again. There are currently two types of injectors. It is not possible to replace “old”
injectors with “new” injectors! Do not mix! If it is necessary to change over to the latest type of injectors,
the rail must be replaced and the control unit reprogrammed. Note Service Information 132400!

50 1st edition
 DEVICE DESCRIPTION

Crankshaft speed sensor (speed increment sensor) (B488)

This sensor on the ywheel is used to measure (calculate) the crankshaft angle (crank angle). This information
is vital for ensuring the correct activation point of the injectors for the individual cylinders.

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 ywheel and has 60 –2 = 58 holes (6x5 mm)
spaced at 6° intervals. Two of the holes 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 is assigned to a dened cylinder
1 crankshaft position. The engine can also start with crankshaft sensor only or with camshaft sensor only. In
the case of operation with crankshaft sensor only, test injections are carried out at gas ow TDC and ignition
TDC as the EDC without camshaft sensor rst has to locate the correct ignition TDC. If the control unit detects
a speed reaction (ignition), it has found the correct TDC. The engine then starts and runs as with both 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 – in this case the increment wheel mounted on the crankshaft
– with its magnetic eld. The current ow is amplied whenever a hole moves past the sensor. The current
ow is weaker in the gaps in-between. This gives rise to an inductive voltage in the sensor coil. This voltage
is evaluated by the ECU. The gap between the sensor and the increment wheel is approx. 1 mm.

Signal sequence: At pin 2, the 1st half wave appears positive when a magnetically conductive material
passes by.

Note: The rst half wave must be positive, otherwise a fault is entered: SPN 3753.

Table for connector pin assignment

Pin Cable colour Function Control unit A435 pin

1(2) white Output signal A73
2(1) black Sensor ground A55

Connector pin assignment Wiring diagram

1st edition 51
DEVICE DESCRIPTION

Camshaft speed sensor (speed segment sensor) (B489)

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 sufcient for
determining the engine state. This means that, 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) and a synchronisation mark. The phase mark is a tooth on the phase wheel.
The phase marks are equally spread 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. The engine can also start with camshaft sensor only or with crankshaft
sensor only. In the case of operation with crankshaft sensor only, test injections are carried out at gas ow
TDC and ignition TDC as the EDC without camshaft sensor rst has to locate the correct ignition TDC. If the
control unit detects a speed reaction (ignition), it has found the correct TDC. The engine then starts and runs
as with both sensors. In the case of operation with camshaft sensor only, angle corrections are stored in the
control unit so that the injection point can also be determined correctly without precisely calculating the crank
angle using the increment sensor. The speed segment sensor has the same design and operation as the
speed increment sensor for acquiring the crankshaft speed. Signal sequence: At pin 2, the 1st half wave
appears positive when a magnetically conductive material passes by.

Notes: – The rst half wave must be positive, otherwise a fault is entered: SPN 3752

Table for connector pin assignment

Pin Cable colour Function Control unit A435 pin

1(2) red Output signal A72
2(1) black Sensor ground A54

Connector pin assignment Wiring diagram

52 1st edition
 DEVICE DESCRIPTION

Oil pressure sensor (B104)

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).

Sensor curve

Table of connector pin assignment

Pin Cable colour Function Control unit A435 pin

1 black/white Supply voltage 5 V A24
2 violet/white Sensor ground A38
3 grey/black Output signal A21
4 — — —

Connector pin assignment

1st edition 53
DEVICE DESCRIPTION

Fuel pressure sensor (B377)

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

Sensor curve

Table of connector pin assignment

Pin Cable colour Function Control unit A435 pin

1 yellow/black Supply voltage 5 V A40
2 white Sensor ground A37
3 red/black Output signal A20
4 — — —

Connector pin assignment

54 1st edition
 DEVICE DESCRIPTION

Kavlico charge pressure sensor (B125)

The charge pressure sensor measures the absolute charge pressure. The sensor element and an electronic
control unit (for signal amplication 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 charge pressure sensor is mounted on the intake manifold. If the charge pressure sensor is classied
as defective (SPN 102), a default value is specied, i. e. an intact sensor is simulated. There are therefore
no operating restrictions.

Sensor curve

Table of connector pin assignment

Pin Cable colour Function Control unit A435 pin

1 — Not used —
2 (3) black/white Sensor ground A62
3 (2) violet Supply voltage 5 V A25
4 (1) yellow Output signal A81

Connector pin assignment

1st edition 55
DEVICE DESCRIPTION

Bosch LDF 6 charge pressure sensor (B125)

The Bosch LDF 6 charge pressure sensor has been/will be introduced for all model series. The Kavlico
sensor will continue to be tted as standard for discontinued engine designs.

Operation and the sensor curve are exactly the same as for the Kavlico sensor.

Sensor curve

Table of connector pin assignment

Pin Cable colour Function Control unit A435 pin

1 black/white Sensor ground A62
2 — Not used —
3 violet Supply voltage 5 V A25
4 yellow Output signal A81

Connector pin assignment

56 1st edition
 DEVICE DESCRIPTION

Bosch LDF 6T charge pressure sensor (B623)

The Bosch LDF 6T charge pressure sensor is used in D20/D26 series Euro 4/5 engines. The LDF 6T charge
pressure sensor is also equipped with a temperature sensor. Together with the charge air temperature sensor
(B123), its purpose is to monitor EGR. The LDF 6T is tted upstream of the EGR inlet line whilst the charge
air temperature sensor is tted downstream of the inlet line. The different temperatures of the two sensors
enables the plausibility of the EGR rate to be checked.

If the MAN AdBlue® system is tted, the LDF 6T pressure and temperature information is used to calculate
the air-mass ow. The charge air temperature sensor (B123) is not tted in these systems.

Table of measurements

Temperature in °C 120 100 80 60 40 20 0 –20 –40

Resistance in ohms 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

Table of connector pin assignment

Pin Cable colour Function Control unit A435 pin

1 black/white Sensor ground A62
2 brown Output signal, temperature A70
3 violet Supply voltage 5 V A25
4 yellow Output signal, charge pressure A81

Connector pin assignment

1st edition 57
DEVICE DESCRIPTION

Charge air temperature sensor (B123)

The charge air temperature sensor monitors the exhaust gas recirculation together with the charge air
temperature sensor LDF 6T (B623). The LDF 6T is tted upstream of the EGR inlet line whilst the charge
air temperature sensor (B123) is tted downstream of the inlet line. The different temperatures of the two
sensors enables the plausibility of the EGR rate to be checked.

If MAN AdBlue® system is tted, the charge air temperature sensor B123 is not installed.

Table of measurements

Temperature in °C 120 100 80 60 40 20 0 –20 –40

Resistance in ohms 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

Table for connector pin assignment

Pin Line number Function Control unit A435 pin

1 60151 Output signal A76
2 — Not used —
3 60100 Sensor ground A57
4 — Not used —

Connector pin assignment Wiring diagram

58 1st edition
 DEVICE DESCRIPTION

Coolant temperature sensor (B124)

The coolant temperature sensor is an NTC thermistor. It is located in the cooling circuit and provides the
control unit with information about the coolant temperature. The control unit calls up various engine operating
maps, depending on the coolant temperature.

Table of measurements

Temperature in °C 120 100 80 60 40 20 0 –20 –40

Resistance in ohms 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

Table of connector pin assignment

Pin Cable colour Function Control unit A435 pin

1 blue Output signal A77
2 — Not used —
3 green Sensor ground A58
4 — Not used —

Connector pin assignment Wiring diagram

1st edition 59
DEVICE DESCRIPTION

Fuel temperature sensor (B197)

The fuel temperature sensor is an NTC thermistor. It is located at the fuel transfer point and provides the
engine control unit with information about the fuel temperature.

Table of measurements

Temperature in °C 120 100 80 60 40 20 0 –20 –40

Resistance in ohms 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

Table of connector pin assignment

Pin Cable colour Function Control unit A435 pin

1 red/black Output signal A75
2 — Not used —
3 brown/black Sensor ground A56
4 — Not used —

Connector pin assignment Wiring diagram

60 1st edition
 DEVICE DESCRIPTION

Exhaust gas temperature sensor (B561, B633)

The temperature sensor B561 monitors the exhaust gas temperature upstream of the PM catalytic converter
(EGR system). The temperature sensor B633 monitors the exhaust gas temperature upstream of the catalytic
converter (MAN AdBlue® system). The sensors are identical. Depending on the engine, the straight version
of the temperature sensor B561 may also be tted.

Dew point detection: During normal operation, the oxygen sensor's operating temperature is 780°C. After
the engine is started, there is a risk of the oxygen sensor ceramic being damaged or destroyed by condensing
water. To ensure that no further droplets form, the amount of heat generated (function of exhaust gas mass
ow rate and temperature) is determined. Oxygen sensor heating is enabled depending on the amount of
heat generated.

Table of measurements

Temperature in °C 0 25 200 400 600 800

Resistance in ohm 200 220 352 494 627 751

Table for connector pin assignment

Pin Line number Function Control unit A435 pin

1 90122/90115 Output signal B33
2 90119/90116 Sensor ground B26

Connector pin assignment

1st edition 61
DEVICE DESCRIPTION

Exhaust gas temperature sensor (B561, B634)

The temperature sensor B561 monitors the exhaust gas temperature upstream of the PM catalytic converter
(EGR system). The temperature sensor B634 monitors the exhaust gas temperature downstream of the
catalytic converter (MAN AdBlue® system). The sensors are identical. Depending on the engine, the angled
version of the temperature sensor B561 may also be tted.

Dew point detection: During normal operation, the oxygen sensor's operating temperature is 780°C. After
the engine is started, there is a risk of the oxygen sensor ceramic being damaged or destroyed by condensing
water. To ensure that no further droplets form, the amount of heat generated (function of exhaust gas mass
ow rate and temperature) is determined. Oxygen sensor heating is enabled depending on the amount of
heat generated.

Table of measurements

Temperature in °C 0 25 200 400 600 800

Resistance in ohm 200 220 352 494 627 751

Table for connector pin assignment, B561

Pin Line number Function Control unit A435 pin

1 (2) 90122 Output signal B33
2 (1) 90119 Sensor ground B26

Table for connector pin assignment, B634

Pin Line number Function Control unit A808 pin

1 (2) 90117 Sensor ground 22
2 (1) 90118 Output signal 23

Connector pin assignment

62 1st edition
 DEVICE DESCRIPTION

NOx sensor (B994)

In engines with MAN AdBlue® system, the NOx sensor measures the nitrogen oxide concentration and the
oxygen content in the exhaust gas stream.

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 known from the linear oxygen sensor. The layout of the
multi-layer Zirconium dioxide sensor ceramic (ZrO2) includes two chambers: In the rst 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 measuring
signal.

The sensor electronics provide the measured gas concentrations for other control units via the exhaust gas
CAN. The measured values are evaluated in the AdBlue® dosing control unit. The NOx sensor is equipped
with an electrical heating element that is activated when the ignition is switched on. Any requests for switching
the heating element on or off are sent by the AdBlue® dosing control unit via the exhaust gas CAN. The
electrical link is via the exhaust gas CAN and the vehicle voltage supply.

Table for connector pin assignment

Pin Cable colour Function Connection

1 black Supply +Ubat Fuse F894 (term. 15)
2 196/31000 Sensor ground Earthing point, cab,
next to central electrical
system X1644
3 black Exhaust gas CAN Low EDC control unit A435 pin A45
4 red Exhaust gas CAN High EDC control unit A435 pin A27
5 — Not used —

Note: in the case of EDC7 C32 Master/Slave, the exhaust CAN is on pin B25 (line 191) and pin B32 (line
192) of the Master control unit A435.

Connector pin assignment

1st edition 63
DEVICE DESCRIPTION

Oxygen sensor (B322)

The oxygen sensor is used in engines with externally cooled exhaust gas recirculation, as an alternative
method to measuring by means of NOx sensor. The basis of this monitoring concept for engines with exhaust
gas recirculation is the primary dependence of the NOx emissions on the oxygen content and the charge
mass (air mass and mass of the recirculated exhaust gas) in the cylinder at stationary operating points.

The oxygen sensor measures the difference in oxygen concentration between the ambient air and the exhaust
gas stream. This means that the measuring 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 oxygen sensor used here is a broadband sensor, i. e., it is possible to measure
innitely variable 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 in as many oxygen ions as
required 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 oxygen sensor for monitoring the EGR rate. The EGR rate has a direct effect on the
NOx values (an insufcient EGR rate leads to an excessive NOx concentration and SPN 3930 is set).

Table for connector pin assignment

Pin Line number / Function Control unit A435 pin

line colour
1 60183/red Pump current B24
2 60185/yellow Virtual ground B23
3 60396/white Activation, heater cycle, sensor heating (–) B08
4 60397/grey Supply, sensor heating (+Ubat) B05
5 60184/green Trimming resistor (trim current) B31
6 60186/black Nernst voltage B30

Connector pin assignment

64 1st edition
 DEVICE DESCRIPTION

Exhaust gas differential pressure sensor (B565)

The exhaust gas differential pressure sensor monitors the pressure drop (differential pressure) over the two
connecting points on the measurement section in the case of vehicles with CRT lter. Compared to the
exhaust gas relative pressure sensor, the differential pressure is a better indicator of the pressure drop as the
varying ambient pressure is discounted.

Note: In the case of vehicles with PM catalytic converter, the exhaust gas differential pressure sensor was
temporarily used as a back-up solution in the conguration of a relative pressure sensor in place of the exhaust
gas relative pressure sensor.

Table of measurements

Pressure in kPa 0.0 5.0 10 15 20 30 40 50 65

Voltage in volts 0.50 0.90 1.30 1.70 2.10 2.90 3.70 4.50 4.50

Table of connector pin assignment

Pin Line number Function Control unit A435 pin

1 90126 Supply voltage 5 V A41
2 90127 Sensor ground A59
3 90128 Output signal A78

Connector pin assignment

1st edition 65
DEVICE DESCRIPTION

Exhaust gas relative pressure sensor (B683)

The exhaust gas relative pressure sensor has the same electrical interface as the exhaust gas differential
pressure sensor. However, it only measures the relative pressure of the exhaust gas, i.e. the pressure
currently existing against atmospheric pressure. The differential pressure sensor, on the other hand, shows
the pressure drop over the two connecting points on the measurement section (lter system or catalytic
converter system). The exhaust gas relative pressure sensor replaces the exhaust gas differential pressure
sensor (except CRT lter).

Table of measurements

Pressure in kPa 0.0 5.0 10 15 20 30 40 50 65

Voltage in volts 0.50 0.90 1.30 1.70 2.10 2.90 3.70 4.50 4.50

Table of connector pin assignment

Pin Line number Function Control unit A435 pin

1 90126 Supply voltage 5 V A41
2 90127 Sensor ground A59
3 90128 Output signal A78

Connector pin assignment

66 1st edition
 DEVICE DESCRIPTION

Turbocharger proportional valve, 2-stage charging, pulse valve HP (Y340)

The turbocharger proportional valve controls the charge pressure in engines with 2-stage turbocharging.
The turbocharger proportional valve is controlled using a PWM output (pulse width modulated signal) from
the EDC control unit. in line with this signal, the charge pressure control valve varies the pressure at the
turbocharger wastegate capsule and, therefore, the position of the wastegate ap, i.e. the charge pressure.
The PWM signal limit values are between 0 % corresponding to maximum opened wastegate (minimum
charge pressure) and 100 %, i. e. wastegate closed (maximum charge pressure). In the event of malfunctions,
the EDC detects control deviation and reduces both the injection quantity and the engine speed.

In the 2-stage turbocharging system, the exhaust gas rst ows through a small turbocharger (high-pressure
stage) and then through a larger turbocharger (low-pressure stage). As two turbochargers are available for
the entire speed/load range, the high-pressure turbine can be very small. As a result, the high-pressure
compressor is better able to provide the air required quickly during acceleration. In the event of a higher
exhaust gas mass ow rate, the high-pressure turbine is bypassed. In this way, the acceleration particulate
can be minimised whilst high-pressure turbine overload can be avoided. In dynamic operation, the advantages
of 2-stage charging are clear to see. These primarily include the increase in available air and the improved
response.

Table of connector pin assignment

Pin Line number Function Control unit A435 pin

1 (+) bk Activation + A02
2 (–) wt Activation – A04

Connector pin assignment

1st edition 67
DEVICE DESCRIPTION

Turbocharger proportional valve, 2-stage charging, pulse valve LP (Y493)

The turbocharger proportional valve controls the charge pressure in engines with 2-stage turbocharging.
The turbocharger proportional valve is controlled using a PWM output (pulse width modulated signal) from
the EDC control unit. In line with this signal, the charge pressure control valve varies the pressure at the
turbocharger wastegate capsule and, therefore, the position of the wastegate ap, i.e. the charge pressure.
The PWM signal limit values are between 0 % corresponding to maximum opened wastegate (minimum
charge pressure) and 100 %, i. e. wastegate closed (maximum charge pressure). In the event of malfunctions,
the EDC detects control deviation and reduces both the injection quantity and the engine speed.

In the 2-stage turbocharging system, the exhaust gas rst ows through a small turbocharger (high-pressure
stage) and then through a larger turbocharger (low-pressure stage). As two turbochargers are available for
the entire speed/load range, the high-pressure turbine can be very small. As a result, the high-pressure
compressor is better able to provide the air required quickly during acceleration. In the event of a higher
exhaust gas mass ow rate, the high-pressure turbine is bypassed. In this way, the acceleration particulate
can be minimised whilst high-pressure turbine overload can be avoided. In dynamic operation, the advantages
of 2-stage charging are clear to see. These primarily include the increase in available air and the improved
response.

Table of connector pin assignment

Pin Line number Function Control unit A435 pin

1 (+) bk Activation + B04
2 (–) wt Activation – B13

Connector pin assignment

68 1st edition
 DEVICE DESCRIPTION

Position controlled E-EGR controller (M289)

In the case of position-controlled exhaust gas recirculation, the electrical EGR controller varies the position of
the EGR ap innitely. 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 ap position is monitored by the travel sensor mounted on the positioning cylinder.

Table for connector pin assignment

Pin Line number Function Control unit A435 pin

1 60392 Ground A17
2 rd Ground -
3 bk CAN Low A45
4 bl/bk CAN High A27
5 bl Power Commutation Signal In -
6 - Power Commutation Signal Out -
7 bk CAN Low A45
8 bl/bk CAN High A27

Connector pin assignment

1st edition 69
DEVICE DESCRIPTION

COMPONENT DESCRIPTION / INSTALLATION POSITIONS

EDC7 control unit (A435, A570)

Description
The main task of the EDC control unit is to control the correct injection of fuel and to adapt this control to
the different operating conditions and therefore to control the engine output and emissions. The control unit
(software/hardware) can be used for a maximum of six cylinders. A second control unit is therefore required
for operating an engine with more than six cylinders. The two control units communicate via CAN and operate
in “master/slave” mode.

Installation position

The control unit is mounted on the side of the engine block in in-line engines. This picture shows an installation
example on a D20 engine.

D2868 V8 engine

70 1st edition
 DEVICE DESCRIPTION

In the V engine, the control units are attached in the "V"

1st edition 71
DEVICE DESCRIPTION

High-pressure pump CP3.4

Description
The CP3.4 high-pressure pump is a radial piston pump with 3 cylinders. This pump is used in the case of
D20 and D26 in-line engines as well as D2868 V8 engines.

Installation position

D20/D26 engine

The D20/26 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 tted, the air-conditioning
compressor on the front side of the engine by means of a pulley.

72 1st edition
 DEVICE DESCRIPTION

D2868 V8 engine

The high-pressure pump is located below the air compressor and can only be accessed after the air
compressor has been removed.

1st edition 73
DEVICE DESCRIPTION

Metering unit (MProp) (Y332, Y356)

Description
The metering unit (MProp) is an actuator for controlling the fuel pressure in the high-pressure accumulator
(rail).

Installation position

CP3.4 high-pressure pump

The metering unit is located on the low-pressure side of the high-pressure pump and is screwed into the
high-pressure pump housing.

74 1st edition
 DEVICE DESCRIPTION

High-pressure accumulator (rail)

Description
The name “common rail” is derived from the design and functioning 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 drawn at the right time.

Installation position

D20 in-line engine

D2868 V8 engine

D2868 series engines (V8 engines) have two high-pressure accumulators tted (one for each bank of
cylinders).

1st edition 75
DEVICE DESCRIPTION

Pressure limiting valve

Description
The pressure limiting valve limits the pressure in the rail. If the pressure is too high, it uncovers a discharge
hole. The pressure limiting valve functions as a pressure relief valve.

Installation position

The pressure limiting valve is mounted on the high-pressure accumulator (rail). This gure shows a sample
installation.

Note: As part of further technical development, the pressure limiting valve has been integrated in the
high-pressure accumulator to form an integrated unit with the rail. The PLV has the same function as the
previous part and can be replaced as before.

76 1st edition
 DEVICE DESCRIPTION

Rail pressure sensor (B487, B514)

Description
The rail pressure sensor monitors the fuel pressure in the high-pressure accumulator (rail). Two high-pressure
accumulators (one per cylinder bank) are installed in V engines. Therefore there are also two rail pressure
sensors.

Installation position

The rail pressure sensor is mounted on the high-pressure accumulator (rail). This picture shows an example
tted on the in-line engine.

Rail pressure sensor on D2868

1st edition 77
DEVICE DESCRIPTION

Injector (Y341 - Y350)

Description
The injector is used to inject fuel into the combustion chamber. The EDC 7 control unit species the injection
quantity and the injection point and activates an extremely fast solenoid in the injector. The solenoid opens
the valve and the fuel is injected into the combustion chamber using the pressure in the high-pressure
accumulator.

Installation position

The injectors are located at the same position as the conventional injectors in the cylinder head. This gure
shows a sample installation.

78 1st edition
 DEVICE DESCRIPTION

Crankshaft speed sensor (speed increment sensor) (B488)

Description
The speed increment sensor records the engine crankshaft speed and forwards this information to the control
unit in the form of an induced voltage.

Installation position

The speed increment sensor is mounted on the ywheel housing in the in-line engine.

The speed increment sensor is likewise mounted on the ywheel housing in the D286X.

1st edition 79
DEVICE DESCRIPTION

Camshaft speed sensor (speed segment sensor) (B489)

Description
The speed segment sensor records the engine camshaft speed and forwards this information to the control
unit in the form of an induced voltage.

Installation position

D20/D26 engine

The speed segment sensor is mounted at the cylinder head in the camshaft drive area.

D28 V engine

The speed segment sensor is mounted on the ywheel housing in the D286X

80 1st edition
 DEVICE DESCRIPTION

Oil pressure sensor (B104)

Description
The oil pressure sensor protects the engine. It monitors the oil pressure.

Installation position

The oil pressure sensor is mounted on the oil lter. This picture shows an example tted on the in-line engine.

In the case of the V engine, two oil pressure sensors each are installed to the left and right of the torsional
vibration damper on the oil lters.

1st edition 81
DEVICE DESCRIPTION

Fuel pressure sensor (B377)

Description
The fuel pressure sensor monitors the fuel pressure at the pump feed (low-pressure side).

Installation position

The fuel pressure sensor is mounted on the fuel service centre. This picture shows an installation example
on a D20 engine.

D2868 V8 engine

The fuel pressure sensor is mounted at the fuel transfer point.

82 1st edition
 DEVICE DESCRIPTION

Kavlico charge pressure sensor (B125)

Description
The charge pressure sensor measures the absolute charge pressure.

Installation position

The charge pressure sensor is mounted on the intake manifold. This gure shows a sample installation.

1st edition 83
DEVICE DESCRIPTION

Charge pressure sensor, Bosch LDF 6T (B403, B623)

Description
A temperature sensor is also integrated in the LDF 6T charge pressure sensor. The sensor is used for
measuring the absolute charge pressure and the charge air temperature downstream of the intercooler

Installation position

The charge pressure sensor is mounted on the intake manifold. This picture shows an installation example
on a D20 engine.

The charge pressure sensor is mounted on the intake manifold in the D286X.

84 1st edition
 DEVICE DESCRIPTION

Charge air temperature sensor (B123)

Description
The charge air temperature sensor monitors the exhaust gas recirculation together with the charge air
temperature sensor LDF 6T (B623).

Installation position

D20 engine

The charge air temperature sensor is mounted on the intake manifold.

1st edition 85
DEVICE DESCRIPTION

Coolant temperature sensor (B124)

Description
The coolant temperature sensor provides the control unit with information about the coolant temperature. The
control unit calls up various engine operating maps, depending on the coolant temperature.

Installation position

D20 engine

The coolant temperature sensor is located in the cooling circuit.

86 1st edition
 DEVICE DESCRIPTION

Exhaust gas temperature sensor (B561, B633)

Description
The temperature sensor B561 monitors the exhaust gas temperature upstream of the PM catalytic converter
(EGR system). The temperature sensor B633 monitors the exhaust gas temperature upstream of the catalytic
converter (MAN AdBlue® system). The sensors are identical. Depending on the engine, the straight version
of the temperature sensor B561 may also be tted.

Installation position

The temperature sensor B633 is mounted on the AdBlue® mixer upstream of the catalytic converter.

1st edition 87
DEVICE DESCRIPTION

Exhaust gas temperature sensor (B561, B634)

Description
The temperature sensor B561 monitors the exhaust gas temperature upstream of the PM catalytic converter
(EGR system). The temperature sensor B634 monitors the exhaust gas temperature downstream of the
catalytic converter (MAN AdBlue® system). The sensors are identical. Depending on the engine, the angled
version of the temperature sensor B561 may also be tted.

Installation position

The temperature sensor B634 is mounted in the exhaust silencer tailpipe downstream of the catalytic
converter. This gure shows a sample installation.

Temperature sensor B561 is mounted upstream of the PM catalytic converter. This gure shows a sample
installation.

88 1st edition
 DEVICE DESCRIPTION

NOx sensor (B994)

Description
In engines with MAN AdBlue® system, the NOx sensor measures the nitrogen oxide concentration in the
exhaust gas stream.

Installation position

The sensor is located in the exhaust mufer. The accompanying evaluation electronics are connected to
the sensor by means of a cable and are mounted securely on the frame. This illustration shows a sample
installation on a removed mufer.

1st edition 89
DEVICE DESCRIPTION

Oxygen sensor (B322)

Description
The oxygen sensor measures the difference in oxygen concentration between the ambient air and the exhaust
gas stream in engines with EGR. This gives an indication of the NOx emissions.

Installation position

This gure shows a sample installation.

This gure shows a sample installation.

90 1st edition
 DEVICE DESCRIPTION

Exhaust gas differential pressure sensor (B565)

Description
The exhaust gas differential pressure sensor monitors the differential pressure above the particulate lter
(CRT lter).

Installation position

(1) Exhaust gas differential pressure sensor (2) Measuring point upstream of lter
(B565) (3) Measuring point downstream of lter

This gure shows a sample installation.

1st edition 91
DEVICE DESCRIPTION

Exhaust gas relative pressure sensor (B683)

Description
The exhaust gas relative pressure sensor has the same electrical interface as the exhaust gas differential
pressure sensor. However, it only measures the relative pressure of the exhaust gas, i.e. the pressure
currently existing against atmospheric pressure.

Installation position

This gure shows a sample installation.

92 1st edition
 DEVICE DESCRIPTION

Turbocharger proportional valve, 2-stage charging, pulse valve HP (Y340)

Description
The turbocharger proportional valve is used for controlling the charge pressure at the specied operating
points.

Installation position

This gure shows a sample installation.

1st edition 93
DEVICE DESCRIPTION

Position controlled E-EGR controller (M289)

Description
In the case of position-controlled exhaust gas recirculation, the electrical EGR controller varies the position of
the EGR ap innitely. 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 ap position is monitored by the travel sensor mounted on the positioning cylinder.

Installation position

This gure shows a sample installation.

94 1st edition
 DEVICE DESCRIPTION

DIAGNOSIS

K-line system structure, diagnosis sockets

Most control units testable using MAN-cats® are connected with diagnosis socket X200 pin 3 / 4 via a K-line.
The diagnostic system stimulates a specic control unit via the K-line. The control unit responds and transmits
the faults stored in its fault memory via the K-line in digital code.

"KWP-on-CAN" control units, e. g. TBM or ECAS 2, do not have a K-line. Control units with KWP-on-CAN
diagnosis are stimulated by the FFR/MFR K-line. The FFR/MFR opens a gateway to the control unit in
question via CAN.

(1) Vehicle management computer/engine

management computer
(2) Electronic diesel injection

1st edition 95
DEVICE DESCRIPTION

Diagnosis socket (X200)

MAN-cats® can be used to read out the fault memories of all connected control units via the diagnosis socket.

Table for connector pin assignment

Pin Line number Function

1 red (185) Not used (option HD-OBD-CAN High)
2 black (186) Not used (option HD-OBD-CAN Low)
3 — Not used
4 yellow/black K-line
5 — Not used
6 — Not used
7 — Not used
8 — Not used
9 31000 Ground, terminal 31
10 30009 Voltage supply, terminal 30
11 black Voltage supply, terminal 15
12 59101 Speed signal, alternator, term. W

96 1st edition
 DEVICE DESCRIPTION

Diagnosis socket HD-OBD (X200)

The HD-OBD 16-pin diagnosis socket to ISO 15031-3 replaces the previously used 12-pin MAN diagnosis
socket.

This OBD standardisation will, for the rst time, allow almost all vehicles to have a standardised diagnostic
system for exhaust gas-related components.

Table for connector pin assignment

Pin Line number Function

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

Adapter cable, HD-OBD

There is an adapter cable available for MAN-cats® applications. This cable can be ordered by quoting item
number 07.98901-0002 using the "MAN-cats® II – spare parts" order form. The adapter cable is supplied as
standard with all newly ordered diagnostic systems.

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DEVICE DESCRIPTION

Faults and fault memory

The system runs continuous self-tests. A signal range check is performed for this purpose. During this check,
the system polls all signals to determine that they are present and plausible. Polling is performed based on
a specic time frame (specied by the software). The control unit itself is also checked continuously during
the entire program run time. The rst check always takes place when the ignition is switched on (checksum
test). If faults occur during operation, these faults are saved to the fault memory and a message appears on
the driver's display.

The following processes take place when faults are stored:

– Identication of the fault code (SPN)
– Identication of the fault type (FMI)
– Assignment of the fault priority
– Recording of the fault frequency
– Recording of the boundary conditions (two ambient conditions) at the point when the fault was categorised.
Sporadic faults are recorded by a self-healing counter after they have disappeared for the rst time. This
means the system sets a specic frequency number and this number is decremented by one 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 moved along to any other fault blocks present.

The following actions are initiated automatically depending on the evaluation of a fault which 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.

This message contains the following information:

– Fault detection = SPN (Suspect Parameter Number)
– Ambient condition 1 = SPN1 with accompanying measured value
– Ambient condition 2 = SPN2 with accompanying measured value
– Fault type (cause) = FMI (Failure Mode Identication)
– 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.

PRIO Instrumentation reaction Signicance

1 Central fault lamp ashes red whilst driving and Drivability and/or safety is endangered. Stop
when stationary, stop indication on display immediately
2 Central fault lamp shows steady red light whilst Go to workshop immediately
driving and when stationary
3 Central fault lamp shows steady yellow light Measures required before commencing to drive.
when stationary Driving safety not restricted
4 No display Fault with no effect on road safety
5 Central fault lamp shows steady yellow light Fault does not need to be remedied immediately.
whilst driving and when stationary Have the fault remedied during the next visit to
the workshop

The display only ever shows one fault at a time:

– The fault with the highest priority appears on the display
– If a fault with a lower priority occurs, the message is not displayed for the driver and the current message
remains on the display.

OBD fault memory

The OBD fault memory is designed as an additional module over and above the existing fault memory.

In engines with externally cooled EGR, an additional OBD fault memory is integrated in the EDC7 C32 engine
control unit. In engines with MAN-AdBlue® system, there is an OBD fault memory integrated in the EDC7 C32
engine control unit and an additional OBD fault memory integrated in the DCU15 AdBlue® dosing control unit.

Emissions-related faults are always stored rst in the “normal” fault memory with SPN fault number, date
and time and then, after a delay (debounced over 3 driving cycles), also in the OBD fault memory with the

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 DEVICE DESCRIPTION

standardised 5-digit P Code. The OBD malfunction indicator lamp (MIL) starts to come on as the fault is being
stored in the OBD fault memory.

Once an emissions-related fault is no longer active in the exhaust gas system (not from the NOx verication
measurement), the OBD malfunction indicator lamp (MIL) remains lit for a further 3 driving cycles or 24 hours
of engine operating time before going out. If a fault remains non-active, it is classied as "OK" after 40
warm-up cycles / 100 operating hours and then deleted from the fault memory.

Warm-up cycle: The engine is operated until the coolant temperature has risen by at least 22 °C compared
to the temperature at the time the engine was starter and has reached at least 70 °C.

Fault from the NOx verication measurement

Faults within the framework of the NOx verication measurement and from monitoring of the exhaust gas
CAN are debounced by means of NOx monitoring cycles. Depending on the fault, the OBD fault lamp (MIL)
ashes, a fault is entered in the long-term fault memory and/or the torque is reduced.

As long as there is an entry in the fault memory, the number of engine operating hours during which the OBD
fault lamp (MIL) ashes is measured and added up.

If the control unit detects that a fault within the framework of the NOx verication measurement is no longer
active, the OBD fault lamp (MIL) is deactivated or the cycle counter is reset at the end of the NOx monitoring
cycle (after approx. 15 minutes or when the ignition is switched off). Once a fault is no longer present, the
fault memory entry and the time during which the OBD fault lamp (MIL) was activated are retained for a further
400 days or 9600 operating hours.

Note: In total there are now 3 fault memories (EDC/AdBlue®, HD-OBD and non-erasable long-term fault
memory). The OBD Scantool only deletes fault memory entries (P codes) in the separate OBD fault memory.
Fault memory entries (SPNs) in the "normal" fault memory have to be deleted as usual using MAN-cats® in
the system concerned or under "Diagnosis memory of entire vehicle".

Deleting the OBD fault memory

In the case of the EDC control unit, the MAN fault memory and the OBD fault memory must be deleted
separately after a fault has been remedied. All OBD-relevant information can be checked using a standardised
OBD tester or using the MAN-cats® menu item "Workshop routines" "Exhaust gas-related diagnosis (HD-
OBD)". This menu item can also be used to delete the OBD fault memory. Fault memory entries (SPNs)
in the "normal" fault memory must be deleted as usual using MAN-cats® in the system concerned or under
"Diagnosis memory of entire vehicle".

In the case of the MAN AdBlue® system, the OBD fault memory in the AdBlue® dosing control unit DCU15 is
deleted automatically when the MAN fault memory is deleted.

Torque limiter
Since the D26 series engines with externally cooled EGR have NOx emissions lower than 7 g/kWh if exhaust
gas recirculation fails (in-engine NOx reduction), the legally required torque reduction only takes place in the
event of NOx monitoring system faults, i.e. 50 hours after failure of the oxygen sensor. A corresponding
sensor failure is indicated to the driver immediately after the fault occurs by ashing of the MIL and a fault is
entered in the fault memory. This entry in the fault memory cannot be deleted for 400 days or 9600 operating
hours.

In D20 series engines, the torque is also reduced when the oxygen sensor monitoring detects an insufcient
EGR rate and, therefore, an excessive NOx concentration (SPN 3930). The reduction takes place after
conrmation that a fault has occurred, i.e. when the fault occurs in 3 successive driving cycles. This means
that the SPN number is indicated on the display immediately after the fault rst occurs in the rst driving cycle,
while the MIL does not start ashing and the torque is not reduced until after the third driving cycle.

A driving cycle consists of engine start, engine operation and engine off. For a fault path, a driving cycle is
not reached until this fault path has also been tested.

Withdrawal of torque limiting and resetting of MIL

As the long-term fault memory cannot be deleted, MAN has made it possible to use MAN-cats® to reset the
fault reaction (ashing MIL and torque reduction) using the menu item “EDC7C32 diagnosis selection menu”
“Withdrawal of torque limiting” following the repair of a fault in the EDC7 or in the AdBlue® system (DCU15).
Following the reset, MAN-cats® stores the date, time and ngerprint in the control unit.

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DEVICE DESCRIPTION

Fault indication MAN-cats®

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 fault memory is read out by means
of MAN-cats®. The mileage, the date and the time are recorded by the time clock the rst time a fault
occurs. These data are supplied by the tachograph by means of CAN message. The recorded time is
UTC (Coordinated Universal Time), i.e. not local time! UTC is the current world time and is a substitute for
Greenwich Mean Time (GMT). The time zones are indicated as plus or minus UTC (e.g. UTC+2 is the same
as CEST = Central European Summer Time).

Status displays, FMI (Failure Mode Identication)

FMI 12: Discontinuity or

FMI 0: Fault not specied FMI 6: Short-circuit to +UBat
short-circuit to +Ubat

FMI 1: Too high FMI 13: Discontinuity or

FMI 7: Short-circuit
short-circuit to ground
Memory status

FMI 2: Too low FMI 8: Signal defective

No fault

FMI 3: Implausible FMI 9: Device fault Fault saved

FMI 4: No signal available FMI 10: Discontinuity Sporadic fault

FMI 5: Short-circuit to ground FMI 11: Loose contact Fault active and has been stored

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SPN list, EDC 7 (C32)

SPN SPN-Plain text

Description
94 Fuel supply pressure
Monitoring to check whether fuel supply pressure is in the normal range (blocked lter, excessive
vacuum in the suction line, defective pre-supply pump, air in the system)
System response: problems in the fuel feed line, engine can stop
100 Oil pressure
Monitoring for insufcient oil pressure, loose contact or plausibility of rate of change of the oil
pressure
102 Charge pressure downstream of cooler (in charge-air pipe)
Monitoring for loose contact or plausibility of rate of change of charge pressure. Change compared
to simulated charge pressure at temperature < threshold. Comparison with atmospheric pressure
signal
105 Charge-air temperature upstream of cylinder inlet (downstream of EGR)
Monitoring for loose contact or plausibility of the rate of change of charge-air temperature,
excessive or insufcient temperature
108 Atmospheric pressure
Monitoring for loose contact or plausibility of rate of change of atmospheric pressure
110 Coolant temperature
Monitoring for loose contact or plausibility of the rate of change of coolant temperature, excessive
or insufcient temperature
System response: Torque reduction if temperature is too high
168 Battery voltage acquisition
Monitoring of the voltage limits
171 Ambient air temperature
Monitoring for loose contact or plausibility of the rate of change of ambient air temperature,
excessive or insufcient temperature
173 Exhaust gas temperature upstream of exhaust gas aftertreatment
Monitoring for loose contact or plausibility of the rate of change of exhaust gas temperature,
excessive or insufcient temperature
174 Fuel temperature
Monitoring for loose contact or plausibility of the rate of change of the signal, and excessive or
insufcient fuel temperature
190 Engine speed
Defect in camshaft or crankshaft speed path
609 CAN module 1
CAN module 1 Busoff state
System response: stand-alone mode (=idle)

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DEVICE DESCRIPTION

SPN SPN-Plain text

Description
651 BANK 1 INJECTOR 1 (6-cylinder engine: Cylinder 1; 8-cylinder engine Master: Cylinder 1,
Slave: Cylinder 5; 12-cylinder engine Master: Cylinder 1, Slave: cylinder 12)
Check the current path between the control unit and the injector wiring harness for discontinuity,
short-circuit or other electrical faults
– No signal present (FMI 4) = Cable discontinuity
– Too high (FMI 1) = Short circuit or other electrical fault
System response EDC 7 C32:
The “No signal present” fault is generally assigned to the appropriate current path using SPN. All
other faults are only displayed for a “particular bank”, i.e. all SPNs (651, 653 and 655) for this
bank are displayed in spite of the fact that possibly only one current path is affected
– If there is a cable discontinuity in a current path, only the defective injector is switched off so
there is no injection at this cylinder
Consequence: The run-up test (TRUP) can be performed and displays the affected current path.
– If there is a short circuit in a current path to an injector, all injectors in the affected bank are
switched off so there is no injection at all cylinders of bank 1
Consequence: The run-up test (TRUP) is cancelled with a fault message in inline engines (e. g.
a 6-cylinder inline engine only continues to run on three cylinders, and then only on two cylinders
for TRUP).
652 BANK 2 INJECTOR 1 (6-cylinder engine: Cylinder 5; 8-cylinder engine Master: Cylinder 2,
Slave: Cylinder 7; 12-cylinder engine Master: Cylinder 2, Slave: Cylinder 11)
Check the current path between the control unit and the injector wiring harness for discontinuity,
short-circuit or other electrical faults
– No signal present (FMI 4) = Cable discontinuity
– Too high (FMI 1) = Short circuit or other electrical fault
System response EDC 7 C32:
The “No signal present” fault is generally assigned to the appropriate current path using SPN. All
other faults are only displayed for a “particular bank”, i.e. all SPNs (652, 654 and 656) for this
bank are displayed in spite of the fact that possibly only one current path is affected
– If there is a cable discontinuity in a current path, only the defective injector is switched off so
there is no injection at this cylinder
Consequence: The run-up test (TRUP) can be performed and displays the affected current path.
– If there is a short circuit in a current path to an injector, all injectors in the affected bank are
switched off so there is no injection at all cylinders of bank 2
Consequence: The run-up test (TRUP) is cancelled with a fault message in inline engines (e. g.
a 6-cylinder inline engine only continues to run on three cylinders, and then only on two cylinders
for TRUP).
653 BANK 1 INJECTOR 2 (6-cylinder engine: Cylinder 3; 8-cylinder engine Master: Cylinder 3,
Slave: Cylinder 6; 12-cylinder engine Master: Cylinder 3, Slave: Cylinder 10)
Check the current path between the control unit and the injector wiring harness for discontinuity,
short-circuit or other electrical faults
– No signal present (FMI 4) = Cable discontinuity
– Too high (FMI 1) = Short circuit or other electrical fault
System response EDC 7 C32:
The “No signal present” fault is generally assigned to the appropriate current path using SPN. All
other faults are only displayed for a “particular bank”, i.e. all SPNs (651, 653 and 655) for this
bank are displayed in spite of the fact that possibly only one current path is affected
– If there is a cable discontinuity in a current path, only the defective injector is switched off so
there is no injection at this cylinder
Consequence: The run-up test (TRUP) can be performed and displays the affected current path.
– If there is a short circuit in a current path to an injector, all injectors in the affected bank are
switched off so there is no injection at all cylinders of bank 1
Consequence: The run-up test (TRUP) is cancelled with a fault message in inline engines (e. g.
a 6-cylinder inline engine only continues to run on three cylinders, and then only on two cylinders
for TRUP).

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SPN SPN-Plain text

Description
654 BANK 2 INJECTOR 2 (6-cylinder engine: Cylinder 6; 8-cylinder engine Master: Cylinder 4,
Slave: Cylinder 8; 12-cylinder engine Master: Cylinder 6, Slave: Cylinder 7)
Check the current path between the control unit and the injector wiring harness for discontinuity,
short-circuit or other electrical faults
– No signal present (FMI 4) = Cable discontinuity
– Too high (FMI 1) = Short circuit or other electrical fault
System response EDC 7 C32:
The “No signal present” fault is generally assigned to the appropriate current path using SPN. All
other faults are only displayed for a “particular bank”, i.e. all SPNs (652, 654 and 656) for this
bank are displayed in spite of the fact that possibly only one current path is affected
– If there is a cable discontinuity in a current path, only the defective injector is switched off so
there is no injection at this cylinder
Consequence: The run-up test (TRUP) can be performed and displays the affected current path.
– If there is a short circuit in a current path to an injector, all injectors in the affected bank are
switched off so there is no injection at all cylinders of bank 2
Consequence: The run-up test (TRUP) is cancelled with a fault message in inline engines (e. g.
a 6-cylinder inline engine only continues to run on three cylinders, and then only on two cylinders
for TRUP).
655 BANK 1 INJECTOR 3 (6-cylinder engine: Cylinder 2; 12-cylinder engine Master: Cylinder
5, Slave: Cylinder 8)
Check the current path between the control unit and the injector wiring harness for discontinuity,
short-circuit or other electrical faults
– No signal present (FMI 4) = Cable discontinuity
– Too high (FMI 1) = Short circuit or other electrical fault
System response EDC 7 C32:
The “No signal present” fault is generally assigned to the appropriate current path using SPN. All
other faults are only displayed for a “particular bank”, i.e. all SPNs (651, 653 and 655) for this
bank are displayed in spite of the fact that possibly only one current path is affected
– If there is a cable discontinuity in a current path, only the defective injector is switched off so
there is no injection at this cylinder
Consequence: The run-up test (TRUP) can be performed and displays the affected current path.
– If there is a short circuit in a current path to an injector, all injectors in the affected bank are
switched off so there is no injection at all cylinders of bank 1
Consequence: The run-up test (TRUP) is cancelled with a fault message in inline engines (e. g.
a 6-cylinder inline engine only continues to run on three cylinders, and then only on two cylinders
for TRUP).
656 BANK 2 INJECTOR 3 (6-cylinder engine: Cylinder 4; 12-cylinder engine Master: Cylinder
4, Slave: Cylinder 9)
Check the current path between the control unit and the injector wiring harness for discontinuity,
short-circuit or other electrical faults
– No signal present (FMI 4) = Cable discontinuity
– Too high (FMI 1) = Short circuit or other electrical fault
System response EDC 7 C32:
The “No signal present” fault is generally assigned to the appropriate current path using SPN. All
other faults are only displayed for a “particular bank”, i.e. all SPNs (652, 654 and 656) for this
bank are displayed in spite of the fact that possibly only one current path is affected
– If there is a cable discontinuity in a current path, only the defective injector is switched off so
there is no injection at this cylinder
Consequence: The run-up test (TRUP) can be performed and displays the affected current path.
– If there is a short circuit in a current path to an injector, all injectors in the affected bank are
switched off so there is no injection at all cylinders of bank 2
Consequence: The run-up test (TRUP) is cancelled with a fault message in inline engines (e. g.
a 6-cylinder inline engine only continues to run on three cylinders, and then only on two cylinders
for TRUP).

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DEVICE DESCRIPTION

SPN SPN-Plain text

Description
1079 Supply for rail pressure sensor
Checking for short-circuit to ground or +Ubat and discontinuity
System response: sensor may supply no values or incorrect values. Pressure limiting valve
opens, engine keeps running with 800 bar rail pressure. Limiting: D20: 150 mg/stroke, D26 and
D28: 180 mg/stroke
1080 Supply for fuel low pressure, charge pressure, oil pressure and exhaust gas relative
pressure sensor
Checking for short-circuit to ground or +Ubat and discontinuity
System response: sensor may supply no values or incorrect values
1131 Charge air temperature downstream of cooler (in charge air pipe)
Monitoring for loose contact or plausibility of the rate of change of charge air temperature;
excessive or insufcient temperature
3004 EGR: steady-state deviation
Desired position of ap acc. to duty factor does not match actual position acc. to dry-reed contact
3007 DM4 request invalid
Invalid FFR/MFR request to send a DM4 message (fault memory)
System response: fault memory cannot be read out
3009 Engine overrevving
Check to determine whether limit speed has been exceeded
System response: Injection is blocked until revs are lower than the specied engine speed
threshold. D20 and D26 limit: 2800 rpm
3014 Main relay (inside control unit)
Fault if the control unit is still energised after a certain time following deactivation of terminal 15
System response: none. If the main relay is blocked, the battery may discharge over a period
of time
3046 Atmospheric pressure sensor
Monitoring for voltage limits and AP blocking
System response: If charge pressure sensor is defective: Default value 1000 mbar, otherwise
the same as the charge pressure at idling
3063 Run-on not complete
The last two run-on operations were not completed correctly
3064 Stand alone mode, EDC
Defective Stand-alone mode request
System response: stand-alone mode (=idle)
3069 Redundant speed monitoring
The separate calculation of the revs deviates excessively from the actual engine revs
System response: A recovery (control unit reset) is performed
3076 Immobiliser enable: No quantity due to invalid FFR/MFR ID
EDC control unit receives incorrect ID number from the FFR/MFR
System response: Starter engages, EDC does not release quantity, engine does not start
3077 Immobiliser enable: No quantity due to timeout when sending the FFR/MFR ID
The FFR/MFR sends the FFR/MFR ID uninterruptedly to the EDC control unit for a dened time
with the status “Not yet ready”, i. e. the EDC control unit does not detect a FFR/MFR ID number
within a dened time period
System response: Starter engages, EDC does not release quantity, engine does not start

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SPN SPN-Plain text

Description
3082 Plausibility, oil pressure sensor
At standstill sensor indicates oil pressure > 500 mbar or, when the engine is running, the same
oil pressure at different engine speeds
3083 Plausibility of rail pressure sensor
Monitoring to check whether rail pressure falls to atmospheric pressure level when engine is
stationary
3087 Oil pressure sensor
Monitoring of the voltage limits (supply voltage and sensor voltage) and AP blocking
System response: Output, default value: 1 bar
3088 Charge pressure sensor downstream of cooler (in charge air pipe)
Monitoring of the voltage limits (supply voltage and sensor voltage) and AP blocking
System response: Output of a simulated charge pressure as default value
3089 Charge air temperature sensor upstream of cylinder inlet (downstream of EGR)
Monitoring of the voltage limits (supply voltage and sensor voltage) and AP blocking
3091 Coolant temperature sensor
Monitoring of the voltage limits (sensor voltage) and AP blocking
System response: Output default value, torque reduction 10%
3097 Fuel temperature sensor
Monitoring of the voltage limits (supply voltage and sensor voltage) and AP blocking
System response: Output, default value: 20°C
3099 Rail pressure sensor
Monitoring of the voltage limits (supply voltage and sensor voltage) and AP blocking
System response: Output, default value: 800 bar, pressure limiting valve opens, engine keeps
running with 800 bar rail pressure. Limiting: D20: 130-150 mg/stroke, D26: 180 mg/stroke
3100 Fuel low-pressure sensor (supply pressure)
Monitoring of the voltage limits (sensor voltage) and AP blocking
3671 Error when reading in EEPROM
EEPROM checksum check defective because EEPROM is defective or saving was interrupted
during last run-on
3673 CAN module 2 (OBD-CAN)
CAN module 2 Busoff state
Note: In the case of EDC7 C32 Master/Slave, OBD-CAN is on pin B25 (line 185) and pin B32
(line 186) of the Slave control unit and A-CAN (exhaust gas aftertreatment CAN) on pin B25 (line
191) and pin B32 (line 192) of the Master control unit
System response: No communication with OBD socket
3673 CAN module 2 (Master/Slave CAN)
CAN module 2 Busoff state
System response: Slave control unit blocks injection quantity, engine keeps running with one
bank of cylinders (output halved)
Note: In the case of EDC7 C32 Master/Slave, M/S-CAN (connection between Master control unit
and Slave control unit) is on pin A27 and Pin A45. In the case of EDC7 C32 in-line engine with
MAN AdBlue® system, the A-CAN (exhaust gas aftertreatment CAN) is on pin A27 (line 191) and
pin A45 (line 192).
3676 Defective redundant shut-off device (run-on test)
Checking of output stage shut-off to the injectors in run-on
System reaction: Engine stops

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DEVICE DESCRIPTION

SPN SPN-Plain text

Description
3678 Booster voltage capacitor bank 1
Monitoring of booster voltage for voltage limits, short circuit and plausibility
3679 Booster voltage capacitor bank 2
Monitoring of booster voltage for voltage limits, short circuit and plausibility
3687 Pressure limiting valve does not open
Monitoring to check whether pressure limiting valve opens
System response: Engine stops
3732 Defect classication for initialisation (overvoltage test)
Test device for overvoltage test not OK
3735 Internal temperature EDC control unit
Monitoring of voltage limits and AP blocking
System response: Output, default value: 60 °C
3736 Output stage shut-off by EDC hardware
Fault in watchdog communication or overvoltage
System response: Engine stops
3737 Initialisation in case of Master/Slave mode
Monitoring of Master/Slave when ignition ON
System response: None, engine runs as usual
3738 Rotational irregularity too great: 4-cylinder engine: cyl. 1; 6-cylinder engine: cyl. 1;
8-cylinder engine: master cyl. 1, slave cyl. 5; 10-cylinder engine: master cyl. 1, slave cyl.
6; 12-cylinder engine: master cyl. 1, slave cyl. 12
Injection quantity deviation at cylinder in question
3739 Rotational irregularity too great: 4-cylinder engine: cyl. 3; 6-cylinder engine: cyl. 5;
8-cylinder engine: master cyl. 2, slave cyl. 7; 10-cylinder engine: master cyl. 5, slave cyl.
10; 12-cylinder engine: master cyl. 2, slave cyl. 11
Injection quantity deviation at cylinder in question
3740 Rotational irregularity too great: 4-cylinder engine: cyl. 4; 6-cylinder engine: cyl. 3;
8-cylinder engine: master cyl. 3, slave cyl. 6; 10-cylinder engine: master cyl. 2, slave cyl.
7; 12-cylinder engine: master cyl. 3, slave cyl. 10
Injection quantity deviation at cylinder in question
3741 Rotational irregularity too great: 4-cylinder engine: cyl. 2; 6-cylinder engine: cyl. 6;
8-cylinder engine: master cyl. 4, slave cyl. 8; 10-cylinder engine: master cyl. 3, slave cyl.
8; 12-cylinder engine: master cyl. 6, slave cyl. 7
Injection quantity deviation at cylinder in question
3742 Rotational irregularity too great: 6-cylinder engine: cyl. 2; 10-cylinder engine: master cyl.
4, slave cyl. 9; 12-cylinder engine: master cyl. 5, slave cyl. 8
Injection quantity deviation at cylinder in question
3743 Rotational irregularity too great: 6-cylinder engine: cyl. 4; 12-cylinder engine: master cyl.
4, slave cyl. 9
Injection quantity deviation at cylinder in question
3744 Highside, output stage, exhaust gas recirculation throttle valve
Monitoring of the output stage for short-circuit to ground or +Ubat and discontinuity
3746 Highside, output stage, exhaust gas recirculation
Monitoring of the output stage for short-circuit to ground or +Ubat and discontinuity

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SPN SPN-Plain text

Description
3748 Highside, output stage, metering unit, high-pressure pump
Monitoring of the output stage for short-circuit to ground or +Ubat, discontinuity
System response: Shut-off of output stage (reversible), pressure limiting valve opens, engine
keeps running at 800 bar rail pressure. Limiting: D20: 150 mg/stroke, D26: 180 mg/stroke
3751 Highside, output stage, starter relay
Monitoring of the output stage for short-circuit to ground or +Ubat, discontinuity
3752 Camshaft speed sensor (segment sensor)
No signal or incorrect pulse sequence, sensor reverse polarity
System response: Engine keeps running with increment sensor. Longer start time required
before ignition TDC is determined by control unit
3753 Crankshaft speed sensor (increment sensor)
No signal or incorrect pulse sequence, sensor reverse polarity
System response: Engine keeps running with segment sensor
3754 Watchdog fault, system start
Watchdog test failed
System response: Engine does not start / stopped
3756 Supply voltage, EGR feedback
Checking for short-circuit to ground or +Ubat and discontinuity
System response/remarks: Sensor supplies no values or incorrect values
3771 Master/Slave, CAN error in partner control unit
Master or slave fault during receive, FFR CAN
System response: Partner control unit sends messages via Master/Slave CAN
3772 Monitoring, terminal 15, Master/Slave
Checking whether master and slave detect ignition “ON”
3773 Operating mode change error, Master/Slave
Checking of operating mode between master and slave
3775 Rail pressure monitoring
Monitoring for excessive (1) or insufcient (2) rail pressure
System response: Re 1: Pressure limiting valve forced open. Re 2: Engine stops due to missing
rail pressure. Limiting: D20: 130-150 mg/stroke, D26: 180 mg/stroke
3776 Positive system deviation
Insufcient rail pressure cannot be corrected
System response: Problems with fuel supply control, engine can stop. Limiting: D20: 150
mg/stroke, D26: 180 mg/stroke
3777 Negative system deviation
Excessive rail pressure cannot be corrected
System response: Problems with fuel return line, pressure limiting valve can open
3778 Rail pressure: Leakage under overrun/trailing throttle conditions
Monitoring for leakage in the high-pressure hydraulic system under overrun/trailing throttle
conditions
System response: Problems with fuel return line, pressure limiting valve can open. Limiting:
D20: 130-150 mg/stroke, D26: 180 mg/stroke
3779 Rail pressure: Leakage due to quantity compensation
Monitoring for leakage in high-pressure hydraulic system
System response: High-pressure side leaking, engine stops, lack of power, risk of re. Limiting:
D20: 130-150 mg/stroke, D26: 180 mg/stroke

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Description
3780 Rail pressure: High controller output idling
Monitoring for rail pressure controller idling
System response: Engine can stop due to insufcient rail pressure
3781 Pressure limiting valve open (pressure too high)
Monitoring for open pressure limiting valve
System response: Rail pressure 700 – 800 bar. Limiting: D20: 150 mg/stroke, D26: 180 mg
/stroke
3782 Fuel supply pressure, dynamic
Monitoring for uctuating supply pressure
System response: Possibly air in the system
3785 Monitoring of particulate lter/PM catalytic converter
Exhaust gas differential pressure too high or too low
System response/description: Too high: Have lter cleaned. Too low: Particulate lter/PM
catalytic converter not tted or burned
3786 Particulate lter temperature limits
Filter temperature during forced regeneration too high or too low
System response: Too high: Power reduction. Too low: None
3787 No particulate lter regeneration
Forced generation not successful
System response: e.g. lter contaminated with oil that cannot be regenerated
3789 Exhaust gas differential pressure sensor or exhaust gas relative pressure sensor
Monitoring for voltage limits and AP blocking
System response: Specication of a default value
3790 Exhaust gas differential pressure or exhaust gas relative pressure plausibility
The sensor is defective if, when the speed = 0, the exhaust gas pressure is above the dened
threshold or, in the case of two speeds, the pressure differential is below the dened threshold.
3792 Exhaust temperature sensor upstream of exhaust gas aftertreatment
Monitoring for voltage limits and AP blocking
System response: Specication of a default value
3793 Exhaust temperature sensor downstream of exhaust gas aftertreatment, physical
Monitoring for loose contact or plausibility of the rate of change of this temperature, excessive or
insufcient temperature
3795 Exhaust gas recirculation throttle valve
Desired position and actual position of the ap do not match
3802 Highside output stage stop valve compressed air (compressed-air shut-off valve)
Monitoring of the output stage for short-circuit to ground or +Ubat, line discontinuity
3804 Timeout fault, CAN1 (FFR/MFR/EDC-CAN)
Receipt of one of the FFR/MFR1, FFR/MFR2, FFR/MFR3 or Time/Date messages from the FFR
/MFR not possible
System response: FFR/MFR requests not implemented
3807 Fault, FFR/MFR1 (FFR/MFR/EDC-CAN)
FFR/MFR sends invalid value in FFR/MFR1
3808 Fault, FFR/MFR2 (FFR/MFR/EDC-CAN)
FFR/MFR sends invalid value in FFR/MFR2

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Description
3809 Fault, FFR/MFR3 (FFR/MFR/EDC-CAN)
FFR/MFR sends invalid value in FFR/MFR3
3810 Fault, Time/Date (FFR/MFR/EDC-CAN)
FFR/MFR sends invalid numerical value
System response: Time not available
3811 Exhaust gas temperature plausibility upstream of exhaust gas aftertreatment
Monitoring for sensor drift when ignition on, i. e. whether exhaust gas temperature has dropped
to ambient temperature with the engine stopped. Monitoring in operation for whether the sensor
is installed, i. e. the temperature is too high at low load and too low at high load
3812 Exhaust gas temperature plausibility downstream of exhaust gas aftertreatment
Monitoring for sensor drift when ignition on, i. e. whether exhaust gas temperature has dropped
to ambient temperature with the engine stopped. Monitoring in operation for whether the sensor
is installed, i. e. the temperature is too high at low load and too low at high load
3813 Starter monitoring (starter protection)
Monitoring of starting duration
System reaction: The warming of the starter is evaluated in the control unit, depending on the
starter actuation time. If the starter is actuated for longer than 30 seconds without interruption
and the engine does not start, the fault message SPN 3813 appears on the display. This fault
message remains active until it can be assumed that the starter has cooled down enough. The
message is active for 10 minutes per 30-second actuation. This fault has no other effects and the
fault message disappears automatically after the specied time has elapsed.
3814 Recording of control unit switch-off duration
Calculation and monitoring of the switch-on and switch-off point and the switch-off duration of the
control unit. Unable to determine switch-off duration
System reaction: This fault occurs when a new start attempt takes place in the run-on time
during the engine stopping phase. This fault has no other effects and was changed with the
introduction of software V27
3819 CAN module 3 (exhaust gas aftertreatment CAN)
CAN module 3 Busoff state
Note: In the case of EDC7 C32 in-line engine with MAN AdBlue® system, the A-CAN (exhaust
gas aftertreatment CAN) is on pin A27 (line 191) and pin 45 (line 192). In the case of EDC7 C32
Master/Slave, M/S-CAN (connection between Master control unit and Slave control unit) is on pin
A27 and Pin 45.
3819 CAN module 3 (exhaust gas aftertreatment CAN Master/Slave)
CAN module 3 Busoff state
Note: In the case of EDC7 C32 Master/Slave with MAN AdBlue® system, A-CAN (exhaust gas
aftertreatment CAN) is on pin 25 (line 191) and pin 32 (line 192) of the Master control unit and
the OBD-CAN on pin 25 (line 185) and pin 32 (line 186) of the Slave control unit
3820 Byte monitoring, CAN 1 (oil and ambient air temperature)
Monitoring of CAN 1 (oil and ambient air temperature) for bit error. At least one of these CAN
messages is not plausible
3821 Byte monitoring CAN 3 (exhaust gas aftertreatment CAN)
Monitoring of CAN 3 (exhaust gas temperature, AdBlue® level and AdBlue® temperature) for bit
errors. At least one of these CAN messages is not plausible
Note: In the case of EDC7 C32 in-line engine with MAN AdBlue® system, the A-CAN (exhaust
gas aftertreatment CAN) is on pin A27 (line 191) and pin 45 (line 192). In the case of EDC7 C32
Master/Slave, M/S-CAN (connection between Master control unit and Slave control unit) is on pin
A27 and Pin 45.

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Description
3821 Byte monitoring CAN 3 (exhaust gas aftertreatment CAN Master/Slave)
Monitoring of CAN 3 (exhaust gas temperature, AdBlue® level and AdBlue® temperature) for bit
errors. At least one of these CAN messages is not plausible
Note: In the case of EDC7 C32 Master/Slave with MAN AdBlue® system, A-CAN (exhaust gas
aftertreatment CAN) is on pin 25 (line 191) and pin 32 (line 192) of the Master control unit and
the OBD-CAN on pin 25 (line 185) and pin 32 (line 186) of the Slave control unit
3822 Timeout error, CAN 3 (exhaust gas aftertreatment CAN)
Monitoring of CAN 3 for timeout errors. No reception of one of the following messages possible:
IEC, ATI, DM1-DCU, TSC1-DCU
Note: In the case of EDC7 C32 in-line engine with MAN AdBlue® system, the A-CAN (exhaust
gas aftertreatment CAN) is on pin A27 (line 191) and pin 45 (line 192). In the case of EDC7 C32
Master/Slave, M/S-CAN (connection between Master control unit and Slave control unit) is on pin
A27 and Pin 45.
3822 Timeout error CAN 3 (exhaust gas aftertreatment CAN Master/Slave)
Monitoring of CAN 3 for timeout errors. No reception of one of the following messages possible:
IEC, ATI, DM1-DCU, TSC1-DCU
Note: In the case of EDC7 C32 Master/Slave with MAN AdBlue® system, A-CAN (exhaust gas
aftertreatment CAN) is on pin 25 (line 191) and pin 32 (line 192) of the Master control unit and
the OBD-CAN on pin 25 (line 185) and pin 32 (line 186) of the Slave control unit
3823 Misring at several cylinders

3830 Misring status, 6-cylinder engine: Cylinder 1

3831 Misring status, 6-cylinder engine: Cylinder 5

3832 Misring status, 6-cylinder engine: Cylinder 3

3833 Misring status, 6-cylinder engine: Cylinder 6

3834 Misring status, 6-cylinder engine: Cylinder 2

3835 Misring status, 6-cylinder engine: Cylinder 4

3836 Acquisition, lambda value, physical

Monitoring for loose contact or plausibility of rate of change of the signal
3837 Acquisition of lambda value
Monitoring for voltage limits and AP blocking
3838 Internal resistance, oxygen sensor, physical
Monitoring for loose contact or plausibility of rate of change of the internal resistance
3839 Oxygen sensor internal resistance
Monitoring for voltage limits and AP blocking
3842 Coolant pressure plausibility check

3843 Coolant temperature plausibility check

Monitoring for sensor drift when ignition on, i. e. whether exhaust gas temperature has dropped
to ambient temperature with the engine stopped. Monitoring in operation for whether the sensor
is installed, i. e. the temperature is too high at low load and too low at high load

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Description
3844 Verication, charge-air temperature upstream of cylinder inlet (downstream of EGR)
Monitoring for sensor drift with the ignition on, i. e. whether the temperature upstream of cylinder
inlet has dropped to the coolant temperature with the engine stopped. Monitoring during operation
for whether the sensor is tted (temperature is not allowed to deviate excessively from the charge
air temperature upstream of engine)
3845 Plausibility check, ambient air temperature
Monitoring for sensor drift with the ignition on, i. e. whether the ambient air temperature has
dropped to the coolant temperature with the engine stopped. Monitoring during operation for
whether the sensor is tted (temperature is not allowed to deviate excessively from the charge
air temperature upstream of engine)
3846 Control unit conguration
Monitoring of master/slave control unit conguration
3847 Charge air temperature sensor downstream of cooler (in charge air pipe)
Monitoring for voltage limits and AP blocking
3849 SCR catalytic converter not installed
Monitoring during operation for whether the sensor is tted in the exhaust (not tted if excessively
low temperature is measured under high load).
3850 Position deviation, closed EGR
Zero point adaptation invalid
3851 Position sensor, EGR ap
Monitoring for voltage limits and AP blocking
3852 Plausibility check of EGR by temperature
Charge-air temperature upstream of cylinder inlet deviates too much from the temperature
downstream of the cooler
3853 Steady-state deviation position controlled EGR
The system deviation amount is too large
3854 EDC internal temperature sensor 2
Monitoring for voltage limits and AP blocking
3855 Oxygen sensor lines
Monitoring for short-circuit to ground or +Ubat and discontinuity
3856 Oxygen sensor calibration
Monitoring for excessive or insufcient oxygen sensor correction value
3857 Oxygen sensor SPI communication
Monitoring for control unit faults. Fault in evaluation module-main computer communication.
The oxygen sensor evaluation module communicates with the main computer via SPI (Serial
Peripheral Interface). The module controls the reading-out and setting of the oxygen sensor
evaluation module's internal index following a request by the software
3858 Oxygen sensor temperature
Monitoring for excessive (> 800 °C) or insufcient (< 600 °C) oxygen sensor temperature
3859 Oxygen sensor temperature calibration
Monitoring for excessive or insufcient temperature correction value

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Description
3863 Trailing throttle monitoring
The injector stage activation duration is too great in trailing-throttle condition.
The purpose of trailing throttle monitoring is to check the plausibility of the current activation
duration for the injector output stages under certain operation conditions according to the
maximum permitted activation duration for the current revs
System response: In the event of a fault, it is assumed that a control unit is not operating
correctly and a recovery is triggered (control unit reset)
3864 Monitoring of P1 injection
Battery voltage too low for performing pre-injection
System response: First pre-injection P1 is suppressed
3865 Monitoring of P2 injection
Battery voltage too low for performing a second pre-injection
System response: Second pre-injection P2 is suppressed
3866 Monitoring of M1 injection
Battery voltage too low for performing a second main injection
System response: Second main injection M2 is suppressed
3867 Monitoring of P0 injection
Battery voltage too low for performing post-injection
System response: Post-injection P0 is suppressed
3868 Charge air temperature downstream of intercooler plausibility
Monitoring for sensor drift with the ignition on, i. e. whether the charge air temperature has
dropped to the coolant temperature with the engine stopped. Monitoring during operation
for whether the sensor is tted (two different charge pressures must produce two different
temperatures)
3869 Oil temperature plausibility
Monitoring for sensor drift with the ignition on, i. e. whether the oil temperature has dropped to
the coolant temperature when the engine is stopped.
3870 Fuel temperature plausibility
Monitoring for sensor drift with the ignition on, i. e. whether the fuel temperature has dropped to
the coolant temperature when the engine is stopped.
3871 Plausibility check of the EDC control unit internal temperature
Monitoring for sensor drift with the ignition on, i. e. whether the “EDC internal temperature” has
dropped to the coolant temperature with the engine stopped
3872 Plausibility check of the EDC control unit internal temperature 2 (cooling bracket
temperature)
Monitoring for sensor drift with the ignition on, i. e. whether the “EDC internal temperature 2” has
dropped to coolant temperature with the engine stopped
3873 Recovery monitoring
The EDC control unit was in an undened condition. A reset was performed
3880 12V output stage for LIN-Bus

3919 Fault status, NOx sensor heating

Monitoring for short-circuit, discontinuity and plausibility
3920 Fault status, NOx concentration
Monitoring for short-circuit, discontinuity and plausibility

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Description
3921 Fault status, O2 concentration
Monitoring for short-circuit, discontinuity and plausibility
3923 Coolant temperature 2
Monitoring for loose contact or plausibility of this temperature, excessive or insufcient
temperature
3925 Coolant temperature sensor 2
Monitoring of voltage limits and AP blocking
3926 Gradient monitoring RPS (rail pressure sensor)
Monitoring for loose contact of signal from rail pressure sensor
3927 Oxygen sensor not installed in exhaust pipe
The measured lambda value is too low
3929 Monitoring of exhaust gas recirculation with lambda (MIL fault)
MIL request without blocking of EGR; MIL request with blocked EGR; MIL request directly from
blocked EGR; MIL request directly from defective EGR.
The lambda value is checked to diagnose the NOx monitoring system. Depending on limit values
and the EGR status, it is decided whether the MIL lamp should be activated or the output should
be reduced.
System reaction: MIL request if lambda limit value is exceeded
3930 Monitoring of EGR with lambda (PR = power reduction fault)
PR request without blocking of EGR; PR request with blocked EGR; PR request directly from
blocked EGR; PR request directly from defective EGR.
The lambda value is checked to diagnose the NOx monitoring system. Depending on limit values
and the EGR status, it is decided whether the MIL lamp should be activated or the output should
be reduced (PR = power reduction = engine output reduction). If oxygen sensor monitoring
reveals that the EGR rate is too low and, therefore, that the NOx concentration is too high, the
torque is reduced (PR request)
System reaction: Engine output reduction request if lambda limit value is exceeded
3931 Output stage PWM19
Monitoring of the output stage for short-circuit to ground or +Ubat, line discontinuity
3932 Output stage PWM30
Monitoring of the output stage for short-circuit to ground or +Ubat, line discontinuity
3936 Charge pressure too high
The maximum permitted charge pressure, depending on the rpm and valve position, is exceeded
3938 Oxygen sensor not adaptable
Monitoring for excessive or insufcient correction factor.
The “oxygen sensor adaptation” function is used for increasing the accuracy of the measured
oxygen concentration / the lambda value calculated on this basis, i. e., in order to obtain the
accuracy of NOx monitoring required by law, without risking misdiagnosis when exhaust gas
recirculation is intact, the oxygen sensor acquisition is calibrated based on the oxygen content
in the ambient air with the engine in trailing-throttle condition. This means the sensor tolerances
and a sensor drift are compensated for by the control unit acquisition software
3942 Charge pressure downstream of low-pressure intercooler
Monitoring for loose contact or plausibility of rate of change of this charge pressure
3943 Charge pressure sensor downstream of low-pressure intercooler
Monitoring of the voltage limits, AP blocking and plausibility

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Description
3944 Charge air temperature downstream of low-pressure intercooler
Monitoring for loose contact or plausibility of the rate of change of this temperature, excessive or
insufcient temperature
3945 Charge air temperature sensor downstream of low-pressure intercooler
Monitoring of the voltage limits, AP blocking and plausibility
3946 High-pressure intercooler

3947 Low-pressure intercooler

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Test step list EDC7 C32 (6-cylinder engine)

Service company: Tested by:

Customer: First registered:
Vehicle type: Chassis no.:
Engine model: Engine no.:
CR high-pressure pump: Control unit no.:
Mileage: Date:

Use MAN-cats® to download the fault memory extract from the FFR/MFR and the EDC control unit relating
to the lled in test step list.

1. Checks with the engine stopped (ignition OFF, EDC control unit not connected)
– Engine temperature ≈ 20 °C
– Control unit not connected (!!!), wiring 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 Desired Actual value

value
Speed increment sensor (crankshaft) A73 A55 0.75 - 1.1 kΩ ........... kΩ
Earthing A55 A03 >10 MΩ .......... MΩ
Speed segment sensor (camshaft) A72 A54 0.75 - 1.1 kΩ .......... kΩ
Earthing A54 A03 >10 MΩ .......... MΩ
Metering unit (MProp) A08 A10 2.5 - 4.5 Ω .......... Ω
Earthing A10 A03 >10 MΩ .......... MΩ
Exhaust gas temperature sensor 1 upstream of B33 B26 200 - 700 Ω .......... Ω
lter B26 A03 >10 MΩ ........... MΩ
Earthing
Oxygen sensor * B08 B05 2-4Ω .......... Ω
B24 B31 30 - 300 Ω .......... Ω
B05 A03 >10 MΩ .......... MΩ
B23 A03 >10 MΩ .......... MΩ
B05 B23 >1 MΩ .......... MΩ
Charge air temperature sensor ground A57 A03 >10 MΩ .......... MΩ
(upstream of cylinder inlet)
Water temperature sensor ground A58 A03 >10 MΩ .......... MΩ
Boost pressure sensor ground A62 A03 >10 MΩ .......... MΩ
Oil pressure sensor ground A38 A03 >10 MΩ .......... MΩ
Fuel pressure sensor ground A37 A03 >10 MΩ .......... MΩ
Rail pressure sensor ground A61 A03 >10 MΩ .......... MΩ
Exhaust gas relative pressure sensor ground A59 A03 >10 MΩ .......... MΩ
Ground checkback signal controlled EGR (E-EGR) A39 A03 >10 MΩ .......... MΩ
EGR activation (prop. valve E-EGR) A17 A11 25 - 110 Ω .......... Ω
CAN connection to FFR/MFR B22 B21 115 - 125 Ω .......... Ω
CAN connection to OBD socket B25 B32 115 - 125 Ω .......... Ω
Compressed air shut-off valve B06 B02 25 - 260 Ω .......... Ω
(only if connected to EDC control unit)
Engine air ow sensor ap B12 B19 40 - 110 Ω .......... Ω
(only if CRT lter is tted)

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Description PIN PIN Desired Actual value

value
Proportional valve, turbocharger * A02 A04 80 - 100 Ω .......... Ω
IMR relay (starter activation) A16 A19 15 - 30 Ω .......... Ω

Description 6-cylinder PIN PIN Desired Actual value

value
Injectors Cylinder 5 C01 C16 <2 Ω .......... Ω
Cylinder 6 C02 C15 <2 Ω .......... Ω
Cylinder 4 C03 C14 <2 Ω .......... Ω
Cylinder 1 C04 C13 <2 Ω .......... Ω
Cylinder 3 C05 C12 <2 Ω .......... Ω
Cylinder 2 C06 C11 <2 Ω .......... Ω
Ground Cylinder 5 C16 A03 >10 .......... MΩ
Injectors MΩ
Cylinder 6 C15 A03 >10 .......... MΩ
MΩ
Cylinder 4 C14 A03 >10 .......... MΩ
MΩ
Cylinder 1 C13 A03 >10 .......... MΩ
MΩ
Cylinder 3 C12 A03 >10 .......... MΩ
MΩ
Cylinder 2 C11 A03 >10 .......... MΩ
MΩ

* Not tted to all versions

2. Checks with the engine stopped or running and with the vehicle at a standstill
– Engine temperature > 30 °C
– Wiring harness adapter connected to control unit
– Read out the fault memory, is there no fault?
Measure the voltage between PIN+ and PIN- using a multimeter

Description PIN+ PIN- Desired Actual Remarks Speed

value value
Supply, control unit A01 A03 UBAT .......... Idling
A07 A09 UBAT .......... Idling
A12 A14 UBAT .......... Idling
A13 A15 UBAT .......... Idling
Ignition B36 A03 UBAT .......... Idling
Oxygen sensor B23 A03 2.30 - 2.70 V .......... At standstill
Charge air temperature A76 A57 4.20 - 2.20 V .......... 0 - 60 °C Idling
sensor (upstream of cylinder
inlet)
Charge air temperature A70 A62 4.20 - 2.20 V .......... 0 - 60 °C Idling
sensor (integrated in the
charge pressure sensor)
Water temperature sensor A77 A58 3.74 - 1.22 V .......... 20 - 90 °C Idling
Exhaust gas temperature B33 B26 1.08 - 2.30 V .......... 20 - 700 °C Idling
sensor 1 upstream of lter

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Description PIN+ PIN- Desired Actual Remarks Speed

value value
Boost pressure sensor A25 A62 4.75 - 5.25 V .......... Idling
reference voltage
Boost pressure sensor A81 A62 0.94 - 1.20 V .......... PWG min Idling
A81 A62 1.10 - 1.70 V .......... PWG max High idling
Supply, oil pressure sensor A24 A38 4.75 - 5.25 V .......... Idling
Signal, oil pressure sensor A21 A38 1.20 - 4.35 V .......... 1.5 - 5.4 bar Idling
Supply, fuel pressure A40 A37 4.75 - 5.25 V .......... Idling
sensor
Signal, fuel pressure sensor A20 A37 1.00 - 2.50 V .......... 2.0 - 3.5 bar Idling
Supply, rail pressure sensor A43 A61 4.75 - 5.25 V .......... Idling
Signal, rail pressure sensor A80 A61 1.01 - 1.70 V .......... 200 - 540 bar Idling
0.2 - 0.8 V .......... approx. 0 bar Standstill

3. Delete the fault memory

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

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Test step list EDC7 C32 EC Stage IIIB/Tier 4i (6-cylinder engine)

Service company: Tester:

Customer: First registration:
Vehicle type: Chassis no.:
Engine model: Engine no.:
CR high-pressure pump: Control unit no.:
Mileage (km): Date:

Use MAN-cats® to download the fault memory extract from the FFR/MFR and the EDC control unit relating
to the lled in test step list.

1. Measurements at engine control unit EDC7 C32

1.1 Tests with the engine stopped (ignition OFF, EDC control unit not connected)
– Engine temperature ≈ 20 °C
– EDC control unit not connected (!!!), wiring 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 Desired value Actual value

Speed increment sensor (crankshaft) A73 A55 0.75 - 1.1 kΩ .......... kΩ
Earthing A55 A03 >10 MΩ .......... MΩ
Speed segment sensor (camshaft) A72 A54 0.75 - 1.1 kΩ .......... kΩ
Earthing A54 A03 >10 MΩ .......... MΩ
Metering unit (MProp) A08 A10 2.5 - 4.5 Ω .......... Ω
Earthing A10 A03 >10 MΩ .......... MΩ
Exhaust gas temperature sensor 1 upstream B33 B26 200 - 700 Ω .......... Ω
of cat. converter* B26 A03 >10 MΩ .......... MΩ
Earthing
Exhaust gas temperature sensor 2 B34 B27 200 - 700 Ω .......... Ω
downstream of cat. converter* B27 A03 >10 MΩ .......... MΩ
Earthing
Water temperature sensor ground A58 A03 >10 MΩ .......... MΩ
Boost pressure sensor ground A62 A03 >10 MΩ .......... MΩ
Oil pressure sensor ground A38 A03 >10 MΩ .......... MΩ
Fuel pressure sensor ground A37 A03 >10 MΩ .......... MΩ
Rail pressure sensor ground A61 A03 >10 MΩ .......... MΩ
CAN connection to FFR/MFR (M-CAN) B22 B21 115 - 125 Ω .......... Ω
CAN connection to OBD socket and DCU15 B25 B32 115 - 125 Ω .......... Ω
(Version P362 V27-V41 with separate exhaust
gas CAN and OBD-CAN)
CAN connection to OBD socket, DCU15, B25 B32 115 - 125 Ω .......... Ω
AdBlue® level sensor and NOx sensor (Version
P362 V25 with shared exhaust gas CAN and
OBD-CAN)
CAN connection to DCU15, AdBlue® level A27 A45 115 - 125 Ω .......... Ω
sensor and NOx sensor (Version P362 V27-V41
with separate exhaust gas CAN and OBD-CAN)
IMR relay (starter activation) A16 A19 15 - 30 Ω .......... Ω

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* Exhaust gas temperature sensors can be connected to the EDC control unit and to the AdBlue® dosing
control unit DCU15

Description 6-cylinder PIN PIN Desired Actual value

value
Injectors Cylinder 5 C01 C16 <2 Ω .......... Ω
Cylinder 6 C02 C15 <2 Ω .......... Ω
Cylinder 4 C03 C14 <2 Ω .......... Ω
Cylinder 1 C04 C13 <2 Ω .......... Ω
Cylinder 3 C05 C12 <2 Ω .......... Ω
Cylinder 2 C06 C11 <2 Ω .......... Ω
Ground Cylinder 5 C16 A03 >10 .......... MΩ
Injectors MΩ
Cylinder 6 C15 A03 >10 .......... MΩ
MΩ
Cylinder 4 C14 A03 >10 .......... MΩ
MΩ
Cylinder 1 C13 A03 >10 .......... MΩ
MΩ
Cylinder 3 C12 A03 >10 .......... MΩ
MΩ
Cylinder 2 C11 A03 >10 .......... MΩ
MΩ

1.2 Tests with the engine stopped or running and the vehicle at a standstill
– Engine temperature > 30 °C
– Wiring harness adapter connected to control unit
– Read out the fault memory, is there no fault?
Measure the voltage between PIN+ and PIN- using a multimeter

Description PIN+ PIN- Desired Actual Remarks Speed

value value
Supply, control unit A01 A03 UBAT .......... Idling
A07 A09 UBAT .......... Idling
A12 A14 UBAT .......... Idling
A13 A15 UBAT .......... Idling
Ignition B36 A03 UBAT .......... Idling
Water temperature sensor A77 A58 3.74 - 1.22 V .......... 20 - 90 °C Idling
Exhaust gas temperature B33 B26 1.08 - 2.30 V .......... 20 - 700 °C Idling
sensor 1 upstream of cat.
converter*
Exhaust gas temperature B34 B27 1.08 - 2.30 V .......... 20 - 700 °C Idling
sensor 2 downstream of
cat. converter*
Boost pressure sensor A25 A62 4.75 - 5.25 V .......... Idling
reference voltage
Boost pressure sensor A81 A62 0.94 - 1.20 V .......... PWG min Idling
A81 A62 1.10 - 2.20 V .......... PWG max High idling
Charge air temperature A70 A62 4.20 - 2.20 V .......... 0 - 60 °C Idling
sensor
(integrated in charge
pressure sensor)

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Description PIN+ PIN- Desired Actual Remarks Speed

value value
Supply, oil pressure sensor A24 A38 4.75 - 5.25 V .......... Idling
Signal, oil pressure sensor A21 A38 1,20 - 4,35 .......... 1.5 - 5.4 bar Idling
Supply, fuel pressure A40 A37 4.75 - 5.25 V .......... Idling
sensor
Signal, fuel pressure A20 A37 1.00 - 2.50 V .......... 1.9 - 7.5 bar Idling
sensor
Supply, rail pressure A43 A61 4.75 - 5.25 V .......... Idling
sensor
Signal, rail pressure sensor A80 A61 1.01 - 1.60 V .......... 200 - 400 bar Idling
0.2 - 0.8 V .......... approx. 0 bar Standstill

* Exhaust gas temperature sensors can be connected to the EDC control unit and to the AdBlue® dosing
control unit DCU15

1.3 Delete the fault memory

Delete the fault 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 remedy the problem.

2. Measurements at AdBlue® dosing control unit DCU15

The EDC wiring harness adapter is connected between the AdBlue® dosing control unit DCU15 and the wiring
harness (only vehicle connector B)

2.1 Tests with the engine stopped (ignition off, control unit not connected)
– Engine temperature ≈ 20 °C
– DCU15 control unit not (!!!) connected, wiring 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 Desired value Actual value

Temperature sensor, intake air 18 19 600 - 2200 Ω .......... Ω
(integrated in air humidity sensor)
Exhaust gas temperature sensor 1 upstream 25 24 200 - 700 Ω .......... Ω
of cat. converter* 24 3 >10 MΩ .......... MΩ
Earthing
Exhaust gas temperature sensor 2 23 22 200 - 700 Ω ........... Ω
downstream of cat. converter* 22 3 >10 MΩ .......... MΩ
Earthing
Dosing module 27 26 12 - 18 Ω .......... Ω
Earthing 26 3 >10 MΩ .......... MΩ
Coolant valve, AdBlue® heater circuit 31 6 25 - 60 Ω ..........Ω

2.2 Tests with the engine stopped or running and the vehicle at a standstill
– Engine temperature > 30 °C
– Wiring harness adapter connected to control unit
Measure the voltage between PIN+ and PIN- using a multimeter

Description PIN+ PIN- Desired Actual Remarks Speed

value value
Supply, control unit 1 3 UBAT .......... Idling
2 3 UBAT .......... Idling
Ignition 9 3 UBAT .......... Idling
Supply, air humidity sensor 21 19 4.75 - 5.25 V .......... Idling

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Description PIN+ PIN- Desired Actual Remarks Speed

value value
Signal, air humidity sensor 18 19 0.75 - 2.05 V .......... Idling
Signal, intake air 20 19 1.50 - 3.20 V .......... Idling
temperature
(integrated in air humidity
sensor)
Exhaust gas temperature 25 24 1.08 - 2.30 V .......... 20 - 700 °C Idling
sensor 1 upstream of cat.
converter*
Exhaust gas temperature 23 22 1.08 - 2.30 V .......... 20 - 700 °C Idling
sensor 2 downstream of
cat. converter*

* Exhaust gas temperature sensors can be connected to the EDC control unit and to the AdBlue® dosing
control unit DCU15

2.3 Deleting the fault memory

Delete the fault 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 remedy the problem.

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Test step list EDC7 C32 Master-Slave EC Stage IIIB/Tier 4i (V8 engine)

Service company: Tester:

Customer: First registration:
Vehicle type: Chassis no.:
Engine model: Engine no.:
CR high-pressure pump: Control unit no.:
Mileage: Date:

Use MAN-cats® to download the fault memory extract from the FFR/MFR and the EDC control unit relating
to the lled in test step list.

1. Measurements at engine control unit EDC7 C32

1.1 Tests with the engine stopped (ignition OFF, EDC control unit not connected)
– Engine temperature ≈ 20 °C
– EDC control unit not connected (!!!), wiring 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)

1.1.1 Master control unit

Description PIN PIN Desired value Actual value

Speed increment sensor (crankshaft) A73 A55 0.75 - 1.1 kΩ .......... kΩ
Earthing A55 A03 >10 MΩ .......... MΩ
Speed segment sensor (camshaft) A72 A54 0.75 - 1.1 kΩ .......... kΩ
Earthing A54 A03 >10 MΩ .......... MΩ
Metering unit (MProp) A08 A10 2.5 - 4.5 Ω .......... Ω
Earthing A10 A03 >10 MΩ .......... MΩ
Water temperature sensor ground A58 A03 >10 MΩ .......... MΩ
Boost pressure sensor ground A62 A03 >10 MΩ .......... MΩ
Oil pressure sensor ground A38 A03 >10 MΩ .......... MΩ
Fuel pressure sensor ground A37 A03 >10 MΩ .......... MΩ
Rail pressure sensor ground A61 A03 >10 MΩ .......... MΩ
CAN connection to FFR/MFR (M-CAN) B22 B21 115 - 125 Ω .......... Ω
IMR relay (starter activation) A16 A19 15 - 30 Ω .......... Ω

* Not tted to all versions

Description 8-cylinder PIN PIN Desired Actual value

value
Injectors Cylinder 2 C01 C16 <2 Ω .......... Ω
Cylinder 4 C02 C15 <2 Ω .......... Ω
— C03 C14 <2 Ω .......... Ω
Cylinder 6 C05 C12 <2 Ω .......... Ω
Cylinder 7 C01 C16 <2 Ω .......... Ω
— C06 C11 <2 Ω .......... Ω

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Ground Cylinder 7 C16 A03 >10 MΩ .......... MΩ

Injectors
Cylinder 4 C15 A03 >10 MΩ .......... MΩ
— C14 A03 >10 MΩ .......... MΩ
Cylinder 1 C13 A03 >10 MΩ .......... MΩ
Cylinder 6 C12 A03 >10 MΩ .......... MΩ
— C11 A03 >10 MΩ .......... MΩ

1.1.2 Slave control unit

Description PIN PIN Desired value Actual value

Rail pressure sensor ground A61 A03 >10 MΩ .......... MΩ
Oil pressure sensor ground A38 A03 >10 MΩ .......... MΩ
CAN connection to FFR/MFR (M-CAN) B22 B21 115 - 125 Ω .......... Ω

Description 8-cylinder PIN PIN Desired Actual value

value
Injectors Cylinder 2 C01 C16 <2 Ω .......... Ω
Cylinder 8 C02 C15 <2 Ω < 2 Ω
— C03 C14 <2 Ω .......... Ω
Cylinder 5 C04 C13 <2 Ω .......... Ω
Cylinder 3 C05 C12 <2 Ω .......... Ω
— C06 C11 <2 Ω .......... Ω
Ground Cylinder 2 C16 A03 >10 MΩ .......... MΩ
Injectors
Cylinder 8 C15 A03 >10 MΩ .......... MΩ
— C14 A03 >10 MΩ .......... MΩ
Cylinder 5 C13 A03 >10 MΩ .......... MΩ
Cylinder 3 C12 A03 >10 MΩ .......... MΩ
— C11 A03 >10 MΩ .......... MΩ

1.1.3 CAN and speed connection from Master to Slave control unit

Description Master control unit PIN Slave control unit PIN Desired Actual value
value
CAN 2 High A27 A27 <2Ω .......... Ω
CAN 2 Low A45 A45 <2Ω .......... Ω
Speed 1 A74 A73 <2Ω .......... Ω
Speed 2 A44 A72 <2Ω .......... Ω

1.2 Tests with the engine stopped or running and the vehicle at a standstill
– Engine temperature > 30 °C
– Wiring harness adapter connected to control unit
– Read out the fault memory, is there no fault?
Measure the voltage between PIN+ and PIN- using a multimeter

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1.2.1 Master control unit

Description PIN+ PIN- Desired Actual Remarks Speed

value value
Supply, control unit A01 A03 UBAT .......... Idling
A07 A09 UBAT .......... Idling
A12 A14 UBAT .......... Idling
A13 A15 UBAT .......... Idling
Ignition B36 A03 UBAT .......... Idling
Water temperature sensor A77 A58 3.74 - 1.22 V .......... 20 - 90 °C Idling
Boost pressure sensor A25 A62 4.75 - 5.25 V .......... Idling
reference voltage
Boost pressure sensor A81 A62 0.94 - 1.20 V .......... PWG min Idling
A81 A62 1.10 - 2.20 V .......... PWG max High idling
Charge air temperature A70 A62 4.20 - 2.20 V .......... 0 - 60 °C Idling
sensor
(integrated in charge
pressure sensor)
Supply, oil pressure sensor A24 A38 4.75 - 5.25 V .......... Idling
Signal, oil pressure sensor A21 A38 1,20 - 4,35 .......... 1.5 - 5.4 bar Idling
Supply, fuel pressure A40 A37 4.75 - 5.25 V .......... Idling
sensor
Signal, fuel pressure A20 A37 1.00 - 2.50 V .......... 1.9 - 7.5 bar Idling
sensor
Supply, rail pressure A43 A61 4.75 - 5.25 V .......... Idling
sensor
Signal, rail pressure sensor A80 A61 1.01 - 1.60 V .......... 200 - 400 bar Idling
0.2 - 0.8 V .......... approx. 0 bar Standstill

* Not tted to all versions

1.2.2 Slave control unit

Description PIN+ PIN- Desired Actual Remarks Speed

value value
Supply, control unit A01 A03 UBAT .......... Idling
A07 A09 UBAT .......... Idling
A12 A14 UBAT .......... Idling
A13 A15 UBAT .......... Idling
Ignition B36 A03 UBAT .......... Idling
Supply, oil pressure sensor A24 A38 4.75 - 5.25 V .......... Idling
Signal, oil pressure sensor A21 A38 1,20 - 4,35 .......... 1.5 - 5.4 bar Idling
Supply, fuel pressure A40 A37 4.75 - 5.25 V .......... Idling
sensor
Signal, fuel pressure A20 A37 1.00 - 2.50 V .......... 1.9 - 7.5 bar Idling
sensor
Supply, rail pressure A43 A61 4.75 - 5.25 V .......... Idling
sensor
Rail pressure sensor signal A80 A61 1.01 - 1.60 V .......... 200 - 400 bar Idling
0.2 - 0.8 V .......... approx. 0 bar At standstill

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1.3 Checking the main relay

1.3.1 Master control unit

Description PIN+ PIN- Desired Actual Remarks

value value
Main relay B36 A03 UBAT .......... Ignition ON
B36 A03 0 V .......... Ignition OFF
A40 A03 4.75 - 5.25 V .......... Ignition ON
A40 A03 0 V .......... Ignition OFF

Pin A40 must switch to 0 volts with a delay of 0.5 to 5 seconds after the ignition has been switched off.

1.3.2 Slave control unit

Description PIN+ PIN- Desired Actual Remarks

value value
Main relay B36 A03 UBAT .......... Ignition ON
B36 A03 0 V .......... Ignition OFF
A40 A03 4.75 - 5.25 V .......... Ignition ON
A40 A03 0 V .......... Ignition OFF

Pin A40 must switch to 0 volts with a delay of 0.5 to 5 seconds after the ignition has been switched off.

1.4 Deleting the fault memory

Delete the fault 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 remedy the problem.

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Test step list EDC7 C32 Master-Slave EC Stage IIIB/Tier 4i (V12 engine)

Service company: Tester:

Customer: First registration:
Vehicle type: Chassis no.:
Engine model: Engine no.:
CR high-pressure pump: Control unit no.:
Mileage: Date:

Use MAN-cats® to download the fault memory extract from the FFR/MFR and the EDC control unit relating
to the lled in test step list.

1. Measurements at engine control unit EDC7 C32

1.1 Tests with the engine stopped (ignition OFF, EDC control unit not connected)
– Engine temperature ≈ 20 °C
– EDC control unit not connected (!!!), wiring 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.)

1.1.1 Master control unit

Description PIN PIN Desired value Actual value

Speed increment sensor (crankshaft) A73 A55 0.75 - 1.1 kΩ .......... kΩ
Earthing A55 A03 >10 MΩ .......... MΩ
Speed segment sensor (camshaft) A72 A54 0.75 - 1.1 kΩ .......... kΩ
Earthing A54 A03 >10 MΩ .......... MΩ
Metering unit (MProp) A08 A10 2.5 - 4.5 Ω .......... Ω
Earthing A10 A03 >10 MΩ .......... MΩ
Water temperature sensor ground A58 A03 >10 MΩ .......... MΩ
Boost pressure sensor ground A62 A03 >10 MΩ .......... MΩ
Oil pressure sensor ground A38 A03 >10 MΩ .......... MΩ
Fuel pressure sensor ground A37 A03 >10 MΩ .......... MΩ
Rail pressure sensor ground A61 A03 >10 MΩ .......... MΩ
CAN connection to FFR/MFR (M-CAN) B22 B21 115 - 125 Ω .......... Ω
IMR relay (starter activation) A16 A19 15 - 30 Ω .......... Ω

* Not tted to all versions

Description 12-cylinder PIN PIN Desired Actual value

value
Injectors Cylinder 1 C04 C13 <2 Ω .......... Ω
Cylinder 2 C01 C16 <2 Ω .......... Ω
Cylinder 3 C05 C12 <2 Ω .......... Ω
Cylinder 4 C03 C14 <2 Ω .......... Ω
Cylinder 5 C06 C11 <2 Ω .......... Ω
Cylinder 6 C02 C15 <2 Ω .......... Ω

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Ground Cylinder 1 C13 A03 >10 MΩ .......... MΩ

Injectors
Cylinder 2 C16 A03 >10 MΩ .......... MΩ
Cylinder 3 C12 A03 >10 MΩ .......... MΩ
Cylinder 4 C14 A03 >10 MΩ .......... MΩ
Cylinder 5 C11 A03 >10 MΩ .......... MΩ
Cylinder 6 C15 A03 >10 MΩ .......... MΩ

1.1.2 Slave control unit

Description PIN PIN Desired value Actual value

Rail pressure sensor ground A61 A03 >10 MΩ .......... MΩ
Oil pressure sensor ground A38 A03 >10 MΩ .......... MΩ
CAN connection to FFR/MFR (M-CAN) B22 B21 115 - 125 Ω .......... Ω

Description 12-cylinder PIN PIN Desired Actual value

value
Injectors Cylinder 7 C02 C15 <2 Ω .......... Ω
Cylinder 8 C06 C11 <2 Ω < 2 Ω
Cylinder 9 C03 C14 <2 Ω .......... Ω
Cylinder 10 C05 C12 <2 Ω .......... Ω
Cylinder 11 C01 C16 <2 Ω .......... Ω
Cylinder 12 C04 C13 <2 Ω .......... Ω
Ground Cylinder 7 C15 A03 >10 MΩ .......... MΩ
Injectors
Cylinder 8 C11 A03 >10 MΩ .......... MΩ
Cylinder 9 C14 A03 >10 MΩ .......... MΩ
Cylinder 10 C12 A03 >10 MΩ .......... MΩ
Cylinder 11 C16 A03 >10 MΩ .......... MΩ
Cylinder 12 C13 A03 >10 MΩ .......... MΩ

1.1.3 CAN and speed connection from Master to Slave control unit

Description Master control unit PIN Slave control unit PIN Desired Actual value
value
CAN 2 High A27 A27 <2Ω .......... Ω
CAN 2 Low A45 A45 <2Ω .......... Ω
Speed 1 A74 A73 <2Ω .......... Ω
Speed 2 A44 A72 <2Ω .......... Ω

1.2 Tests with the engine stopped or running and the vehicle at a standstill
– Engine temperature > 30 °C
– Wiring harness adapter connected to control unit
– Read out the fault memory, is there no fault?
Measure the voltage between PIN+ and PIN- using a multimeter

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1.2.1 Master control unit

Description PIN+ PIN- Desired Actual Remarks Speed

value value
Supply, control unit A01 A03 UBAT .......... Idling
A07 A09 UBAT .......... Idling
A12 A14 UBAT .......... Idling
A13 A15 UBAT .......... Idling
Ignition B36 A03 UBAT .......... Idling
Water temperature sensor A77 A58 3.74 - 1.22 V .......... 20 - 90 °C Idling
Boost pressure sensor A25 A62 4.75 - 5.25 V .......... Idling
reference voltage
Boost pressure sensor A81 A62 0.94 - 1.20 V .......... PWG min Idling
A81 A62 1.10 - 2.20 V .......... PWG max High idling
Charge air temperature A70 A62 4.20 - 2.20 V .......... 0 - 60 °C Idling
sensor
(integrated in charge
pressure sensor)
Supply, oil pressure sensor A24 A38 4.75 - 5.25 V .......... Idling
Signal, oil pressure sensor A21 A38 1.20 - 4.35 .......... 1.5 - 5.4 bar Idling
Supply, fuel pressure A40 A37 4.75 - 5.25 V .......... Idling
sensor
Signal, fuel pressure A20 A37 1.00 - 2.50 V .......... 1.9 - 7.5 bar Idling
sensor
Supply, rail pressure A43 A61 4.75 - 5.25 V .......... Idling
sensor
Rail pressure sensor signal A80 A61 1.01 - 1.60 V .......... 200 - 400 bar Idling
0.2 - 0.8 V .......... approx. 0 bar At standstill

* Not tted to all versions

1.2.2 Slave control unit

Description PIN+ PIN– Desired Actual Remarks Speed

value value
Control unit supply A01 A03 UBAT .......... Idling
A07 A09 UBAT .......... Idling
A12 A14 UBAT .......... Idling
A13 A15 UBAT .......... Idling
Ignition B36 A03 UBAT .......... Idling
Oil pressure sensor supply A24 A38 4.75 - 5.25 V .......... Idling
Oil pressure sensor signal A21 A38 1,20 - 4,35 .......... 1.5 - 5.4 bar Idling
Fuel pressure sensor A40 A37 4.75 - 5.25 V .......... Idling
supply
Fuel pressure sensor A20 A37 1.00 - 2.50 V .......... 1.9 - 7.5 bar Idling
signal
Rail pressure sensor A43 A61 4.75 - 5.25 V .......... Idling
supply
Rail pressure sensor signal A80 A61 1.01 - 1.60 V .......... 200 - 400 bar Idling
0.2 - 0.8 V .......... approx. 0 bar Standstill
Metering unit ZME (MProp) A08 A10 2.5 - 4.5 Ω ..........
Ω

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1.3 Check the main relay

1.3.1 Master control unit

Description PIN+ PIN– Desired Actual Remarks

value value
Main relay B36 A03 UBAT .......... Ignition ON
B36 A03 0 V .......... Ignition OFF
A40 A03 4.75 - 5.25 V .......... Ignition ON
A40 A03 0 V .......... Ignition OFF

Pin A40 must switch to 0 volts with a delay of 0.5 to 5 seconds after the ignition has been switched off

1.3.2 Slave control unit

Description PIN+ PIN– Desired Actual Remarks

value value
Main relay B36 A03 UBAT .......... Ignition ON
B36 A03 0 V .......... Ignition OFF
A40 A03 4.75 - 5.25 V .......... Ignition ON
A40 A03 0 V .......... Ignition OFF

Pin A40 must switch to 0 volts with a delay of 0.5 to 5 seconds after the ignition has been switched off.

1.4 Delete the fault memory

Delete the fault 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 remedy the problem.

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Hydraulic test step list

Basic information about troubleshooting

Before working on the common rail system, always rst back up the fault memory, even if this does not seem
necessary at rst. Otherwise, warranty claims will be rejected!

Rail pressure sensor, pressure limiting valve, fuel metering unit and gear pump (delivery pump) are available
as individual components and are also allowed to be renewed individually.

It is basically necessary to differentiate between two types of fault when troubleshooting EDC7
systems:
– Faults in the fuel system (low-pressure or high-pressure side)
– Faults in the electrical system
If an EDC7 engine does not start despite the engine being turned over by the starter motor, there is no
point trying to tow-start the engine. It is better to connect MAN-cats®, read out the fault memory and use
“Monitoring” to check whether the EDC control unit is detecting speed signals and if rail pressure is being
established.

The following rule therefore applies:

– No fuel is being injected if both speed signals are missing (crankshaft and camshaft)
– No rail pressure is being established if low pressure < 3 bar
– The injectors are not being activated at rail pressure < 200 bar

However, the same thing applies:

– Without fuel (sucking air or tank empty) no injection

Catalogue of questions for problematic cases

Procedures:
– Backup the entire fault memory of all control units in the vehicle
– Perform precise fault identication using the SPN list
– Fuel supply guaranteed? Pressure in low-pressure circuit according to specications? See Hydraulic test
step list for more information
– Perform an electrical system check. See Electrical test step list for more information
– Have results been checked based on symptoms using the Troubleshooting table?

Additional questions
– Is the control unit being supplied with battery voltage?
– Is MAN-cats® diagnosis possible?

When does the fault occur?

– At engine start/stop or when engine running normally
– In what speed range
– In what gear or gear shift
– When accelerating or suddenly decelerating
– Continuous or sporadic problem
– Duration (approx. milliseconds, seconds, minutes, etc.)
– Only under certain operating conditions such as cold, heat, wet
– On uphill and/or downhill slopes
– Vehicle load status
– Fuel used
– Is there information available about: Oil temperature / cooling water temperature / charge air temperature
– Has an increase or excessive decrease in oil level been recorded
– Engine behaviour: Surging/not running smoothly/coughing/misring, black smoke, blue smoke, white
smoke
– Fault messages in the instrument cluster
– Are there any other faults which are not directly related to the problem?
– If the engine does not start despite the starter motor turning: Does the engine start if the fuel metering unit
on the high-pressure pump is electrically disconnected?
Note: Repeated constrained opening of the pressure limiting valves for tests (by electrically disconnecting
the fuel metering unit) results in an unavoidable reduction in the opening pressure of the pressure limiting
valve (PLV). The PLV must then be renewed if necessary.
– Is the control unit temperature > 100 °C? Read out the maximum temperature with MAN-cats®

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DEVICE DESCRIPTION

– Is there oil in the control unit plug of the injector wiring harness? Possible display of SPN 651 to 656, short
circuits due to engine oil
– Have the plugs on the control unit been checked (bent-back pins, splayed contacts, etc.)?
– Is it certain that both the camshaft and crankshaft speed sensors are supplying correct signals? Is the
polarity correct? Status of the sensor end faces; installation status: 0.5 to 1.5 mm
– Check the speed signals in Monitoring.
Note: The bar display in MAN-cats® does not change if there is no crankshaft speed signal. Therefore
check the entry in the fault memory
– Status messages in Monitoring, speeds with system intact: “Synchronisation performed”, “No error”,
“Normal status”

Frequent faults and information about correcting them

If fault numbers 3775-2, 3776, 3778, 3779, 3780, 3781 occur individually or in combination, proceed as
follows:

Note 1: Faults 94-1 or 94-2 are not allowed to be present here.

Note 2: In the case of SPN 3775, see Service Information 252400.

1st step – Check the electrical cables and plugs to the fuel metering unit and to the rail pressure
sensor
– If no fault entry except SPN 3781: it is very likely that, rather than an electrical fault, there
is excessive pressure in the return line to the fuel tank. Measure the pressure as close to
the fuel service centre as possible. Desired value: < 0.2bar
2nd step – If a high rail pressure controller output value of 10-14% is recorded when idling with the
engine warm (coolant at least 70°C), exchange the metering unit
– Re-install the original metering unit and continue from step 3 if there is no value change
to < 6%.
3rd step – Measure the total leakage volume of the injectors and the pressure limiting valve (PLV)
– Check the PLV for leaks if the volume is too high. (PLV must not leak, a few drops are
permissible)
– Replace the PLV if it is leaking and repeat the total leakage volume measurement. Check
the rail pressure controller output value is < 6%
– If the PLV is not leaking or only a few drops emerge, measure the injectors' individual
leakage
4th step If the rail pressure controller output value was measured between 6 and 10 % in test step 2:
– Replace the metering unit now
To exclude a temporarily jamming metering unit, see the metering unit instructions
5th step – Replace the rail pressure sensor (only with SPN 3781)
6th step – Measure the delivery volume of the high-pressure pump
If the volume is too low:
– Exchange the high-pressure pump
If the volume is OK:
– Consult the specialist department responsible
7th step Important! Only perform this step if SPN 3781 is active:
Exchange the control unit and produce a Service Desk report.

Note: High-pressure pump and metering unit are matched to one another in production. Therefore, always
use a replacement fuel metering unit for this test. Never use the fuel metering unit with another high-pressure
pump (for example from another vehicle). To perform this test, it is recommended that each workshop should
purchase a replacement metering unit for each variant as a test component.

A functioning metering unit controls in a very narrow range, i.e. the % value indicated in monitoring only
uctuates by a few tenths of a percentage point at idling speed. If the value jumps by several % points, it
must be assumed that the metering unit is jamming.

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Replacement metering unit combination:

Application Replacement metering unit Standard metering unit Bosch

MAN item number item number
D2868 / D2862 with CP3.4 51.12505-0024 0 928 400 543
D2066 with CP3.4 51.12505-0027 0 928 400 617
D20 / D26 with CP3.4+ 51.12505-0030 0 928 400 662
D20 / D26 with CP3.4+ with 51.12505-0033 0 928 400 705
lubrication package

Note 1: The standard metering unit is not available as a replacement part. The Bosch item number indicated
here is only designed to make it easier to locate the correct replacement metering unit.

Note 2: The change from CP3.4+ to CP3.4+ with lubrication package (Anti Wear Package) depends on what
is available rather than being engine type-specic. For the workshop, this means that you rst have to look
at the pump, which standard fuel metering pump is installed, to determine the suitable replacement metering
unit (see table)

General instructions for troubleshooting in the fuel area

Procedure for “engine starts poorly”

Basically it should be remembered that a common rail system takes longer to start than an EDC system
with an injection pump, due to the nature of its design. In a common-rail system, the low-pressure and
high-pressure systems must be pressurised before each engine start. As a result, start times of up to 3
seconds can be considered normal.

There can be many faults that cause a common rail engine to need signicantly longer before starting:
– Leakage in the fuel system
In the common rail system, there is no separation between supply and return when stationary, leakage at
any point in the fuel system causes the fuel system to run empty. Consequence: Long starting times (up
to 30 s). Starting behaviour was signicantly improved by the introduction of a return stop (“green” quick
coupling in the supply line at the transition between the engine and chassis): Starting time now only about
2 seconds.
Engines with external hot/cold circuit (D20 Euro 3): The fuel does not run back into the tank even when
there are leakages (e.g. in the return). Exception: Leakage between return stop and supply unit in the tank.
Engines with an internal hot/cold circuit (D20 from Euro 4): These engines are equipped with a
fuel-lubricated high-pressure pump. If there is a leakage at any point in the fuel system (even in the return),
the fuel service centre can run empty through the return of the high-pressure pump.
– Overow valve in the high-pressure pump
Defective, leaking, foreign bodies on seal seat
– Breather hole in fuel service centre clogged or not included
Fault message: 94-2, fuel supply pressure too low
Symptoms: the start problems mostly occur after exchange of the lter insert. If the low-pressure circuit is
pumped up using the hand pump, the engine starts relatively normally. There are start problems again a
few minutes after the engine is stopped.
Cause: An air bubble remains in the fuel service centre due to the missing or clogged breather hole.
After the engine is stopped, this expands again and presses the fuel out of the fuel service centre. This
means that, during starting, it takes a very long time for the initial fuel pressure to be built up again on the
low-pressure side.

Procedure for “engine does not start”

– The starter does not mesh if there is an interruption in the engine CAN, cabling problem to the IMR, IMR
defect or problems with the cabling to terminal 50 of the FFR/MFR
– The engine is not turned over by the starter if the immobiliser ID in the FFR/MFR is incorrect. The
“Immobiliser active” symbol appears on the display
– If there is no speed signal from the camshaft and crankshaft sensors, the engine turns the starter for 900 ms
before breaking off with “Dummy shift detection”
– If the EDC/FFR/MFR pairing is incorrect, the engine is turned over by the starter, but injection is not enabled
by the EDC (engine does not start)

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– If there are faults in the speed detection of the camshaft system, EDC 7 attempts to ascertain the ignition
TDC by “test injections” in the ignition and gas ow TDC (greater rotational acceleration of the ywheel
when ignition takes place) and thereby to start the engine with the crankshaft speed system alone. This
explains the longer starting duration
If an EDC7 engine does not start despite the engine being turned over by the starter motor, there is no
point trying to tow-start the engine. It is better to connect MAN-cats®, read out the fault memory and use
“Monitoring” to check whether the EDC control unit is detecting speed signals and if rail pressure is being
established.

The following rule therefore applies:

– No fuel is being injected if both speed signals are missing (crankshaft and camshaft)
– No rail pressure is being established if low pressure < 3 bar
– The injectors are not being activated at rail pressure < 200 bar

However, the same thing applies:

– Without fuel (sucking air or tank empty) no injection

Injector activation does not take place until the actual rail pressure exceeds 200 bar, i. e. the engine
will not start if the actual rail pressure is too low. If this actual rail pressure is not reached, the
following causes are possible:
– Air in the low-pressure system/fuel lter, perform leak check
– Not bled correctly after fuel lter change
– Pre-supply pump defective and does not build up pre-pressure, check low pressure
– Overow valve in high-pressure pump defective, leaking. Check low pressure
– Total leakage volume of injectors and PLV under the existing start conditions
– Leakage between rail and injector, leakage check based on leakage oil return of the injectors. In case of a
leak: Fit new delivery pipe tubes
– Injector damage (no longer closes), leakage check based on leakage oil return of the injectors
– High-pressure pump damage (check delivery of high-pressure pump)

Procedure

1st step – Fault in the low-pressure system if faults 94-1 or 94-2 are present. Check the low-pressure
system
2nd step – Use MAN-cats® to check the rail pressurisation during the start procedure.
– If no pressurisation >350 bar, continue with step 3
– If rail pressure is OK, there is an electrical fault (fault memory, test step list / compression
test with MAN-cats®)
3rd step – Measure the total leakage volume of the injectors and the pressure limiting valve
– Check the PLV for leaks if the volume is too high. (PLV must not leak, a few drops are
permissible)
– Replace the PLV if it is leaking and repeat the total leakage volume measurement
– Continue from step 5 if the total leakage volume is OK
4th step – Measure the individual leakage volume of the injectors
– Loosen and retighten the delivery pipe tube if there is a faulty cylinder
– Replace the injector and delivery pipe if the individual leakage volume remains high
5th step – Install a replacement fuel metering unit for a test
– Replace the high-pressure pump if this is also unsuccessful

Remedy:
– Start the engine with the metering unit disconnected
If the engine starts:
– ush the fuel system with DIN EN 590 diesel and perform an extensive test drive with diesel
– Perform a rev-up test with diesel fuel. If this is OK, recommend that the customer continue driving with
diesel fuel to DIN EN 590 as customer's fuel may lead to the same problem occurring again
– If the engine does not start or starts running irregularly after a short time, t new injectors. In this case too,
recommend that the customer continue driving with diesel fuel as customer's fuel may lead to the same
problem occurring again
Procedure for “excess pressure in the fuel tank”

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If the driver complains that opening the tank cap results in the cap being shot out due to high pressure and
that exhaust gas emerges from the pipe, the cause is presumably as follows: One of the injectors in the
cylinder head has come loose, allowing combustion gases to enter the leakage oil system and, through the
leakage oil line, into the tank

Remedy:
– Remove the valve cover and check the injectors for a broken pressure ange
– Remove the affected injector
– Fit new sealing rings, pressure ange and delivery pipe tube
– Reinstall the injector according to the regulations
Note: If the lower injector seal is leaking, the exhaust gas will also carry combustion soot into the fuel tank.
A greater or lesser quantity of soot will have been transported into the fuel tank depending on how long the
vehicle was driven with this fault, and will cause the fuel lter in the fuel service centre to block up. This will
result in another breakdown. Therefore, the following procedure is advised: Change the fuel lter every week
during the initial period after this repair. In extreme cases, it is necessary to pump all the fuel out of the tank
and ll with new fuel. Sometimes, the tank also has to be cleaned.

Procedure for “white smoke from engine”

A fault in the common rail system rarely causes the “white smoke from engine” complaint.

Therefore, in this case always check the ame start system for leaks rst:
– Electrically isolate the ame start system solenoid valve
– Remove the fuel line between the solenoid valve and ame glow plug
If the engine still outputs white smoke, proceed as for the “engine does not run smoothly” complaint.

Procedure for “black smoke from engine”

The operating state at the time black smoke occurred must be determined without fail:
– Is the engine still smoking?
– Does it only smoke when accelerating?

The following possible causes have been found to date:

– Assembly fault, injector twisted
– Leak between combustion chamber and leakage oil, lower seal of injector (CU sealing ring) leaking
– Injector wear (high leakage quantity)
– Incorrect nozzle protrusion

If black smoke is indeed seen during a test run, we therefore recommend the following procedure:
– Read out the EDC7 fault memory
– If there are faults entered, look through them according to the troubleshooting instructions and repeat the
test drive

If there is still black smoke but no faults entered in the fault memory:
– Experience shows that black smoke in engines with low mileage can be caused by injectors that are twisted
during installation
Remedy: Loosen all pressure pipe and injector attachments and then retighten them as prescribed. If this
step does not achieve the desired success, the main cause could be worn injectors, especially in the case
of acceleration smoke.
Therefore, perform individual measurement of the leakage quantity and renew the injector concerned.

If there is still black smoke:

– perform the rev-up test at least twice

If the run-up test is inconclusive:

– Remove all injectors and
– check the seal in the nozzle area (CU sealing ring) for traces of powder
– Check the diameter of the CU sealing rings

If you discover that one or more injectors are leaking and/or the diameter of CU sealing rings is too
large:
– Fit new sealing rings and delivery pipe tubes and reinstall the injectors according to the instructions
– Perform a test drive

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If black smoke still occurs or no leak is found at the lower seal of the injector:
– Fit new all injectors and delivery pipes, t new sealing rings and install according to the regulations.
Note: If the lower injector seal is leaking, the exhaust gas will also carry combustion soot into the fuel tank.
A greater or lesser quantity of soot will have been transported into the fuel tank depending on how long the
vehicle was driven with this fault, and will cause the fuel lter in the fuel service centre to block up. This will
result in another breakdown. Therefore, the following procedure is advised: Change the fuel lter every week
during the initial period after this repair. In extreme cases, it is necessary to pump all the fuel out of the tank
and ll with new fuel. Sometimes, the tank also has to be cleaned.

Procedure for “engine knock”

The “Engine knock” complaint usually indicates an injector fault. In this case, therefore, perform a compression
and run-up test.

Note: Only perform the rev-up test with the engine warm, otherwise there will be misdiagnosis. If the fault
cannot be determined using the rev-up test or if the engine is too cold for the rev-up test, use the contact box
to disconnect individual cylinders when the engine is running and pinpoint the defective injector in this way.

Alternatives:
– Gradually disconnect the connections directly at the injector for each individual cylinder, ret the valve cover
and start the engine
– In future it will be possible to shut off individual cylinders using MAN-cats®
Procedure for “engine knock”

The “Engine knock” complaint usually indicates mechanical damage (valve damage, seizure, etc.). In this
case, therefore, perform the compression test.

Procedure for “engine does not run smoothly”

In case of the following complaints:

– Engine does not run smoothly
– Unusual running noises
– Poor engine power

follow the procedure below:

– Compression test
Indication of a mechanical defect, e.g. valve damage or seizure
– Run-up test
Indication of a defect on the injectors if the compression test indicates the engine is OK
– Correction quantities
in the “Cylinder monitoring” in connection with the compression and run-up test, to conrm the results of
the compression / run-up test
– If the compression and run-up test did not indicate any cause, connect the terminal tester, disconnect
individual injectors electrically and use this method to locate the cylinder which is producing the abnormal
noise
Test conditions: Cooling water temperature min. 75 °C. Always perform the compression test rst. After the
run-up test, switch the ignition off and then check the correction quantities. In addition, it is important that the
air compressor or the fan does not switch on during the test.

Further notes: If the return pressure is too high (> 0.2 bar), there may be problems with the rail pressure
control. Important: The return pressure must be measured near the engine!

No diagnosis is possible using MAN-cats®. Diagnosis is only possible using a new special tool for connecting
a pressure gauge (T-piece), suitable for all CR engines.

Rail restrictor damage

Vehicles with CR engine can have one or more restrictors (reducer bore at each output to the injectors on the
rail) which come loose, slip or break. This leads to follow-on damage: a defective injector. If the rail restrictor
damage is not detected or remedied, the new injector will also be destroyed!

Effects: Injector defective, splitter, broken, irregular engine running, black smoke, fuel consumption too high,
repeat injector damage.

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Detection: If there is injector damage with the above symptoms, also check the restrictor inserts in the rail
by visually comparing when the injection lines are removed. Checking using "drill" is not permitted as there
are different rail versions with different bore diameters and there is a risk of dirt ingress or damage.

Remedy: Fit an entire new rail and also renew all the following components on the affected cylinders (with
defective restrictor) (injection line, pressure-pipe tube, injector). Experience has shown that it is not necessary
to also t new components for the other cylinders.

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Pressure measuring lines

1 Injector return line

2 Output, ame start system

The pressure measuring lines can be obtained by quoting item number 80.99605-5000.

Test adapter for pressure measurement

A new, enhanced version of the above-mentioned pressure measuring lines has been developed. This version
has a test adapter for connecting a pressure gauge and can be used universally for measuring pressure in
all common-rail engines.

The test adapter can be obtained by quoting item number 80.99605-6030.

CR engine diagnosis case

There are several versions of the diagnosis case:

– The standard case LE-MAN02 contains everything that is required for checking all MAN CR in-line engines
(i.e. the content of variants before 08/2007 incl. supplementary kit LE-MANEK01)
Diagnosis cases delivered before August 2007 can only be used to a limited extent as connections required
for D20 / D26 Euro 4 and Euro 5 are not included.
This is why a
– supplementary kit LE-MANEK01 was produced. This means that diagnosis cases delivered before August
2007 can be upgraded, thus allowing the checking of all MAN CR in-line engines
– Supplementary kit LE-MANEK02 is a complete case for checking MAN CR V engines. However, this
case requires a complete standard case, i.e. also the supplementary kit LE-MANEK01, if the case was
purchased before August 2007
The diagnosis case can be obtained from Friedrich Lehnert, Hofgartenstrasse 18, D-74196 Neuenstadt.

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Troubleshooting in the low-pressure system

In case of starting problems, complaints about performance and/or inadequate rail pressure, rst measure
the pressure in the low-pressure system.

Check the fuel pressure upstream of the lter with MAN-cats® Monitoring

1. Is the fuel pressure at idling speed at least 5.5 bar?

If yes: If no:
– Continue from point 2 – If the fuel pressure is less than 5 bar, check the removal unit in
the fuel tank and the pipe to the primary delivery pump for leaks
– If the fuel pressure is greater than 8.5 bar, replace the fuel lter
and measure again
2. Is the fuel pressure now OK?
If yes: If no:
– Continue from point 3 – For D28 engines only: An incorrect fuel line connector may
have been installed in the connection to the frame start system
(correct: Fuel line connector 0.5 mm throttle port). In addition,
the cause may also be a leaking BS sealing ring or an incorrect
sealing ring (CU sealing ring)
3. Does the pressure limiting valve (PLV) leak when the engine is running? (A few drops are permitted)
If yes: If no:
– Continue from point 4 – Perform a leak test on the pressure limiting valve (PLV)
– Replace the pressure limiting valve
4. Carry out a functional test on the high-pressure pump overow valve. Desired pressure: < 4 bar

Note: Many vehicles have a SEPAR primary fuel lter installed. Replace the lter insert if the primary fuel
pressure is too low. Important: The lter inserts for SEPAR lters with and without heating are different.

Overow valve check

This overow valve (see number 13 in the general fuel diagram) restricts or regulates the primary pressure
in the low-pressure circuit.

Opening pressure at engine idling speed (dynamic): 5.5 to 6.0 bar

Desired value when the engine is switched off (static): approx. 4 bar

Its functional capability has a major inuence on starting behaviour. The inspection can be performed relatively
easily in oil-lubricated pumps (Euro 3 engines). From Euro 4 onwards, fuel-lubricated pumps and an internal
hot/cold circuit are installed. This means the overow valve can only be checked after removing the delivery
pump.

Procedure for oil-lubricated high-pressure pump

– Disconnect the connection line from the fuel service centre to the high-pressure pump directly at the
high-pressure pump and install test adapter 80.99605-6030 with pressure gauge, measuring range 0 to
10 bar
– Remove the return line of the hot/cold circuit at the high-pressure pump “OUT” connection and t a dummy
plug here
– Use the hand pump to increase the pressure in the low-pressure circuit until the overow valve opens and
fuel emerges at the “OUT” connection
– Read off the opening pressure on the pressure gauge during the pumping process. Desired value (static)
approx. 4 bar

Procedure for fuel-lubricated high-pressure pump

As already mentioned, a high-pressure pump lubricated with fuel is installed from Euro 4 onwards. These
pumps have an internal hot/cold circuit. It is therefore not possible to test the overow valve at the “OUT”
connection as described above.

– Disconnect the connection line from the fuel service centre to the high-pressure pump directly at the
high-pressure pump and install test adapter 80.99605-6030 with pressure gauge, measuring range 0 to
10 bar

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– Use the hand pump to increase the pressure in the low-pressure circuit until the overow valve opens
– Read off the opening pressure on the pressure gauge during the pumping process. Desired value (static)
approx. 4 bar
– If you suspect leaks, replace the overow valve (13) and repeat the test

Pressure retaining valve test

This valve (see item 11 on the general fuel diagram for the oil-lubricated high-pressure pump) ensures a
backpressure of approx. 1.2 to 1.4 bar rel. pressure in the injector leakage oil return. Its functional capability
has no effect on engine starting; it is merely required for correct operation of the injectors with single-piece
armature. It is important that the valve opens and is not blocked.

The pressure retaining valve is only tested when removed. In addition, there are D20 engines for which this
pressure retaining valve is no loner installed:

From the production start of D20 Euro 4 (10/2004) onwards, injector -6064 (2-piece armature) is installed.
And this injector is also installed for Euro 4 OBD LF31... and for Euro 5 (brought forward) LF21. This means
that a pressure retaining valve is no longer required across the board. Euro 3 engines are not tted with
injectors with 2-piece armatures, meaning that the pressure retaining valve is still used for these engines.

Troubleshooting in the high-pressure system

It is essential for the low-pressure system to function correctly in order for the high-pressure system to do
so. If you suspect a fault in the high-pressure system, we recommend primarily checking for leaks in the
high-pressure area by means of the leakage volume.

Checking the leakage volume

Returning leakage oil is a feature of the system and is therefore normal. However, the volume per unit of time
can provide important information for troubleshooting. It is of fundamental importance to distinguish between
leakage oil with the engine running and leakage oil during the starting phase. In addition, take account of
whether the engine is equipped with a ame start system or not.

In MAN common rail engines, the constituents of the leakage oil owing back to the tank are made
up as follows:
– Permanent ventilation volume from the fuel service centre
– Leakage oil from the injector area
– Leakage oil from the pressure limiting valve on the rail if this is leaking (defective)
– Breakaway delivery of the pressure limiting valve for the ame start system
For troubleshooting purposes, it is therefore important to differentiate the source of the increased leakage oil
volume. Relatively straightforward testing methods are described below in order to permit rapid assessment
without excessive preparation time, together with the guidance values for leakage oil volumes of correctly
functioning engines. Every common-rail system is very susceptible to dirt, therefore test methods have been
worked out in which there is no need to open the clean side of the low-pressure area or the high-pressure
system. Only in one single measurement is it necessary to remove individual high-pressure lines

Note: Always delete the fault memory after inspection work!

Measurement of the total leakage volume

This measuring method checks the leakage volume of the PLV and the injectors with the engine at idling
speed. No signicant leakage volume can be detected during the starting procedure if the system is intact. If
the engine does not start, it is only necessary to look and check the leakage volume (no volume measurement).

As already mentioned, the fuel volume owing back to the tank is composed of several individual quantities.
During this test, therefore, it is important to prevent the measuring result being falsied by fuel owing back
from the permanent ventilation of the fuel service centre and the breakaway delivery of the pressure limiting
valve for the ame start system.

Therefore, it is necessary to seal these two returns prior to the test.

Preparations
The measurement setup is the same as for measuring the leakage oil from the injectors and the pressure
limiting valve (PLV). The only difference is that both PA tubes are connected at the same time and the volumes
are counted together.

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Principle view of the measurement setup

1 Return from pressure limiting valve

2 Leakage oil return from the injectors
3 Measuring beaker (min. 1000 ml, 10 ml gradations)

Measurement when the engine is running

– The connection plug of the MProp on the high-pressure pump remains connected
– Start the engine
– Engine running at idling speed
– Measure the total leakage volume
Return volume with engine warm at idling speed approx. 70 ml per minute in D20

There is a risk of a falsied measurement in fuel-lubricated high-pressure pumps! When checking the total
leakage volume, it is important that the return (“OUT” connection) from the high-pressure pump to the fuel
tank is sealed and the emerging fuel is channelled through a separate line into a container for collection. The
measuring result will not be correct if this is not done.

The OUT connection to the pump must not be closed off, otherwise the pump will no longer be lubricated.

Note: It is relatively easy to eliminate up to 90% of all increased leakage in engines with a low mileage:
Loosen all delivery pipe and injector attachments and then retighten them in accordance with the regulations.
If this does not prove successful, perform an individual leakage volume measurement and renew the affected
delivery pipe tube.

Checking individual injectors for leaks

If an increased leakage oil volume is recorded in the aforementioned check, it is highly probable that the fault
only affects one or sometimes two injectors. By closing off individual injectors, it is possible to nd out which
cylinder has a leak in the area of the injector.

Procedure:
– The injector wiring harness remains connected to the EDC7 control unit
– The connection plug of the MProp on the high-pressure pump remains connected
– Remove the high-pressure line of the rst cylinder
– Seal the connection of the rst cylinder to the rail
– Use protective sleeve 81.96002-0512 to seal the delivery pipe connection against the risk of contamination
– Start the engine
– Engine running at idling speed
– Measure the leakage oil volume
Repeat the procedure accordingly on every single cylinder until the leakage oil volume drops signicantly or
becomes normal, i.e. until the return volume is 50 – 60 ml per minute at 600 rpm.

The cylinder at which the leakage oil volume has normalised is also the one with the leak. If the volume
reduces at several cylinders, these are also responsible for the leak.

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Connection pieces for the connections of the high-pressure lines on the rail can be manufactured as a DIY
job using used high-pressure lines: Cut off the connection ends and gas-weld them.

Carefully clean the connection nipple afterwards! Do not use any other connection pieces such as
balls with union nuts or the like!

Delivery rate measurement of the high-pressure pump

In this measurement method, the delivery of the high-pressure pump is checked at a rail pressure of 800 to
900 bar.

Preparations
The measurement setup is identical to that used for measuring the total leakage volume. The only difference
is that the fuel metering unit is disconnected. Do not start the measurement until constant leakage volumes
are emerging from both measuring lines. Make sure the measuring lines do not project into the fuel otherwise
the measuring result will be falsied.

Make ready a sufciently large measuring glass (min. 1000 ml, 10 ml gradations). Caution: The fuel
line and measuring glass become hot.

Measuring principle
The high-pressure pump goes to maximum delivery when the MProp is disconnected. This means the rail
pressure quickly rises to 1800 bar and the PLV is opened. The engine then runs with a rail pressure regulated
by the PLV of 800 to 900 bar. The surplus volume pumped by the high-pressure pump ows through the PLV
into the measuring beaker. In addition, about 60 ml/min of fuel comes from the injectors.

Procedure
– Disconnect the connection plug of the MProp at the high-pressure pump
– Start the engine
– Measure the total leakage oil volume from the PLV and injectors at idling speed

Evaluation of measuring results

Engine type Minimum delivery rate of the HP pump at idling speed

D20 / D26 in-line engine 1100 ml/min
D2868 (V8) 950 ml/min
D2862 (V12) 950 ml/min per HP pump

High-pressure pumps that deliver more than the specied minimum delivery can be classed as OK.

If the measured volume is signicantly lower, replace the MProp and repeat the measurement. Only replace
the high-pressure pump if this is not successful.

Pumps that are removed after a previous measurement of the minimum delivery rate must be sent in together
with the measuring results in the event of a warranty claim.

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Troubleshooting with MAN-cats®

Compression test
The compression test ascertains the compression deviations of the individual cylinders. To do this, the engine
is cranked by the starter. The control unit suppresses injection (engine does not start) and, for each cylinder,
measures how severely the starter was braked during the compression cycle.

The starter must be actuated via the ignition lock until the control unit has measured the speeds at bottom
dead centre and shortly before top dead centre for all cylinders. The engine revs reach minimum briey at
top dead centre of each cylinder. This is the point of maximum compression. This means that heavy braking,
i.e. a low engine speed before top dead centre, indicates relatively good compression.

Procedure and requirements:

– Battery 100% charged
– Engine at operating temperature >75 °C
– Warm up the vehicle by driving, do not let it warm up whilst stationary
– Follow the MAN-cats® instructions quickly (otherwise there will be no evaluation)
– Make sure you turn off the ignition after completion of the compression test!
– Operating hours > 100h; all power take-offs switched off!

Result when the engine is intact

Cylinder Lower speed (rpm) Upper speed (rpm) Difference (rpm)

1 209 243 34
5 208 243 34
3 208 241 33
6 208 242 34
2 207 242 35
4 209 241 32

As a result, the operator receives two speeds for all cylinders:

Lower speed: This is the lower of the two speeds that were measured in the compression cycle (approx. 8°
before to 8° after TDC).

Upper speed: This is the higher of the two speeds that were measured a long way before TDC (approx. 70°
before TDC).

Evaluation assessment:
– Unclear to ± 5 rpm (adjust valves)
– Defect classication if difference greater than 5 (valve damage, piston ring damage etc.).
In the event of cylinder damage, the values for the other cylinders can also be more widely spread
– It is still not possible to assess the evaluation for the V engines as the tests are still being tested

Measuring accuracy:
– The deviation between the compression test with MAN-cats® and a compression pressure plotter is up to
5 bar

Factors inuencing the result:

– Engine operating temperature
– Ambient temperature
– Battery charge level
– Power take-offs must not engage during the test
– Any repairs (before, after)
– Operating hours

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Rev-up test
The rev-up test makes it possible to check whether the cylinders are functioning evenly. To do this, switch off
the cylinders and accelerate the engine from idling speed. The acceleration in engine revs is calculated in
this case. A large discrepancy for the switched-off cylinder indicates incorrect injection or a defective cylinder.

More precisely, to determine whether all cylinders deliver the same performance, the engine speed which can
be reached with a dened injection quantity in a certain time is measured during the rev-up test. A sequence
of seven consecutive rev-ups is performed during the rev-up test: In the rst rev-up, all injectors are activated
and the speed reached is determined. From the second rev-up onwards, the engine is accelerated again,
although the injectors are shut off one after the other in the ring order. If the engine then reaches almost
the same speed as during the rst rev-up, despite the shut-off injector, this cylinder is not working well during
engine operation and delivers poorer performance.

Procedure and requirements:

– Engine at operating temperature >75 °C
– Warm up the vehicle by driving, do not let it warm up whilst stationary
– Always perform the rev-up test at least twice. Important: do not allow any further consumers - such as the
compressor or fan - to be activated if these are likely to be deactivated in the second test, since this will
falsify the result
– At the end of the rev-up test, always switch off the ignition, otherwise the smooth-running control will not
be activated

The following table shows a sample test result. In this case, there is an irregularity at cylinder 3:

Cylinder Speed acceleration in rpm/s Difference, no cylinder shut-off

0 704 0
1 550 154
5 540 164
3 630 74
6 566 138
2 535 169
4 542 164

If the engine reaches almost the same speed as during the rst rev-up, despite the shut-off injector, this
cylinder is not working well during engine operation. This does not mean that an injector at this cylinder is
defective, however! It merely means that the cylinder in question has a lower performance. This means
the engine mechanical system has to be checked: valve clearance, compression etc. The rev-up test can
therefore only be evaluated in conjunction with the compression test. The rev-up test only compares the
cylinders with each other. The result must also match the correction quantities.

Note: If there is a line discontinuity in a current path, only the defective injector is switched off, i. e. the rev-up
test can be performed and shows the affected current path. If there is a short circuit in a current path to an
injector, all injectors in the affected bank are switched off, i. e. a 6-cylinder in-line engine then only runs on
three cylinders. The rev-up test is aborted with a fault message because the engine is then only running on
two cylinders It is not possible to evaluate the test results for the V12 as the test is still being tested.

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Cylinder shut-off test

The cylinder shut-off test makes it possible to switch off a particular cylinder prior to injection at idling speed.
This permits acoustic diagnosis of the engine in case of abnormal noises (mechanical system/combustion).

If the cylinder affected is shut off before combustion, the noise should no longer be perceivable.

If the noise is still audible, the cause must be sought elsewhere (front end, gear train, air compressor, etc.).

Procedure and requirements:

– Engine at operating temperature >75 °C
– Warm up the vehicle by driving, do not let it warm up whilst stationary
– Parking brake applied
– Shift the gearbox to neutral
– Start the engine and make sure it idles at 600 rpm
Note: The test can also be performed when the coolant temperature is 0 °C or more if damage is already
apparent.

High-pressure test
The high-pressure test checks the injection system for leaks on the high-pressure side.

In the test, the rail pressure is increased to 1600 bar and reduced to 600 bar four times (once at 800 rpm and
three times at 700 rpm). The pressurisation time and depressurisation time are measured in the process and
output as the result.

These times can be used to indicate whether there are any leaks in the system or if particular components
are malfunctioning.

Procedure and requirements:

– Engine at operating temperature >75 °C
– Warm up the vehicle by driving, do not let it warm up whilst stationary
– Parking brake applied
– Shift the gearbox to neutral
– Start the engine and make sure it idles at 600 rpm

The limit values are as follows:

– Depressurisation time: min. 490 ms, max. 2000 ms (measured values if system is intact:1380-1530 ms)

Depressurisation time less than 490 ms:

– Leakage on consumer side (injector, pressure-pipe tube, pressure limiting valve).
If the result is less than 490 ms, we recommend repeating the test with an open line at the the pressure
limiting valve in order to isolate the fault(s).
– Detection of one or more loose pressure-pipe tubes depends a great deal on the engine temperature
– The pressure limiting valve must not leak during the test!

Depressurisation time greater than 2000 ms:

– Jamming M-Prop (metering unit), blocked high-pressure pump zero-delivery throttle, blocked return line.
– Different pressurisation times (with same depressurisation times) also indicate a jamming metering unit
– However, if there are fault entries in the EDC fault memory but the depressurisation times are OK, the fault
must be sought in the high-pressure pump (process of elimination)!

Note: The test can be performed with the cooling water temperature at 40 °C or higher. The test is aborted
at temperatures below this.

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DEVICE DESCRIPTION

Smooth running control

Smooth running control is designed to ensure smooth engine running, especially when idling. If a six-cylinder
engine is tted, each cylinder accelerates the engine for 120° in its combustion stroke. The control unit
evaluates the engine running for 120° in each case and activates the injectors of the "slow" cylinders for
longer and the injectors of the “fast” cylinders for a shorter time.

These activation differences are displayed graphically by MAN-cats® using different bar lengths.

The fuel correction quantity represents the deviation from the desired quantity. Note the ring sequence:
1-5-3-6-2-4 in the evaluation.

The smooth running control correction quantities are shown in cylinder monitoring.

In order to enable better assessment of the engine state, the speed and the injector status should also be
selected to compare the cylinders in the freely denable monitoring.

Sample evaluation
If cylinder 2 power is poor, the correction quantity at injector 2 is increased. If the engine still does not run
smoothly after this, the quantity for injector 4 is also increased. However, the volume for cylinders 1 and 5
is reduced afterwards so that the engine does not rev too quickly. There is also a clear group in which two
injectors have an excess quantity (+) and one (sometimes also two) reduced quantity (–). In this + + - - group,
the rst cylinder is the one with poor power output.

This does not mean that the injector of the second cylinder is defective, however! It only means that the
second cylinder in this example is the one with the poorer power output. Additional checks are necessary
in order to establish what the fault is, because poor power may be also be caused by lack of fuel or poor
compression pressure. Therefore, also perform the compression and run-up test!

The injection quantity is calculated based on the injection period and the rail pressure. If an injector does
not open, the calculated and displayed quantity is greater than the actual quantity.

In order to enable better assessment of the engine state, the speed and the injector status should also be
selected to compare the cylinders in the freely denable monitoring.

Summary of the events in case of a fault

Display Possible cause Possible remedy

Injection quantity is Cylinder before has too much Check the injector of the cylinder before,
reduced output perform rev-up test using MAN-cats®
Injection too long due to poorly Electrically disconnect injector and repeat
closing injector test, perform rev-up test with MAN-cats®,
exchange injector when damage is
determined
Injector does not close or closes Electrically disconnect injector and repeat
poorly between pre-injection and test, exchange injector when damage is
main injection determined

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Display Possible cause Possible remedy

Injection quantity is Cylinder before does not have Check the injector of the cylinder before,
increased enough output perform run-up test with MAN-cats®, check
electrical activation, exchange injector
when damage is determined
Injector does not open Check the injector, perform run-up test with
MAN-cats®, check electrical activation,
exchange injector when damage is
determined
Injector is not activated, possible Check wiring for discontinuity and poor
cable discontinuity crimping, perform run-up test with
MAN-cats®
Cylinder has insufcient output Check compression, carry out
due to poor compression compression test with MAN-cats®

Important note when exchanging injectors: When exchanging, ensure that injectors with the same Bosch
number are installed again. There are currently two types of injectors. It is not possible to replace “old”
injectors with “new” injectors! Do not mix! If it is necessary to change over to the latest type of injectors,
the rail must be replaced and the control unit reprogrammed.

See Service Information 132400!

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Fuel diagram, general

Fuel-lubricated high-pressure pump CP3.4+ D20/D26

1 Overow valve gear pump (Δp = 10.4 – 13 bar)

2 Filter (burst pressure > 16 bar)
3 Continuous ventilation in the fuel service centre
4 Metering unit (fuel proportional valve, MProp)
5 Throttle bore, ame start system
6 Connection, ame start system
7 Pressure retaining valve, ame start system
8 High-pressure accumulator (rail) with injector connection
9 Injector return line (leakage oil line)
10 Two-stage pressure limiting valve
11 Zero delivery throttle
12 Throttle-type non-return valve 2.8 bar, high-pressure pump lubrication
13 Overow valve (Δp = 5.5 bar)
14 Bypass valve (Δp = 0.15 bar)
15 Hand pump
16 Pre-lter
17 High-pressure line
18 Low-pressure line

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Fuel diagram, general

Oil-lubricated high-pressure pump CP3.4 D2868

1 Overow valve, gear pump (Δp = 10.4 - 13 bar)

2 Continuous ventilation in the fuel service centre
3 Filter (burst pressure > 15 bar)
4 Connection, ame start system
5 Throttle bore, ame start system
6 Metering unit (fuel proportional valve, MProp)
7 Injector return line (leakage oil line)
8 High-pressure accumulator (rail) with injector connection
9 Two-stage pressure limiting valve
10 Pressure retaining valve, injector return line (Δp = 1.2....1.4 bar) measuring point 2 (for Euro 3 engines
only)
11 Zero delivery throttle
12 Overow valve (Δp = 5.5 bar)
13 Flame start system pressure retaining valve measuring point 1
14 Bypass valve (Δp = 0.15 bar)
15 Pre-lter
16 Hand pump
17 High-pressure line
18 Low-pressure line

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Fuel diagram, general

Oil-lubricated high-pressure pump CP3.4 D2862

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1 Overow valve, gear pump (Δp = 10.4 - 13 bar)

2 Continuous ventilation in the fuel service centre
3 Filter, burst pressure > 16 bar
4 Metering unit (fuel proportional valve, MProp)
5 Throttle bore, ame start system
6 Connection, ame start system
7 Pressure retaining valve, ame start system
8 High-pressure accumulator (rail) with injector connection
9 Injector return line (leakage oil line)
10 Two-stage pressure limiting valve
11 Zero delivery throttle
12 Throttle-type non-return valve 2.8 bar, high-pressure pump lubrication
13 Overow valve (Δp = 5.5 bar)
14 Bypass valve (Δp = 0.15 bar)
15 Hand pump
16 Pre-lter
17 High-pressure line
18 Low-pressure line

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Fuel diagram, D20/D26 engine Euro 4/5

1 Quantity-controlled high-pressure pump CP 3.4+ (fuel-lubricated)

2 High-pressure accumulator (rail)
3 Pressure limiting valve (PLV 4) integrated in the rail
4 Rail pressure sensor
5 Injectors
6 Injector return line (leakage oil line)
7 Internal hot/cold circuit
8 Fuel service centre
9 Filter heater
10 Fuel low pressure sensor

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DEVICE DESCRIPTION

Fuel diagram, D2868 Euro 4/5 engine

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1 Quantity-controlled high-pressure pump CP 3.4 (oil-lubricated)

2 High-pressure accumulator (rail)
3 Pressure limiting valve (PLV 4) integrated in the rail
4 Rail pressure sensor
5 Injectors
6 Injector return line (leakage oil line)
7 Rail connection
8 Fuel lter
9 Hand pump
10 Fuel pre-lter
11 Engine-vehicle interface

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Fuel diagram, D2862 Euro 4/5 engine

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1 Quantity-controlled high-pressure pump CP 3.4 (oil-lubricated)

2 High-pressure accumulator (rail)
3 Pressure limiting valve (PLV 4) integrated in the rail
4 Rail-pressure sensor
5 Injectors
6 Injector return line (leakage oil line)
7 Rail connection
8 Fuel pre-lter
9 Hand pump
10 Fuel lter
11 Engine-vehicle interface

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Troubleshooting chart

1. Starter does not mesh (does not turn)

2. Starter disengages again after one second
3. Starter turns, engine does not start
4. Engine difcult to start
5. Engine stops, dies
6. Engine cannot be accelerated beyond idling speed
7. Unusual combustion noises when starting
8. Unusual combustion noises
Possible cause of fault SPN
x o EDC 7 without voltage supply
x Terminal 50 not on FFR/MFR
x x Engine CAN interrupted between FFR/MFR and EDC 2039 / 3064
x Discontinuity in EDC 7 cabling to starter (electrical power 3751 / 3045
supply to starter, integrated mechanical relay)
x o Engine speed acquisition: crankshaft and camshaft speed 190 / 3082
sensors not connected
o x Crankshaft speed sensor not connected, polarity reversal, 190 / 3752
spurious signals, camshaft pulse-generating wheel
damaged
o x o Camshaft speed sensor polarity reversal 190 / 3752
o o x Crankshaft speed sensor not connected, polarity reversal, 190 / 3753
spurious signals, ywheel damaged
o x o Crankshaft speed sensor polarity reversal 190 / 3753
x Incorrect EDC-FFR/MFR pairing (re-parameterise using 3076 / 3077
vehicle data le)
o Control unit has been programmed with data record
containing incorrect part number
x x x Air in the system, rail fuel pressure does not build up, return 94 / 3775 / 3776
stop in supply line defective, ball valve in fuel service centre
sticking
o x x Excessive vacuum upstream of fuel supply pump (tank line 94 / 3775 / 3780
plugged), rail pressure does not build up
o o o Injector open, rail pressure does not build up 3775/3778/3779
o o o o Injector damage
x x Delivery connection to injectors leaking, rail pressure does 3775/3778/3779
not build up
o o o o o Metering unit (MProp) blocked, pressure limiting valve open 3775/3776/3777
/ 3780
o x x Fuel supply pump (gear pump) defective 94/3775/3776
/ 3780
o x x High-pressure pump defective, rail pressure does not build 3775/3776/3780
up
o x Return pressure at high-pressure pump too high, 3775/3777/3781
consequently excessive rail pressure (especially when
idling and on the overrun/trailing throttle)

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DEVICE DESCRIPTION

1. Starter does not mesh (does not turn)

2. Starter disengages again after one second
3. Starter turns, engine does not start
4. Engine difcult to start
5. Engine stops, dies
6. Engine cannot be accelerated beyond idling speed
7. Unusual combustion noises when starting
8. Unusual combustion noises
Possible cause of fault SPN
o x x Fuel lter blocked, clogged 94
o o x Wiring to rail pressure sensor or sensor defective 3099
o o o Pressure limiting valve on rail is open/blocked/leaking 3687/3775-2
to 3781
o o o o Wiring to injectors 651 to 656
o o Air cleaner dirty, clogged, engine not receiving any air
x x o Battery voltage too low (less than 9 V) 168/3780
x Wiring from battery to starter interrupted, starter defective 3045
x o Wiring to metering unit (MProp) interrupted 3748/3781
x Engine brake switch actuated
x Incorrect immobiliser ID in FFR/MFR, key teach-in not
performed, reading coil defective

9. Rated speed signicantly reduced

10. Reduced power in all areas
11. Irregular engine running characteristics
12. Engine idling speed unstable, engine “hunts”
13. Large puff of smoke when accelerating
14. High smoke output: white smoke/blue smoke
15. High smoke output at full power
16. Excess pressure in the fuel tank
Possible cause of fault SPN
o o o Camshaft speed sensor polarity reversal 190 / 3752
o o o Crankshaft speed sensor polarity reversal 190 / 3753
o o o Control unit has been programmed with data record
containing incorrect part number
x x Air in the system, rail fuel pressure does not build up, return 94 / 3775 / 3776
stop in supply line defective, ball valve in fuel service centre
sticking
x x o Injector open, rail pressure does not build up 3775/3778/3779
o o o o o o Injector damage

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9. Rated speed signicantly reduced

10. Reduced power in all areas
11. Irregular engine running
12. Engine idling speed unstable, engine “hunting”
13. Lots of smoke produced when accelerating
14. Heavy smoking: White/blue smoke
15. High smoke output at full power
16. Excess pressure in the fuel tank
Possible cause of fault SPN
x x Delivery connection to injectors leaking, rail pressure does 3775/3778/3779
not build up
x o x o Metering unit (MProp) blocked, pressure limiting valve open 3775/3776/3777
/ 3780
o o o High-pressure pump defective, rail pressure does not build 3775/3776/3780
up
o Fuel lter blocked, clogged 94
x o o Wiring to rail pressure sensor or sensor defective 3099
x o o o Pressure limiting valve on rail is open/blocked/leaking 3687/3775-2
to 3781
x x o Wiring to injectors 651 to 656
o o x x Air cleaner dirty, clogged, engine not receiving any air
x o o Intercooler excessive pressure loss (drain condensation, 102
frozen
x x o o Exhaust gas recirculation permanent system deviation, 3004/3746
exhaust gas recirculation ap stiff, wiring to compressed air
cylinder or to proportional valve E-EGR
x Wiring to metering unit (MProp) interrupted 3748/3781
x o Wiring, charge pressure sensor 1080/3088
x Wiring, coolant temperature sensor 3091
x x Flame start system leaking/continuously energised
o o o o Rail choke out of position or damaged
x Tank breather blocked
x Injector pressure ange loose/broken
x Cu sealing ring below injector leaking
x x x Leaks in the charge air system (intercooler, charge air hose)
x Oil in the control unit plug due to leaking injector wiring 651 to 656
harness
x x Monitoring for violation of the upper or lower charge 3081/3745
pressure nominal value (cabling or output stage)

x likely
o possible

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Troubleshooting program

General information
The following troubleshooting program contains all the faults that can be detected by the fault memory.

The sequence of tests corresponds to the numerical succession of fault codes (SPNs), irrespective of the
evaluation of the fault.

This troubleshooting program does not currently fully match the previous SPN list. The missing fault codes
will be added successively.

During initial vehicle testing, the entire fault memory must always be read out and all the stored faults
documented. This is important because troubleshooting involves disconnecting lines and components in the
system, which leads to corresponding fault messages being set and stored. Consequently, the fault memory
should always be deleted after intermediate inspections. If parts have been exchanged, send a printout from
MAN-cats® verifying the fault together with the returned part in order to claim back the costs.

Other procedures are only permitted subject to consultation with the relevant MAN department!

Similarly, control units are only allowed to be exchanged under warranty subject to consultation with the
relevant MAN department.

If a control unit has been exchanged unnecessarily, this action can only be cancelled within 7 days by
means of ex-factory parameterisation.

Repeat the test and delete the fault memory after correcting the fault and checking the repair.

Always delete the fault message and observe the fault before replacing any component or control
unit. If several faults are entered, always start with the test instructions which do not require
components or control units to be replaced. Make sure the ignition is switched off before
commencing repairs and replacing components or control units. If the ignition is not switched off,
faults will be entered in the corresponding control units.

Always test the lines in the following order:

– Discontinuity or contact resistance (e. g. receptacles bent open, connectors or receptacles pushed
back or corroded plug and socket connections)
– Short circuit to negative
– Short circuit to positive
– Short circuit to adjacent lines
– Loose contacts
– Reverse polarity
– Water or moisture in the cable harness
Cable harnesses may be damaged or defective even if the corrugated hose appears undamaged on the
outside!

Break the connection to the control unit before measuring resistance values.

Refer to the wiring diagrams for the vehicle in question!

Please refer to the System Descriptions T 100 (HD-OBD) and T 110 (MAN AdBlue® System).

Use a test box (contact box) and an adapter wiring harness when performing tests relating to the control unit
connector. The pin assignment on the control unit connector is identical to measuring sockets on the test box.

The test box and the accompanying test cables can be obtained from Cartool, Straußenlettenstraße 15,
85053 Ingolstadt, Germany. Test box item number: 97 0 010, test cable item number: 97 0 140

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Test box with test cable

1 Connection, vehicle wiring harness

2 Ground terminals
3 Engine connector A
4 Vehicle connector B
5 Injector connector C
6 Adapter (alternative)

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SPN 94 FUEL SUPPLY PRESSURE

Monitoring strategy: Monitoring whether fuel supply pressure is in the normal range
Effect of fault: Engine can stop, torque is reduced
Possible faults: FMI 1: Fuel supply pressure too high because, e.g.:
– Fuel lter clogged
– Fuel pressure sensor defective
– Overow valve in the high-pressure pump does not deactivate
FMI 2: Fuel supply pressure too low because, e.g.:
– Tank breather blocked
– Pre-lter blocked
– Loose contact on the signal line
– Air in the system
– Fuel pressure at high-pressure pump feed too low due to defective pre-supply
pump
– Fuel system ran dry due to leakage when engine stationary
– Pressure-relief valve defective
FMI 3: Signal implausible
FMI 11: Loose contact
Consequential fault: Possibly SPN 3775-2. 3776, 3779
Note: Please refer to Service Information 180911b

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Fuel system Check according to hydraulic test – Remedy fault in low-pressure circuit in
step list accordance with hydraulic test step list
Fuel pressure sensor, Voltage measurement between – Check lines
voltage supply pin A40 (+) and pin A37 (-) – Check plug connections
Desired value: 4.75 - 5.25 V – Fit new fuel pressure sensor
Fuel pressure sensor, Voltage measurement between
signal voltage pin A20 (+) and pin A37 (-)
Nominal value: 2.33 - 3.43 V

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SPN 100 OIL PRESSURE physical

Monitoring strategy: Monitoring for insufcient oil pressure, loose contact or plausibility of rate of
change of the oil pressure.
Effect of fault: Risk of engine damage, torque is reduced
Possible faults: FMI 2: Pressure too low
FMI 3: Signal implausible
FMI 11: Loose contact on the signal line
Sensor defective

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Oil pressure Desired value: 1.5 - 5.4 bar – Check the oil level
– Check the oil supply
– Check for oil dilution
Oil pressure sensor, Voltage measurement between – Check the signal for plausibility using
supply voltage pin A24 (+) and pin A38 (-) MAN-cats® Monitoring
Desired value: 4.75 - 5.25 V – Check lines
– Check plug connections
Oil pressure sensor, Voltage measurement between
– Replace the oil pressure sensor
signal voltage pin A21 (+) and pin A38 (-)
Desired value: 1.96 - 4.81 V

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SPN 102 CHARGE PRESSURE DOWNSTREAM OF COOLER (in charge-air pipe), physical

Monitoring strategy: Monitoring for loose contact or plausibility of rate of change of charge pressure.
Change compared to simulated charge pressure at temperature less than the
specied threshold. Comparison with atmospheric pressure signal.
Effect of fault: Output of a simulated charge pressure as default value
Possible faults: FMI 3: Signal implausible
FMI 8: Signal defective
FMI 11: Loose contact on the signal line
Charge-pressure sensor stuck (frozen), sensor defective
Intercooler blocked, charge air piping leak
Note: A simulated charge air pressure value is generally used instead. The driver
receives the fault message; however, no restrictions are noticed unless the entire
cooler is frozen, for example. Furthermore, SPN 102 does not have priority 2 in
the case of all FMI. A physical defect classication that reacts to an iced-up
sensor (or even intercooler) is assigned priority 4.

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Boost pressure Pressure sensor pressurised – Check that the sensor and intercooler are
using ALDA tester or Mitywac not iced up
Duo hand pump (absolute – Check the air cleaner
pressure gauge) – Check the charge pressure connection for
Measurement using MAN-cats® leaks
with the engine stopped and the
ignition switched on
Desired value: 0 mbar
Boost pressure sensor, Voltage measurement between – Check the signal for plausibility at idling
supply voltage pin A25 (+) and pin A62 (-) speed using MAN-cats® Monitoring and
Desired value: 4.75 - 5.25 V atmospheric pressure sensor
– Check lines
Boost pressure sensor, Voltage measurement between
– Check plug connections
signal voltage pin A81 (+) and pin A62 (-)
– Fit new charge pressure sensor
Desired values:
0.94 - 1.20 V at 0 bar
1.10 - 1.40 V at 0.2 bar

Table of comparative values

Pressure in bar - 0.5 0 0.5 1 1.5 2 2.5 3

Voltage in volts 0.50 1.07 1.64 2.21 2.78 3.35 3.93 4.50

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DEVICE DESCRIPTION

SPN 105 CHARGE AIR TEMPERATURE UPSTREAM OF CYLINDER INLET (downstream of EGR),
physical

Monitoring strategy: Monitoring for loose contact or plausibility of rate of change of charge air
temperature.
Effect of fault: Default value output, torque reduced
Possible faults: FMI 1: Temperature too high
FMI 2: Temperature too low
FMI 11: Loose contact on the signal line
Sensor defective
Note: In-line engines only.

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Temperature sensor, Resistance measurement – Check the signal for plausibility using
charge air, sensor between pin A76 and pin A57 MAN-cats® Monitoring
resistance Desired value: – Check lines
see table – Check plug connections
– Fit new charge air temperature sensor
Temperature sensor, Voltage measurement between
charge air, sensor pin A76 and pin A57
voltage Desired value:
4.2 - 2.2 V at 0 - 60 °C
EGR ap — – EGR ap open (SPN 3004)

Table of desired values (tolerance ±3%)

Temperature in °C 0 20 40 60 80
Resistance in ohms 5896 2500 1175 595 322
Voltage in volts 4.30 3.74 2.98 2.17 1.48

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SPN 108 ATMOSPHERIC PRESSURE physical

Monitoring strategy: Monitoring for loose contact or plausibility of rate of change of atmospheric
pressure.
Effect of fault: Output of a default value
Possible faults: FMI 3: Signal implausible (rate of change),
FMI 11: Loose contact
Pressure compensation element on control unit damaged or blocked (painted
over?)

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

EDC control unit Check the signal for plausibility – Replace the control unit if no faults can be
at idling speed using MAN-cats® detected
Monitoring and charge pressure
sensor

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DEVICE DESCRIPTION

SPN 110 COOLANT TEMPERATURE physical

Monitoring strategy: Monitoring for loose contact or plausibility

of rate of change of coolant temperature.
Excessive or insufcient temperature.
Effect of fault: Torque reduction if temperature too high
EGR inactive
Possible faults: FMI 1: Temperature too high
FMI 2: Temperature too low
FMI 3: Temperature implausible
FMI 11: Loose contact on the signal line (rate of change of temperature too high)
Sensor defective

Clear the EDC fault memory after remedying the fault. Then switch off the ignition. After EDC run-on (max.
duration 5 sec.), the control unit can be switched on again. The corresponding “normal” OBD fault entry
is also deleted, while the long-term fault memory is not deleted. The fault memory entry is retained for a
further 400 days or 9600 operating hours and is then deleted automatically if the fault is no longer present.

Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and
AdBlue® system or by an electrical defect in the oxygen sensor/output stage, disappears from the long-term
fault memory immediately if the fault is no longer present!

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Temperature sensor, Resistance measurement – Check the signal for plausibility using
coolant, sensor between pin A77 and pin A58 MAN-cats® Monitoring
resistance Desired value: – Check lines
2.05 kΩ ±3% at 25 °C – Check plug connections
– Replace the temperature sensor
Temperature sensor, Voltage measurement between
coolant, sensor voltage pin A77 and pin A58
Desired value:
3.46 - 1.22 V at 30 - 90 °C
Coolant circuit — – See engine repair manual

Table of desired values (tolerance ±3%)

Temperature in °C 0 20 40 60 80
Resistance in ohm 5896 2500 1175 595 322
Voltage in volts 4.30 3.74 2.98 2.17 1.48

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SPN 168 BATTERY VOLTAGE

Monitoring strategy: Monitoring of the voltage limits

Effect of fault: If the battery voltage drops below 7.5V, the EDC control unit is deactivated.
Possible faults: FMI 1: Battery voltage too high
FMI 2: Battery voltage too low

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Voltage supply, EDC Voltage measurement between – Check the signal for plausibility using
control unit pins A01, A07, A12 and A13 (+) MAN-cats® Monitoring
and pins A03, A09, A14 and A15 – Check lines
(-) – Check plug connections
Desired value: – Replace the control unit if no faults can be
20-28V (24V system) detected
10-16V (12V system)
Alternator Voltage, output as per data sheet – If defect classication, repair or t new
alternator
Battery Charge level as per data sheet – If defect classication, t new battery

1st edition 171

DEVICE DESCRIPTION

SPN 171 AMBIENT AIR TEMPERATURE, physical

Monitoring strategy: Monitoring for loose contact or plausibility of rate of change of ambient air
temperature. Excessive or insufcient temperature.
Effect of fault: If an electrical or physical defect is detected, the function provides a default value
for the signal output value.
Possible faults: FMI 1: Temperature too high
FMI 2: Temperature too low
FMI 3: Signal implausible
FMI 11: Loose contact on the signal line
Sensor defective
Note: The signal is provided by the FFR/MFR via the M-CAN.

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Temperature sensor See System Description T 65, test – Check the signal for plausibility using
step list for FFR/MFR MAN-cats® Monitoring
– Check lines
– Check plug connections
– Check the sensor for polarity
reversal
– Fit new sensor

172 1st edition

 DEVICE DESCRIPTION

SPN 173 EXHAUST GAS TEMPERATURE UPSTREAM OF EXHAUST GAS AFTERTREATMENT,

physical

Monitoring strategy: Monitoring for loose contact or plausibility of rate of change of exhaust gas
temperature Excessive or insufcient temperature.
Effect of fault: Torque is reduced
Possible faults: FMI 1: Temperature too high
FMI 2: Temperature too low
FMI 3: Signal implausible
FMI 11: Loose contact on the signal line (rate of change of temperature too high)
Sensor defective

Clear the EDC fault memory after remedying the fault. Then switch off the ignition. After EDC run-on (max.
duration 5 sec.), the control unit can be switched on again. The corresponding “normal” OBD fault entry
is also deleted, while the long-term fault memory is not deleted. The fault memory entry is retained for a
further 400 days or 9600 operating hours and is then deleted automatically if the fault is no longer present.

Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and
AdBlue® system or by an electrical defect in the oxygen sensor/output stage, disappears from the long-term
fault memory immediately if the fault is no longer present!

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Exhaust gas temperature Resistance measurement – Check the signal for plausibility using
sensor, sensor resistance between pin B33 and pin B26 MAN-cats® Monitoring
Desired value: – Check lines
200 - 700 Ω – Check plug connections
– Check the sensor for polarity reversal
Exhaust gas temperature Resistance measurement
– Fit new sensor
sensor, earthing between pin B26 and pin A03
Desired value:
>10 MΩ
Exhaust gas temperature Voltage measurement between
sensor, sensor voltage pin B33 and pin B26
Desired value: 1.08 - 2.30 V at
20 - 700 °C

1st edition 173

DEVICE DESCRIPTION

SPN 174 FUEL TEMPERATURE physical

Monitoring strategy: Monitoring for loose contact or plausibility of rate of change of fuel temperature.
Excessive or insufcient temperature.
Effect of fault: Torque reduction if temperature too high
Possible faults: FMI 1: Temperature too high
FMI 3: Temperature implausible
FMI 11: Loose contact on the signal line (rate of change of temperature too high)
Sensor defective
Note: V engines only

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Fuel temperature Resistance measurement – Check the signal for plausibility using
sensor, sensor between pin A75 and pin A58 MAN-cats® Monitoring
resistance Desired value: – Check lines
2.05 kΩ ±3% at 25 °C – Check plug connections
– Fit new temperature sensor
Fuel temperature Voltage measurement between
sensor, sensor voltage pin A75 and pin A58
Desired value:
3.46 - 1.22 V at 30 - 90°C

Table of desired values (tolerance ±3%)

Temperature in °C 0 20 40 60 80
Resistance in ohms 5896 2500 1175 595 322
Voltage in volts 4.30 3.74 2.98 2.17 1.48

174 1st edition

 DEVICE DESCRIPTION

SPN 190 ENGINE SPEED

Monitoring strategy: Monitoring of the camshaft and crankshaft speed path

Effect of fault: Engine may not start or remain stationary
Possible faults: FMI 1: Signal too high
FMI 3: Signal implausible (see note)
FMI 4: No signal present
FMI 8: Signal defective
FMI 9: Device fault
Note: If the engine is switched off and the ignition switched back on immediately or the
ignition key is released before the engine catches, the coasting movement of the
engine is incorrectly interpreted as turning in reverse and fault 190 is stored.
This fault with FMI 3 and the environmental condition “Synchronisation status 12”
and “Engine speed evaluation without function” can be ignored. There is no need
to replace the speed sensor.

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Speed sensor, crankshaft Resistance measurement – Check the signal for plausibility using
between pin A73 and pin A55 MAN-cats® Monitoring and check the
Desired value: 750 - 1100 Ω state of engine speed acquisition
– Check lines
Speed sensor, camshaft Resistance measurement
– Check plug connections
between pin A72 and pin A54
– Check the sensor for polarity reversal
Desired value: 750 - 1100 Ω
– Fit new engine speed sensor
Speed signal Signal test with oscilloscope
Desired value: see oscilloscope
curves
Distance between speed Desired value: 0.5 - 1.5 mm – Correct the distance
sensor and ywheel

Oscilloscope curves

Camshaft speed sensor signal

measured at 600 rpm between pin
A72 and A54

Crankshaft speed sensor signal

measured at 600 rpm between pin
A73 and A55

1st edition 175

DEVICE DESCRIPTION

SPN 609 CAN MODULE 1

Monitoring strategy: Monitoring for busoff state, CAN module 1

Effect of fault: EDC control unit goes into "Stand-alone mode" (i.e. engine cannot be accelerated
beyond idling speed), torque is reduced
Possible faults: FMI 4: No signal present
FMI 8: Signal defective
FMI 9: Device fault
Note: In the new generation of EDC7 control units (EDC7 C32), the engine CAN can
no longer be tested in the familiar way using the 120-ohm terminating resistor.
The terminating resistor has been replaced internally in the EDC control unit by
RC wiring (dynamic resistor). In other words, the engine CAN can no longer be
measured directly at the FFR/MFR as before when control units are connected
as, in this case, 120 ohms are measured instead of the expected 60 ohms,
leading to the false assumption that the wiring is defective. Measurements can
therefore only be performed when the EDC control unit is disconnected, the
ignition is switched off and the contact box (test box) is connected or using the
oscilloscope!

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

EDC control unit Resistance measurement – Check voltage supply
between pin B21 (CAN-L) and – Check lines
B22 (CAN-H) – Check plug connections
Desired value: ~120 Ω – At approx. 0 Ω, short-circuit from CAN-H
to CAN-L
M-CAN databus Desired value: see oscilloscope
– Replace the control unit or FFR/MFR if
curve
no faults can be detected

CAN High: Channel A

CAN Low: Channel B

176 1st edition

 DEVICE DESCRIPTION

SPN 651 BANK 1 INJECTOR 1 (6-cylinder engine: Cylinder 1; 8-cylinder engine Master: Cylinder 1,
Slave: Cylinder 5; 12-cylinder engine Master: Cylinder 1, Slave: cylinder 12)

Monitoring strategy: Check the current path between the control unit and the injector wiring harness
for discontinuity, short-circuit or other electrical faults
Effect of fault: Power loss, no fuel is injected into the cylinder concerned, torque is reduced
Possible faults: FMI 1: Too high = Solenoid valve output stage short-circuit or other electrical fault
A short circuit can also be caused by oil in the injector wiring harness or control
unit plug (especially in vehicles with high mileage)
FMI 4: No signal present = Discontinuity (injector wiring harness), coil in injector
defective
Note: Although only one SPN is entered in the fault memory of the control unit, there
may also be other cylinders in this cylinder bank that are affected.
The system reacts to faults in different ways, depending on the version of the
EDC control unit. These reactions are explained in more detail in the “SPN list”
section.

Refer to the diagrams for the vehicle in question

Test Measurement Correcting the fault

Activation, injector Check signal shape – Check injector plausibility with MAN-cats®
using clamp-on probe Monitoring "Status of injectors"
(idling) – Check cylinder assignment
– Check lines (including under valve cover)
– Check plug/screw connections (including under
valve cover)
– Replace the control unit if no faults can be detected
Injector coil resistance Resistance – Fit new injector
measurement in
accordance with test
step list
Desired value: < 2 Ω
Rev-up test TRUP Start from MAN-cats® – If there is a line discontinuity in a current path,
and follow the only the defective injector is switched off, i.e. the
instructions rev-up test (TRUP) can be performed and shows
the affected current path
– If there is a short-circuit in a current path to an
injector, all injectors in the affected bank are
switched off, i.e. a 6-cylinder in-line engine then
only runs on three cylinders. TRUP is aborted with
a fault message because the engine is then only
running on two cylinders

1st edition 177

DEVICE DESCRIPTION

SPN 652 BANK 2 INJECTOR 1 (6-cylinder engine: Cylinder 5; 8-cylinder engine Master: Cylinder 2,
Slave: Cylinder 7; 12-cylinder engine Master: Cylinder 2, Slave: cylinder 11)

Monitoring strategy: Check the current path between the control unit and the injector wiring harness
for discontinuity, short-circuit or other electrical faults
Effect of fault: Power loss, no fuel is injected into the cylinder concerned, torque is reduced
Possible faults: FMI 1: Too high = Solenoid valve output stage short-circuit or other electrical fault
A short-circuit can also be caused by oil in the injector wiring harness or control
unit connector (especially in vehicles with high mileage)
FMI 4: No signal present = Discontinuity (injector wiring harness), coil in injector
defective
Note: Although only one SPN is entered in the fault memory of the control unit, there
may also be other cylinders in this cylinder bank that are affected.
The system reacts to faults in different ways, depending on the version of the
EDC control unit. These reactions are explained in more detail in the “SPN list”
section.

Refer to the diagrams for the vehicle in question

Test Measurement Correcting the fault

Activation, injector Check signal shape – Check injector plausibility with MAN-cats®
using clamp-on probe Monitoring "Status of injectors"
(idling) – Check cylinder assignment
– Check lines (including under valve cover)
– Check plug/screw connections (including under
valve cover)
– Replace the control unit if no faults can be detected
Injector coil resistance Resistance – Replace the injector
measurement in
accordance with test
step list
Desired value: < 2 Ω
Rev-up test TRUP Start from MAN-cats® – If there is a line discontinuity in a current path,
and follow the only the defective injector is switched off, i.e. the
instructions rev-up test (TRUP) can be performed and shows
the affected current path
– If there is a short-circuit in a current path to an
injector, all injectors in the affected bank are
switched off, i.e. a 6-cylinder in-line engine then
only runs on three cylinders. TRUP is aborted with
a fault message because the engine is then only
running on two cylinders

178 1st edition

 DEVICE DESCRIPTION

SPN 653 BANK 1 INJECTOR 2 (6-cylinder engine: Cylinder 3; 8-cylinder engine Master: Cylinder 3,
Slave: Cylinder 6; 12-cylinder engine Master: Cylinder 3, Slave: cylinder 10)

Monitoring strategy: Check the current path between the control unit and the injector wiring harness
for discontinuity, short-circuit or other electrical faults
Effect of fault: Power loss, no fuel is injected into the cylinder concerned, torque is reduced
Possible faults: FMI 1: Too high = Solenoid valve output stage short-circuit or other electrical fault
A short-circuit can also be caused by oil in the injector wiring harness or control
unit connector (especially in vehicles with high mileage)
FMI 4: No signal present = Discontinuity (injector wiring harness), coil in injector
defective
Note: Although only one SPN is entered in the fault memory of the control unit, there
may also be other cylinders in this cylinder bank that are affected.
The system reacts to faults in different ways, depending on the version of the
EDC control unit. These reactions are explained in more detail in the “SPN list”
section.

Refer to the diagrams for the vehicle in question

Test Measurement Correcting the fault

Activation, injector Check signal shape – Check injector plausibility with MAN-cats®
using clamp-on probe Monitoring "Status of injectors"
(idling) – Check cylinder assignment
– Check lines (including under valve cover)
– Check plug/screw connections (including under
valve cover)
– Replace the control unit if no faults can be detected
Injector coil resistance Resistance – Replace the injector
measurement in
accordance with test
step list
Desired value: < 2 Ω
Rev-up test TRUP Start from MAN-cats® – If there is a line discontinuity in a current path,
and follow the only the defective injector is switched off, i.e. the
instructions rev-up test (TRUP) can be performed and shows
the affected current path
– If there is a short-circuit in a current path to an
injector, all injectors in the affected bank are
switched off, i.e. a 6-cylinder in-line engine then
only runs on three cylinders. TRUP is aborted with
a fault message because the engine is then only
running on two cylinders

1st edition 179

DEVICE DESCRIPTION

SPN 654 BANK 2 INJECTOR 2 (6-cylinder engine: Cylinder 6; 8-cylinder engine Master: Cylinder 4,
Slave: Cylinder 8; 12-cylinder engine Master: Cylinder 6, Slave: cylinder 7)

Monitoring strategy: Check the current path between the control unit and the injector wiring harness
for discontinuity, short-circuit or other electrical faults
Effect of fault: Power loss, no fuel is injected into the cylinder concerned, torque is reduced
Possible faults: FMI 1: Too high = Solenoid valve output stage short-circuit or other electrical fault
A short-circuit can also be caused by oil in the injector wiring harness or control
unit connector (especially in vehicles with high mileage)
FMI 4: No signal present = Discontinuity (injector wiring harness), coil in injector
defective
Note: Although only one SPN is entered in the fault memory of the control unit, there
may also be other cylinders in this cylinder bank that are affected.
The system reacts to faults in different ways, depending on the version of the
EDC control unit. These reactions are explained in more detail in the “SPN list”
section.

Refer to the diagrams for the vehicle in question

Test Measurement Correcting the fault

Activation, injector Check signal shape – Check injector plausibility with MAN-cats®
using clamp-on probe Monitoring "Status of injectors"
(idling) – Check cylinder assignment
– Check lines (including under valve cover)
– Check plug/screw connections (including under
valve cover)
– Replace the control unit if no faults can be detected
Injector coil resistance Resistance – Replace the injector
measurement in
accordance with test
step list
Desired value: < 2 Ω
Rev-up test TRUP Start from MAN-cats® – If there is a line discontinuity in a current path,
and follow the only the defective injector is switched off, i.e. the
instructions rev-up test (TRUP) can be performed and shows
the affected current path
– If there is a short-circuit in a current path to an
injector, all injectors in the affected bank are
switched off, i.e. a 6-cylinder in-line engine then
only runs on three cylinders. TRUP is aborted with
a fault message because the engine is then only
running on two cylinders

180 1st edition

 DEVICE DESCRIPTION

SPN 655 BANK 1 INJECTOR 3 (6-cylinder engine: Cylinder 2; 12-cylinder engine Master: Cylinder
5, Slave: cylinder 8)

Monitoring strategy: Check the current path between the control unit and the injector wiring harness
for discontinuity, short-circuit or other electrical faults
Effect of fault: Torque is reduced
Possible faults: FMI 1: Too high = Solenoid valve output stage short-circuit or other electrical fault
A short-circuit can also be caused by oil in the injector wiring harness or control
unit connector (especially in vehicles with high mileage)
FMI 4: No signal present = Discontinuity (injector wiring harness), coil in injector
defective
Note: Although only one SPN is entered in the fault memory of the control unit, there
may also be other cylinders in this cylinder bank that are affected.
The system reacts to faults in different ways, depending on the version of the
EDC control unit. These reactions are explained in more detail in the “SPN list”
section.

Refer to the diagrams for the vehicle in question

Test Measurement Correcting the fault

Activation, injector Check signal shape – Check injector plausibility with MAN-cats®
using clamp-on probe Monitoring "Status of injectors"
(idling) – Check cylinder assignment
– Check lines (including under valve cover)
– Check plug/screw connections (including under
valve cover)
– Replace the control unit if no faults can be detected
Injector coil resistance Resistance – Replace the injector
measurement in
accordance with test
step list
Desired value: < 2 Ω
Rev-up test TRUP Start from MAN-cats® – If there is a line discontinuity in a current path,
and follow the only the defective injector is switched off, i.e. the
instructions rev-up test (TRUP) can be performed and shows
the affected current path
– If there is a short-circuit in a current path to an
injector, all injectors in the affected bank are
switched off, i.e. a 6-cylinder in-line engine then
only runs on three cylinders. TRUP is aborted with
a fault message because the engine is then only
running on two cylinders

1st edition 181

DEVICE DESCRIPTION

SPN 656 BANK 2 INJECTOR 3 (6-cylinder engine: Cylinder 4; 12-cylinder engine Master: Cylinder
4, Slave: cylinder 9)

Monitoring strategy: Check the current path between the control unit and the injector wiring harness
for discontinuity, short-circuit or other electrical faults
Effect of fault: Torque is reduced
Possible faults: FMI 1: Too high = Solenoid valve output stage short-circuit or other electrical fault
A short-circuit can also be caused by oil in the injector wiring harness or control
unit connector (especially in vehicles with high mileage)
FMI 4: No signal present = Discontinuity (injector wiring harness), coil in injector
defective
Note: Although only one SPN is entered in the fault memory of the control unit, there
may also be other cylinders in this cylinder bank that are affected.
The system reacts to faults in different ways, depending on the version of the
EDC control unit. These reactions are explained in more detail in the “SPN list”
section.

Refer to the diagrams for the vehicle in question

Test Measurement Correcting the fault

Activation, injector Check signal shape – Check injector plausibility with MAN-cats®
using clamp-on probe Monitoring "Status of injectors"
(idling) – Check cylinder assignment
– Check lines (including under valve cover)
– Check plug/screw connections (including under
valve cover)
– Replace the control unit if no faults can be detected
Injector coil resistance Resistance – Replace the injector
measurement in
accordance with test
step list
Desired value: < 2 Ω
Rev-up test TRUP Start from MAN-cats® – If there is a line discontinuity in a current path,
and follow the only the defective injector is switched off, i.e. the
instructions rev-up test (TRUP) can be performed and shows
the affected current path
– If there is a short-circuit in a current path to an
injector, all injectors in the affected bank are
switched off, i.e. a 6-cylinder in-line engine then
only runs on three cylinders. TRUP is aborted with
a fault message because the engine is then only
running on two cylinders

182 1st edition

 DEVICE DESCRIPTION

SPN 1079 SUPPLY, RAIL PRESSURE SENSOR

Monitoring strategy: Checking for short-circuit to ground or +Ubat and line interruption
Effect of fault: Sensor may supply no values or incorrect values.
Pressure limiting valve opens, engine keeps running with 800 bar rail pressure.
Torque is reduced.
Possible faults: FMI 4: Supply line discontinuity
FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +Ubat
Sensor defective

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Supply voltage, rail Voltage measurement between – Check lines
pressure sensor pin A43 and pin A61 – Check plug connections
Desired value: 4.75 - 5.25 V – Fit new rail pressure sensor
– Replace the control unit if no faults can be
detected

1st edition 183

DEVICE DESCRIPTION

SPN 1080 SUPPLY, FUEL LOW PRESSURE, CHARGE PRESSURE OIL PRESSURE AND EXHAUST
GAS RELATIVE PRESSURE SENSOR

Monitoring strategy: Check for short-circuit to ground or +Ubat and line interruption
Effect of fault: Sensors deliver incorrect values or no values, torque is reduced
Possible faults: FMI 4: Supply line discontinuity
FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +Ubat
Sensor defective

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Voltage supply, fuel Voltage measurement between – Check lines
pressure sensor pin A40 and pin A37 – Check plug connections
Desired value: 4.75 - 5.25 V – Fit new sensor
– Replace the control unit if no faults can be
Voltage supply, charge Voltage measurement between
detected
pressure sensor pin A25 and pin A62
Desired value: 4.75 - 5.25 V
Voltage supply, oil Voltage measurement between
pressure sensor pin A24 and pin A38
Desired value: 4.75 - 5.25 V

Voltage supply, exhaust Voltage measurement between

gas relative pressure pin A41 and pin A59
sensor Desired value: 4.75 - 5.25 V

184 1st edition

 DEVICE DESCRIPTION

SPN 1131 CHARGE AIR TEMPERATURE DOWNSTREAM OF COOLER (in charge-air pipe), physical

Monitoring strategy: Monitoring for loose contact or plausibility of rate of change of charge air
temperature
Effect of fault: Default value output, torque reduced
Possible faults: FMI 1: Temperature too high
FMI 2: Temperature too low
FMI 3: Signal implausible (rate of change)
FMI 11: Loose contact on the signal line

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Temperature sensor, Resistance measurement – Check the signal for plausibility using
charge air, sensor between pin A70 and pin A62 MAN-cats® Monitoring
resistance Desired value: – Check lines
see table – Check plug connections
– Fit new charge air temperature sensor
Temperature sensor, Voltage measurement between
charge air, sensor pin A70 and pin A62
voltage Desired value:
4.2 - 2.2 V at 0 - 60 °C

Table of desired values (tolerance ±3%)

Temperature in °C 0 20 40 60 80
Resistance in ohm 5896 2500 1175 595 322
Voltage in volts 4.30 3.74 2.98 2.17 1.48

1st edition 185

DEVICE DESCRIPTION

SPN 3004 EGR CONTROLLER STEADY-STATE DEVIATION

Monitoring strategy: Monitoring for steady-state deviation

Effect of fault: EGR not functioning, torque is reduced
Possible faults: FMI 1: EGR ap open
FMI 2: EGR ap closed
Nominal position of ap acc. to duty factor does not match the actual position
acc. to dry-reed contact
Note: In-line engines with EGR only

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

EGR feedback (only if Resistance measurement – Perform actuator test with MAN-cats®
uncontrolled EGR is tted) between pin A23 and A22 (does positioning cylinder extend?)
Desired value: < 2 Ω – Check lines
– Check plug connections
EGR feedback in case of Voltage measurement between
– Fit new EGR controller
controlled EGR pin A32 and A39
– Replace the control unit if no faults can
Desired value: 4.75 - 5.25 V
be detected
(idling)
Voltage measurement between
pin A87 and A39
Desired value: 0.50 - 0.90 V
(idling)
EGR activation Resistance measurement
between pin A17 and A11
Desired value: 25 - 110 Ω
EGR ap Flap actuation ease of – Repair or t new EGR ap
movement
Compressed air feed — – Check compressed air supply

186 1st edition

 DEVICE DESCRIPTION

SPN 3007 DM4-REQUEST INVALID

Monitoring strategy: Monitoring of messages that are sent in a dened time grid or on request on the
FFR/MFR CAN
Effect of fault: Fault memory cannot be read out on display via menu
Possible faults: FMI 8: Signal defective
Invalid FFR/MFR request to send a DM4 message (fault memory)
Note: In the new generation of EDC7 control units (EDC7 C32), the engine CAN can
no longer be tested in the familiar way using the 120-ohm terminating resistor.
The terminating resistor has been replaced internally in the EDC control unit by
RC wiring (dynamic resistor). In other words, the engine CAN can no longer be
measured directly at the FFR/MFR as before when control units are connected
as, in this case, 120 ohms are measured instead of the expected 60 ohms,
leading to the false assumption that the wiring is defective. Measurements can
therefore only be performed when the EDC control unit is disconnected, the
ignition is switched off and the contact box (test box) is connected or using the
oscilloscope!

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Vehicle data le – Check control unit parameterisation
Control unit, EDC Resistance measurement – Check voltage supply
between pin B21 (CAN-L) and – Check lines
B22 (CAN-H) – Check plug connections
Desired value: ~120 Ω – At approx. 0 Ω, short-circuit from CAN-H
to CAN-L

1st edition 187

DEVICE DESCRIPTION

SPN 3009 ENGINE OVERREVVING

Monitoring strategy: Check to determine whether limit speed has been exceeded
Effect of fault: Danger of engine damage!
Injection is blocked until the speed has dropped below the specied threshold.
Limiting: D20 and D26: 2200 rpm; D286x: 2500 rpm
Torque is reduced
Possible faults: FMI 1: Speed too high
Incorrect operation, driving error (e. g. incorrect gear selected)

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Vehicle management Read out trend data – No further measures required
computer

188 1st edition

 DEVICE DESCRIPTION

SPN 3014 MAIN RELAY BLOCKED

Monitoring strategy: Fault if the control unit is still energised after a certain time following deactivation
of terminal 15
Effect of fault: Battery can discharge if vehicle left at standstill for a prolonged period of time
Possible faults: Main relay integrated in control unit defective
FMI 2: Signal too low
FMI 3: Signal implausible
FMI 4: No signal present

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Main relay in EDC Voltage measurement with ignition ON – Check lines
control unit between pin B36 and A03 – Replace the control unit if no faults
Ignition on can be detected
Desired value: Ubat
Ignition off
Desired value: 0 V
Voltage measurement, main relay,
between pin A40 and A03
Ignition on
Desired value: 4.74 - 5.25 V
Ignition off
Desired value: 0 V

Note: When engine is stationary, pin A40 must switch to 0 V with a delay of 0.5 to 5 seconds after the
ignition has been switched off

Ignition ON Ignition OFF

Channel A: Ignition pin B36

Channel B: Main relay pin A40

1st edition 189

DEVICE DESCRIPTION

SPN 3046 ATMOSPHERIC PRESSURE SENSOR

Monitoring strategy: Monitoring of the atmospheric pressure sensor signal for voltage limits and AP
blocking
Effect of fault: If charge pressure sensor is defective: Default value 1000 mbar, otherwise the
same as the charge pressure at idling
Possible faults: FMI 4: No signal, AP channel blocked, control unit fault
FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +Ubat
Note: Also see SPN 108

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Control unit Check the signal for plausibility – Replace the control unit if no faults can be
at idling speed using MAN-cats® detected
Monitoring and charge pressure
sensor

190 1st edition

 DEVICE DESCRIPTION

SPN 3063 RUN-ON NOT COMPLETE

Monitoring strategy: Monitoring to check whether the last two run-on operations were completed
correctly
Effect of fault: No faults can be stored in EDC
Possible faults: FMI 1: The last two run-on operations were not completed correctly
Consequential fault: If the voltage supply connection is defective, this fault can also cause faults 3082,
3087 and 3751.

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Control unit voltage Voltage measurement between – Check the signal for plausibility using
supply pins A01, A07, A12 and A13 (+) MAN-cats® Monitoring
and pins A03, A09, A14 and A15 – Check lines
(-) – Check plug connections
Desired value: 20 - 28 V – Replace the control unit if no faults can be
detected

1st edition 191

DEVICE DESCRIPTION

SPN 3064 EDC STAND-ALONE MODE

Monitoring strategy: Monitoring of the idling speed request from the FFR/MFR by central monitoring
logic
Effect of fault: EDC control unit goes into "Stand-alone mode" (i.e. engine cannot be accelerated
beyond idling speed), torque is reduced
Possible faults: FMI 1: Communication with the FFR/MFR is not possible or the FFR/MFR is
requesting stand-alone operation
Note: In the new generation of EDC7 control units (EDC7 C32), the engine CAN can
no longer be tested in the familiar way using the 120-ohm terminating resistor.
The terminating resistor has been replaced internally in the EDC control unit by
RC wiring (dynamic resistor). In other words, the engine CAN can no longer be
measured directly at the FFR/MFR as before when control units are connected
as, in this case, 120 ohms are measured instead of the expected 60 ohms,
leading to the false assumption that the wiring is defective. Measurements can
therefore only be performed when the EDC control unit is disconnected, the
ignition is switched off and the contact box (test box) is connected or using the
oscilloscope!

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

EDC control unit Resistance measurement – Check voltage supply
between pin B21 (CAN-L) and – Check lines
B22 (CAN-H) – Check plug connections
Desired value: ~120 Ω – At approx. 0 Ω, short-circuit from CAN-H
to CAN-L
– Replace the FFR/MFR if no faults can be
detected

192 1st edition

 DEVICE DESCRIPTION

SPN 3069 REDUNDANT ENGINE SPEED MONITORING

Monitoring strategy: Comparison of the actual speed with a calculated value

Effect of fault: A recovery (control unit reset) is performed. Torque is reduced
Possible faults: FMI 1: Speed deviation too high

1st edition 193

DEVICE DESCRIPTION

SPN 3076 IMMOBILISER ENABLE

Monitoring strategy: Monitoring of pairing recognition, EDC-FFR/MFR

Effect of fault: Starter turns, engine does not start
Possible faults: FMI 9: Immobiliser ID in FFR/MFR and EDC control unit do not match

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

FFR/MFR-EDC pairing MAN-cats® diagnosis – Correct pairing
Vehicle data le MAN-cats® parameterisation – Check control unit parameterisation
Read coil — – Check lines
– Check plug connections
– Fit new read coil

194 1st edition

 DEVICE DESCRIPTION

SPN 3077 IMMOBILISER ENABLE

Monitoring strategy: Monitoring of pairing recognition, EDC-FFR/MFR

Effect of fault: Starter turning, engine does not start
Possible faults: FMI 3: No quantity due to timeout when sending the FFR/MFR ID, i. e. the
FFR/MFR does not detect FFR/MFR ID within a dened time period

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

FFR/MFR-EDC pairing MAN-cats® diagnosis – Check pairing and correct if necessary
Vehicle data le MAN-cats® parameterisation – Check control unit parameterisation

1st edition 195

DEVICE DESCRIPTION

SPN 3082 PLAUSIBILITY, OIL PRESSURE SENSOR

Monitoring strategy: When the engine is stationary, the oil pressure is checked to see if it is below a
specied threshold or is falling.
When the engine is running and at operating temperature, a check is performed
whether two different engine speeds also produce two different oil pressure
values
Possible faults: FMI 1: Engine stationary and oil pressure > 0.5 bar
FMI 3: Engine running at different speeds and oil pressure does not change

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Oil pressure when the Desired value: 1.5 - 5.4 bar – Check the oil level
engine is running The oil pressure must change – Check the oil circuit for leaks downstream
when the engine speed changes of the oil pump
Oil pressure when Desired value: > 0.5 bar – Check the oil pressure sensor and renew
stationary as necessary
Oil pressure sensor, Voltage measurement between – Check the signal for plausibility using
supply voltage pin A24 (+) and pin A38 (-) MAN-cats® Monitoring
Desired value: 4.75 - 5.25 V – Check lines (including ground lead in MP
box)
Oil pressure sensor, Voltage measurement between
– Check plug connections
signal voltage pin A21 (+) and pin A38 (-)
– Replace the oil pressure sensor
Desired value: 1.96 - 4.81 V

196 1st edition

 DEVICE DESCRIPTION

SPN 3083 PLAUSIBILITY, RAIL PRESSURE SENSOR

Monitoring strategy: Monitoring to check whether rail pressure falls to atmospheric pressure level
when engine is stationary
Possible faults: FMI 1: Sensor voltage too high when engine stationary
FMI 2: Sensor voltage too low when engine stationary

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Rail pressure sensor Voltage measurement between – Check lines
supply voltage pin A43 and pin A61 – Check plug connections
Desired value: 4.75 - 5.25 V – Fit new rail pressure sensor
Rail pressure sensor Voltage measurement between
signal voltage pin A80 and pin A61
Desired value: 1.01 - 1.60 V

1st edition 197

DEVICE DESCRIPTION

SPN 3087 OIL PRESSURE SENSOR

Effect of fault: Output default value 1 bar

Possible faults: FMI 4: No signal present, AP channel blocked, control unit fault
FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +Ubat
Sensor defective

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Oil pressure sensor, Voltage measurement between – Check lines
supply voltage pin A24 (+) and pin A38 (-) – Check plug connections
Desired value: 4.75 - 5.25 V – Fit new oil pressure sensor
– Also see SPN 1080
Oil pressure sensor, Voltage measurement between
signal voltage pin A21 (+) and pin A38 (-)
Desired value: 1.96 - 4.81 V

198 1st edition

 DEVICE DESCRIPTION

SPN 3088 CHARGE PRESSURE SENSOR DOWNSTREAM OF COOLER (in charge-air pipe)

Monitoring strategy: Monitoring of the voltage limits (supply voltage, sensor voltage) and AP blocking
Effect of fault: Output of a simulated charge pressure as default value
Torque reduction in case of V engine
Possible faults: FMI 3: Signal implausible
FMI 4: No signal present, AP channel blocked, control unit fault
FMI 5: Short-circuit to ground (see note)
FMI 6: Short-circuit to +Ubat
Sensor defective
Note: If there is a turbo defect and the turbo no longer builds up charge pressure, this
fault is indicated wrongly as FMI 5 (short-circuit to ground) and not as FMI 2
(charge pressure too low). This is misleading as, in this case, the fault is wrongly
sought on the electrical side.

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Boost pressure sensor, Voltage measurement between – Check lines
supply voltage pin A25 (+) and pin A62 (-) – Check plug connections
Desired value: 4.75 - 5.25 V – Replace the charge pressure sensor
– Check the turbocharger (see note above)
Boost pressure sensor, Voltage measurement between
signal voltage pin A81 (+) and pin A62 (-)
Desired values:
0.94 - 1.20 V at 0 bar
1.10 - 1.40 V at 0.2 bar

Table of comparative values

Pressure in bar - 0.5 0 0.5 1 1.5 2 2.5 3

Voltage in volts 0.50 1.07 1.64 2.21 2.78 3.35 3.93 4.50

1st edition 199

DEVICE DESCRIPTION

SPN 3089 CHARGE AIR TEMPERATURE SENSOR UPSTREAM OF CYLINDER INLET (downstream of
EGR)

Monitoring strategy: Monitoring of the voltage limits (supply voltage, sensor voltage) and AP blocking
Effect of fault: Output, default value
Possible faults: FMI 4: No signal present, AP channel blocked, control unit fault
FMI 5: Short-circuit to ground
FMI 10: Discontinuity
Sensor defective
Note: In-line engines only

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Temperature sensor, Resistance measurement – Check lines
sensor resistance between pin A76 and pin A57 – Check plug connections
Desired value: see table – Replace the temperature sensor
Temperature sensor, Voltage measurement between
sensor voltage pin A76 and pin A57
Desired value: 4.2 - 2.2 V at 0 -
60 °C

Table of desired values (tolerance ±3%)

Temperature in °C 0 20 40 60 80
Resistance in ohms 5896 2500 1175 595 322
Voltage in volts 4.30 3.74 2.98 2.17 1.48

200 1st edition

 DEVICE DESCRIPTION

SPN 3091 COOLANT TEMPERATURE SENSOR

Monitoring strategy: Monitoring of the voltage limits (sensor voltage) and AP blocking
Effect of fault: Default value output
Torque is reduced
Possible faults: FMI 4: No signal present, AP channel blocked, control unit fault
FMI 5: Short-circuit to ground between pin A77 and pin A03
FMI 6: Short-circuit to +Ubat between pin A77 and pin A01
FMI 10: Sensor line discontinuity
Sensor defective

Clear the EDC fault memory after remedying the fault. Then switch off the ignition. After EDC run-on (max.
duration 5 sec.), the control unit can be switched on again. The corresponding “normal” OBD fault entry
is also deleted, while the long-term fault memory is not deleted. The fault memory entry is retained for a
further 400 days or 9600 operating hours and is then deleted automatically if the fault is no longer present.

Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and
AdBlue® system or by an electrical defect in the oxygen sensor/output stage, disappears from the long-term
fault memory immediately if the fault is no longer present!

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Temperature sensor, Voltage measurement between – Check lines
sensor voltage pin A77 and pin A58 – Check plug connections
Desired value: 3.46 - 1.22 V at – Replace the temperature sensor
30 - 90 °C

Table of desired values (tolerance ±3%)

Temperature in °C 0 20 40 60 80
Resistance in ohms 5896 2500 1175 595 322
Voltage in volts 4.30 3.74 2.98 2.17 1.48

1st edition 201

DEVICE DESCRIPTION

SPN 3097 fuel temperature sensor

Monitoring strategy: Monitoring of the voltage limits (supply voltage and sensor voltage) and AP
blocking
Effect of fault: Default value output
Possible faults: FMI 4: No signal present, AP channel blocked, control unit fault
FMI 5: Short-circuit to ground between pin A75 and pin A03
FMI 10: Sensor line discontinuity, sensor defective
Sensor defective

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Temperature sensor, Voltage measurement between – Check the lines
sensor voltage pin A75 and pin A58 – Check the plug connections
Desired value: 3.46 - 1.22 V at – Replace the temperature sensor
30 - 90 °C

Table of desired values (tolerance ±3%)

Temperature in °C 0 20 40 60 80
Resistance in ohms 5896 2500 1175 595 322
Voltage in volts 4.30 3.74 2.98 2.17 1.48

202 1st edition

 DEVICE DESCRIPTION

SPN 3099 RAIL PRESSURE SENSOR

Monitoring strategy: Monitoring of the voltage limits (supply voltage, sensor voltage) and AP blocking
Effect of fault: Pressure limiting valve opens, engine keeps running with 800 bar rail pressure.
Torque is reduced
Possible faults: FMI 1: Rail pressure too high
FMI 4: No signal present, AP channel blocked, control unit fault
FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +Ubat
Sensor defective

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Rail pressure sensor Voltage measurement between – Check lines
supply voltage pin A43 and pin A61 – Check plug connections
Desired value: 4.75 - 5.25 V – Fit new rail pressure sensor
– If no fault can be detected, determine the
Rail pressure sensor Voltage measurement between
reason for the opening of the pressure
signal voltage pin A80 and pin A61
limiting valve as per the hydraulic test step
Desired value: 1.01 - 1.60 V
list

Sensor curve

1st edition 203

DEVICE DESCRIPTION

SPN 3100 FUEL PRESSURE SENSOR (LOW-PRESSURE)

Monitoring strategy: Monitoring of the voltage limits (supply voltage, sensor voltage) and AP blocking
Possible faults: FMI 4: No signal present, AP channel blocked, control unit fault
FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +Ubat
Sensor defective

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Fuel pressure sensor, Voltage measurement between – Check lines
voltage supply pin A40 (+) and pin A37 (-) – Check plug connections
Desired value: 4.75 - 5.25 V – Fit new fuel pressure sensor
Fuel pressure sensor, Voltage measurement between
signal voltage pin A20 (+) and pin A37 (-)
Desired value: 2.33 - 3.43 V

204 1st edition

 DEVICE DESCRIPTION

SPN 3671 ERROR DURING EEPROM READING

Monitoring strategy: Monitoring of the storage procedure in running-on

Effect of fault: Fault memory and learned data of EDC cannot be stored during control unit
run-on
Possible faults: FMI 9: EEPROM checksum check defective because EEPROM defective or
saving (fault memory etc.) was interrupted during last run-on.

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Check run-on — – See test for main relay (SPN 3014)
EDC control unit — – Fit new control unit (only after consultation
with the department responsible)

1st edition 205

DEVICE DESCRIPTION

SPN 3673 CAN MODULE 2 (OBD-CAN or Master-Slave CAN)

Monitoring strategy: Monitoring of CAN module 2 (OBD-CAN for in-line engine or Master-Slave CAN
for V engine)
Effect of fault: OBD-CAN: No communication with OBD socket
Master-Slave CAN: Slave control unit blocks injection quantity, engine keeps
running with one bank of cylinders (output halved)
Torque is reduced
Possible faults: CAN module 2 Busoff state
FMI 4: No signal present
FMI 8: Signal defective
FMI 9: Device fault
Note: In in-line engines, the OBD-CAN is on pin B25 and pin B32. In V engines with
MAN AdBlue® system, the OBD-CAN is on pin B25 and pin B32 of the Slave
control unit. The A-CAN (exhaust gas aftertreatment CAN) is on pin B25 and Pin
B32 of the Master control unit. In in-line engines with MAN AdBlue® system, the
A-CAN is on pin B27 and pin B45.

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

CAN connection to Resistance measurement – Check voltage supply
OBD socket between pin B25 (OBD-CAN-H) – Check lines
and pin B32 (OBD-CAN-L) – Check plug connections
Desired value: 115 - 125 Ω – At approx. 0 Ω, short-circuit from CAN-H to
CAN-L
Master-Slave CAN Resistance measurement
between pin B27 of the Master
control unit and pin B27 of the
Slave control unit (CAN2-H) and
between pin B45 of the Master
control unit and pin B45 of the
Slave control unit (CAN2-L)
Desired value: < 2 Ω

206 1st edition

 DEVICE DESCRIPTION

SPN 3676 DEFECTIVE REDUNDANT SHUT-OFF DEVICE (TEST DURING RUN-ON)

Monitoring strategy: Checking of output stage shut-off to the injectors in run-on

Effect of fault: The engine stops
Possible faults: FMI 9: Overvoltage protection defective

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Control unit, EDC — – Fit new control unit (only after consultation
with the department responsible)

1st edition 207

DEVICE DESCRIPTION

SPN 3678 BOOSTER VOLTAGE CAPACITOR BANK 1

Monitoring strategy: Monitoring of the booster voltage of the bank 1 injectors for voltage limits,
short-circuit and plausibility
Effect of fault: No injection in the cylinder concerned
Possible faults: Bank 1 injectors not working, electrical discontinuity
FMI 1: Signal too high
FMI 2: Signal too low
FMI 3: Signal implausible
FMI 4: No signal present
FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +Ubat
FMI 8: Signal defective

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Activation, injector Check signal shape using – Check injector plausibility with
clamp-on probe (idling) MAN-cats® Monitoring "Status of
injectors"
– Check cylinder assignment
– Check lines (including under valve
cover)
– Check plug/screw connections
(including under valve cover)
– Replace the control unit if no faults can
be detected
Injector coil resistance Resistance measurement in – Replace the injector
accordance with test step list
Desired value: < 2 Ω
Rev-up test TRUP Start from MAN-cats® and follow – If there is a line discontinuity in a
the instructions current path, only the defective injector
is switched off, i.e. the rev-up test
(TRUP) can be performed and shows
the affected current path
– If there is a short-circuit in a current path
to an injector, all injectors in the affected
bank are switched off, i.e. a 6-cylinder
in-line engine then only runs on three
cylinders. TRUP is aborted with a fault
message because the engine is then
only running on two cylinders

208 1st edition

 DEVICE DESCRIPTION

SPN 3679 BOOSTER VOLTAGE CAPACITOR BANK 2

Monitoring strategy: Monitoring of the booster voltage of the bank 2 injectors for voltage limits,
short-circuit and plausibility
Effect of fault: No injection in the cylinder concerned
Possible faults: Bank 2 injectors not working, electrical discontinuity
FMI 1: Signal too high
FMI 2: Signal too low
FMI 3: Signal implausible
FMI 4: No signal present
FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +Ubat
FMI 8: Signal defective

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Activation, injector Check signal shape using – Check injector plausibility with
clamp-on probe (idling) MAN-cats® Monitoring "Status of
injectors"
– Check cylinder assignment
– Check lines (including under valve
cover)
– Check plug/screw connections
(including under valve cover)
– Replace the control unit if no faults can
be detected
Injector coil resistance Resistance measurement in – Replace the injector
accordance with test step list
Desired value: < 2 Ω
Rev-up test TRUP Start from MAN-cats® and follow – If there is a line discontinuity in a
the instructions current path, only the defective injector
is switched off, i.e. the rev-up test
(TRUP) can be performed and shows
the affected current path
– If there is a short-circuit in a current path
to an injector, all injectors in the affected
bank are switched off, i.e. a 6-cylinder
in-line engine then only runs on three
cylinders. TRUP is aborted with a fault
message because the engine is then
only running on two cylinders

1st edition 209

DEVICE DESCRIPTION

SPN 3687 PRESSURE LIMITING VALVE DOES NOT OPEN

Monitoring strategy: Monitoring to check whether pressure limiting valve opens

Effect of fault: The engine stops
Possible faults: FMI 9: Pressure limiting valve is mechanically blocked
Consequential fault: This fault occurs in conjunction with SPN 3099. Determine the reason for the
forcing open!

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Pressure limiting valve — – Check that the return line is clear
– Replace the pressure limiting valve

210 1st edition

 DEVICE DESCRIPTION

SPN 3732 DEFECT CLASSIFICATION FOR INITIALISATION

Monitoring strategy: Monitoring of the test device for the overvoltage test
Possible faults: FMI 1: Internal test device for overvoltage test in EDC control unit defective

Refer to the wiring diagrams for the vehicle in question

Test Measurement Correcting the fault

EDC control unit — – Fit new control unit (only after consultation
with the department responsible)

1st edition 211

DEVICE DESCRIPTION

SPN 3735 EDC-INTERNAL TEMPERATURE

Monitoring strategy: Monitoring of EDC internal temperature (voltage limits and AP blocking)
Effect of fault: Output default value 60 °C
Possible faults: FMI 4: No signal present, AP channel blocked, control unit fault
FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +Ubat

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Control unit, EDC — – No measures necessary

212 1st edition

 DEVICE DESCRIPTION

SPN 3736 OUTPUT STAGE SHUT-OFF BY EDC HARDWARE

Monitoring strategy: Monitoring of the output stages for faults in watchdog communication

Effect of fault: The engine stops

Possible faults: FMI 1: Overvoltage
FMI 8: Signal defective
FMI 9: Device fault

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Control unit, EDC — – Fit new control unit (only after consultation
with the department responsible)

1st edition 213

DEVICE DESCRIPTION

SPN 3746 HIGHSIDE OUTPUT STAGE, EXHAUST GAS RECIRCULATION

Monitoring strategy: Monitoring of the output stage for short-circuit to ground or +Ubat and discontinuity
Effect of fault: Shut-off of output stage (reversible), pressure limiting valve opens, engine keeps
running at 800 bar rail pressure.
Possible faults: FMI 4: No signal present
FMI 5: Short-circuit to ground between pin A17 and pin A03
FMI 6: Short-circuit to +Ubat between pin A17 and pin A01
FMI 10: Sensor line discontinuity
EGR positioning cylinder or E-EGR proportional valve defective

Clear the EDC fault memory after remedying the fault. Then switch off the ignition. After EDC run-on (max.
duration 5 sec.), the control unit can be switched on again. The corresponding “normal” OBD fault entry
is also deleted, while the long-term fault memory is not deleted. The fault memory entry is retained for a
further 400 days or 9600 operating hours and is then deleted automatically if the fault is no longer present.

Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and
AdBlue® system or by an electrical defect in the oxygen sensor/output stage, disappears from the long-term
fault memory immediately if the fault is no longer present!

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

EGR positioning cylinder Resistance measurement – Perform actuator test with MAN-cats®
between pin A17 and A11 (does positioning cylinder extend?)
Desired value: 80 - 110 Ω – Check lines
– Check plug connections
– Fit new EGR controller
– Replace the control unit if no faults can
be detected
Proportional valve E-EGR Resistance measurement – Check lines
between pin A17 and A11 – Check plug connections
Desired value: 25 - 110 Ω – Check the proportional valve and renew
as necessary
– Replace the control unit if no faults can
be detected

214 1st edition

 DEVICE DESCRIPTION

SPN 3748 HIGHSIDE, OUTPUT STAGE, METERING UNIT

Monitoring strategy: Monitoring of the output stage for short-circuit to ground or +Ubat and discontinuity
Effect of fault: Shut-off of output stage (reversible), pressure limiting valve opens, engine keeps
running at 800 bar rail pressure. Torque is reduced
Possible faults: FMI 4: No signal present (discontinuity)
FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +Ubat
Note: After the fault has been remedied, the engine must be running correctly before
the fault can be classied as passive and deleted.

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Metering unit (MProp) Resistance measurement – Check lines
between pin A08 and A10 – Check plug connections
Desired value: 2.5 - 4.5 Ω – Fit new MProp
– Replace the control unit if no faults can be
detected

1st edition 215

DEVICE DESCRIPTION

SPN 3751 HIGHSIDE, OUTPUT STAGE, STARTER RELAY (IMR)

Monitoring strategy: Monitoring of the output stage for short-circuit to ground or +Ubat and discontinuity
Effect of fault: Possibly no engine start, switching off of the output stage (reversible) and the
starter relay
Possible faults: FMI 4: No signal present (discontinuity)
FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +Ubat
Note: In-line engines only

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

IMR relay Resistance measurement – Check lines
between pin A16 and pin A19 – Check plug connections
Desired value: 15 - 30 Ω – Fit new IMR relay
– Fit new starter
– Replace the control unit if no faults can be
detected

216 1st edition

 DEVICE DESCRIPTION

SPN 3752 CAMSHAFT SPEED SENSOR (SEGMENT SENSOR)

Monitoring strategy: Monitoring of the speed signals

Effect of fault: Engine starts poorly as ignition TDC must be determined rst
Possible faults: FMI 1: Signal too high
FMI 3: Signal implausible (incorrect pulse sequence (interference)
FMI 4: No signal present
FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +Ubat
FMI 8: Signal defective
Note: Also see SPN 190. Engine stops if SPN 3752 and SPN 3753 are not the same

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Speed sensor, camshaft Resistance measurement – Check the signal for plausibility using
between pin A72 and pin A54 MAN-cats® Monitoring and check the
Desired value: 750 - 1100 Ω state of engine speed acquisition
– Check lines
Speed signal Signal test with oscilloscope
– Check plug connections
Desired value: see oscilloscope
– Check the sensor for polarity reversal
curves
– Fit new engine speed sensor
– Check the camshaft gear (pins for
speed detection are in the wrong
position, loose or missing)
– Replace the control unit if no faults
can be detected
Distance between engine Desired value: 0.5 - 1.5 mm – Correct the distance
speed sensor and
pulse-generating wheel

Camshaft speed sensor signal measured at 600 rpm between pin A72 and A54

The following pictures show superimposed speed signals, in which case the correct phase offset can be
seen.

Signal, speed sensor, camshaft and crankshaft,

D20/D26/D28

Note: Attention must be paid to the synchronisation between the camshaft speed sensor and the crankshaft
speed sensor. Incorrect setting of the of the sensor gear of the camshaft to the crankshaft can be detected
by these mismatched signals.

1st edition 217

DEVICE DESCRIPTION

SPN 3753 CRANKSHAFT SPEED SENSOR (INCREMENT SENSOR)

Monitoring strategy: Monitoring of the speed signals

Effect of fault: None
Possible faults: FMI 1: Signal too high
FMI 3: Signal implausible (incorrect pulse sequence (interference)
FMI 4: No signal present
FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +Ubat
FMI 8: Signal defective
Note: Also see SPN 190. Engine stops if SPN 3753 and SPN 3752 are not the same

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Speed sensor, crankshaft Resistance measurement – Check the signal for plausibility using
between pin A73 and pin A55 MAN-cats® Monitoring and check the
Desired value: 750 - 1100 Ω state of engine speed acquisition
– Check lines
Speed signal Signal test with oscilloscope
– Check plug connections
Desired value: see oscilloscope
– Check the sensor for polarity reversal
curves
– Fit new engine speed sensor
– Replace the control unit if no faults
can be detected
Distance between speed Desired value: 0.5 - 1.5 mm – Correct the distance
sensor and ywheel

Crankshaft speed sensor signal measured at 600 rpm between pin A73 and A55

218 1st edition

 DEVICE DESCRIPTION

SPN 3754 WATCHDOG FAULT SYSTEM START

Monitoring strategy: Monitoring of the injector output stages

Effect of fault: Engine stops / engine start not possible
Possible faults: FMI 9: Watchdog test failed. At least one injector output stage cannot be shut off
by the monitoring routine

Refer to the wiring diagrams for the vehicle in question

Test Measurement Correcting the fault

EDC control unit — – Fit new control unit (only after consultation
with the department responsible)

1st edition 219

DEVICE DESCRIPTION

SPN 3755 PLAUSIBILITY CHECK, FUEL LOW-PRESSURE

Monitoring strategy: Monitoring for sticking sensor

When the engine is stopped, the fuel supply pressure is checked to see if it is
below a threshold or, if not, if the pressure is falling. When the engine is running at
operating temperature, a check is performed to see whether two different engine
speeds also produce two different pressure values
Possible faults: FMI 1: Signal too high
FMI 3: Signal implausible
Note: V engines only

Refer to the wiring diagrams for the vehicle in question

Test Measurement Correcting the fault

Fuel system Check according to hydraulic test – Remedy fault in low-pressure circuit in
step list accordance with hydraulic test step list
Fuel pressure sensor, Voltage measurement between – Check lines
voltage supply pin A40 (+) and pin A37 (-) – Check plug connections
Nominal value: 4.75 - 5.25 V – Fit new fuel pressure sensor
Fuel pressure sensor, Voltage measurement between
signal voltage pin A20 (+) and pin A37 (-)
Nominal value: 2.33 - 3.43 V

220 1st edition

 DEVICE DESCRIPTION

SPN 3756 SUPPLY VOLTAGE, EGR FEEDBACK

Monitoring strategy: Monitoring of the sensor supply voltages for short-circuit to ground or Ubat and
discontinuity
Effect of fault: Sensor supplies no values or incorrect values
Possible faults: FMI 4: No signal present (discontinuity)
FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +Ubat

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

EGR feedback in case of Voltage measurement between – Check the signal for plausibility using
controlled EGR pin A32 and pin A39 MAN-cats® Monitoring
Desired value: 4.75 - 5.25 V – Check the lines
(idling speed) – Check the plug connections
Voltage measurement between – Replace the EGR controller
pin A87 and pin A39
Desired value: 0.50 - 0.90 V
(idling speed)

1st edition 221

DEVICE DESCRIPTION

SPN 3773 MASTER/SLAVE OPERATING MODE CHANGE ERROR

Monitoring strategy: Checking of operating mode between Master and Slave control unit
Effect of fault: Engine may not start
Possible faults: FMI 3: Signal implausible
Note: This fault is generally due to incorrect operation by the driver. Faults
occur if there is an insufcient time span between ignition "off" and
"on" and if the Master and the Slave control units are not yet nished
with the mutual reset. The data record for newer control units
has already been optimised in this respect (also see SPN 3737).
V engines only.

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Fuel system Check according to hydraulic test – See hydraulic test step list
step list
Metering unit (MProp) Resistance measurement – Check the lines
between pin A08 and pin A10 – Check the plug connections
Desired value: 2.5 - 4.5 Ω – Fit new metering unit
Rail-pressure sensor Check the plug connection on – Repair or replace the connector
the sensor for loose contact – Fit new rail pressure sensor
Control unit, EDC Test as per Service Information Flash control unit
252400

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 DEVICE DESCRIPTION

SPN 3775 RAIL PRESSURE MONITORING

Monitoring strategy: Monitoring for excessive or insufcient rail pressure

Effect of fault: Rail pressure too high: Pressure limiting valve forced open
Rail pressure too low: Engine can stop due to missing rail pressure
Torque is reduced
Possible faults: FMI 1: Rail pressure too high
FMI 2: Rail pressure too low
Note: Check vehicle electrical system voltage: voltage peaks or voltage drops can
cause impermissible rail pressure uctuations.

Refer to the wiring diagrams for the vehicle in question

Test Measurement Correcting the fault

Fuel system Check according to hydraulic test – See hydraulic test step list
step list
Metering unit (MProp) Resistance measurement – Check the lines
between pin A08 and pin A10 – Check the plug connections
Desired value: 2.5 - 4.5 Ω – Replace the metering unit
Rail-pressure sensor Check the plug connection on – Repair or replace the connector
the sensor for loose contact – Replace the rail-pressure sensor
Control unit, EDC Test as per Service Information Flash the control unit
252400

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DEVICE DESCRIPTION

SPN 3776 POSITIVE RAIL PRESSURE SYSTEM DEVIATION

Monitoring strategy: Monitoring of the rail pressure, insufcient rail pressure cannot be corrected
Effect of fault: Problems in the fuel supply. Engine can stop
Torque is reduced
Possible faults: FMI 1: Rail pressure too high

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Fuel system Check according to hydraulic test – See hydraulic test step list
step list
Rail pressure sensor Check the plug connection on the – Repair or replace the connector
sensor for loose contact – Fit new rail pressure sensor

224 1st edition

 DEVICE DESCRIPTION

SPN 3777 NEGATIVE RAIL PRESSURE SYSTEM DEVIATION

Monitoring strategy: Monitoring of the rail pressure, excessive rail pressure cannot be corrected
Effect of fault: Problems in the fuel return. Pressure limiting valve can open
Possible faults: FMI 1: Rail pressure too high
Note: Check vehicle electrical system voltage: voltage peaks or voltage drops can
cause impermissible rail pressure uctuations.

Refer to the wiring diagrams for the vehicle in question

Test Measurement Correcting the fault

Fuel system Check according to hydraulic test – See hydraulic test step list
step list
Metering unit (MProp) Resistance measurement – Check lines
between pin A08 and pin A10 – Check plug connections
Desired value: 2.5 - 4.5 Ω – Fit new metering unit

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DEVICE DESCRIPTION

SPN 3778 RAIL PRESSURE: LEAKAGE UNDER OVERRUN/TRAILING THROTTLE CONDITIONS

Monitoring strategy: Monitoring for leakage in the high-pressure hydraulic system under overrun
/trailing throttle conditions
Effect of fault: Pressure limiting valve can open
Torque is reduced
Possible faults: FMI 1: Rail pressure too high

Refer to the wiring diagrams for the vehicle in question

Test Measurement Correcting the fault

Fuel system Check according to hydraulic test – See hydraulic test step list
step list
Metering unit (MProp) Resistance measurement – Check lines
between pin A08 and pin A10 – Check plug connections
Desired value: 2.5 - 4.5 Ω – Fit new metering unit
Rail-pressure sensor Check the plug connection on – Repair or replace the connector
the sensor for loose contact – Fit new rail pressure sensor

226 1st edition

 DEVICE DESCRIPTION

SPN 3779 RAIL PRESSURE: LEAKAGE DUE TO QUANTITY COMPENSATION

Monitoring strategy: Monitoring for leakage in high-pressure hydraulic system

Effect of fault: High-pressure side leaking, engine can stop, lack of power, risk of re
Torque is reduced
Possible faults: FMI 1: Rail pressure too high

Refer to the wiring diagrams for the vehicle in question

Test Measurement Correcting the fault

Fuel system Check according to hydraulic test – See hydraulic test step list
step list
Metering unit (MProp) Resistance measurement – Check lines
between pin A08 and pin A10 – Check plug connections
Desired value: 2.5 - 4.5 Ω – Fit new metering unit
Rail-pressure sensor Check the plug connection on – Repair or replace the connector
the sensor for loose contact – Fit new rail pressure sensor

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DEVICE DESCRIPTION

SPN 3780 RAIL PRESSURE: HIGH CONTROLLER OUTPUT IDLING

Monitoring strategy: Monitoring for rail pressure controller idling

Effect of fault: Engine can stop, torque is reduced
Possible faults: FMI 1: Controller output too high

Refer to the wiring diagrams for the vehicle in question

Test Measurement Correcting the fault

Fuel system Check according to hydraulic test – See hydraulic test step list
step list
Metering unit (MProp) Resistance measurement – Check lines
between pin A08 and pin A10 – Check plug connections
Nominal value: 2.5 - 4.5 Ω
Rail-pressure sensor Check the plug connection on – Repair or replace the connector
the sensor for loose contact – Fit new rail pressure sensor

228 1st edition

 DEVICE DESCRIPTION

SPN 3781 PRESSURE LIMITING VALVE OPEN

Monitoring strategy: Monitoring for open pressure limiting valve

Effect of fault: Rail pressure limited to 700 - 800 bar
Torque is reduced
Possible faults: FMI 1: Rail pressure too high

Refer to the wiring diagrams for the vehicle in question

Test Measurement Correcting the fault

Fuel system Check according to hydraulic test – See hydraulic test step list
step list
Metering unit (MProp) Resistance measurement – Check lines
between pin A08 and pin A10 – Check plug connections
Nominal value: 2.5 - 4.5 Ω
Rail-pressure sensor Check the plug connection on – Repair or replace the connector
the sensor for loose contact – Fit new rail pressure sensor

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DEVICE DESCRIPTION

SPN 3782 FUEL SUPPLY PRESSURE DYNAMIC

Monitoring strategy: Monitoring for uctuating supply pressure

Effect of fault: Possible lack of power
Possible faults: Possibly air in the system
FMI 1: Signal too high

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Fuel pressure Check according to hydraulic test – See hydraulic test step list
step list – Compare sensor fuel pressure with external
pressure measuring point
– If pressure measuring point shows no
uctuations compared to the sensor: Fit
new sensor
– If both measuring points show uctuations:
Check pre-supply pump
Fuel lter Check lter – Fit new lter
Fuel pressure sensor, Voltage measurement between – Check the signal for plausibility using
voltage supply pin A40 (+) and pin A37 (-) MAN-cats® Monitoring
Desired value: 4.75 - 5.25 V – Check lines
– Check plug connections
Fuel pressure sensor, Voltage measurement between
– Fit new fuel pressure sensor
signal voltage pin A20 (+) and pin A37 (-)
– Replace the control unit if no faults can be
Desired value: 2.33 - 3.43 V
detected
High-pressure pump Check overow valve in the – See hydraulic test step list
CP3 high-pressure pump

230 1st edition

 DEVICE DESCRIPTION

SPN 3785 MONITORING OF PARTICULATE FILTER/PM CATALYTIC CONVERTER

Monitoring strategy: Monitoring for exhaust gas differential pressure too high or too low
Possible faults: FMI 1: Too high: Filter blocked
FMI 2: Too low: CRT lter/PM catalytic converter not tted or burned.
Pressure measuring hoses at exhaust gas differential pressure sensor mixed up
(CRT lter)
Torque is reduced
Note: This fault also occurs with FMI 1 if the cable capacity is too high, e.g. due to
lengthening of the cable due to vehicle conversions.
Please refer to Service Information 223302

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

PM catalytic converter Check for presence or blocking – Fit new PM catalytic converter
CRT lter Check for presence or blocking – Clean or replace the CRT lter as per
Service Information 46000a
Exhaust gas differential Check whether pressure – Correct them if they are mixed up
pressure sensor (CRT lter) measuring hoses are mixed
up
Exhaust gas differential Voltage measurement between – Check lines
pressure sensor / exhaust pins A41 and A59 – Check plug connections
gas relative pressure sensor, Desired value: 4.75 - 5.25 V – Fit new sensor
voltage supply (idling speed)
Exhaust gas differential Voltage measurement between
pressure sensor / exhaust pins A78 and A59
gas relative pressure sensor, Desired value: 0.40 - 0.70 V
signal voltage (idling speed)
Control unit, EDC Test as per Service Information – Flash control unit
241800a, 246100 and 225100

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DEVICE DESCRIPTION

SPN 3786 PARTICULATE FILTER TEMPERATURE LIMITS

Monitoring strategy: Monitoring for excessive or insufcient lter temperature

Effect of fault: Torque is reduced (in case of FMI 1 only)
Possible faults: FMI 1: Temperature too high
FMI 2: Temperature too low

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 DEVICE DESCRIPTION

SPN 3789 EXHAUST GAS DIFFERENTIAL OR EXHAUST GAS RELATIVE PRESSURE SENSOR

Monitoring strategy: Monitoring of voltage limits and AP blocking

Effect of fault: Output of a default value
Possible faults: FMI 4: No signal present, AP channel blocked, control unit fault
FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +Ubat
Sensor defective, wiring defective
Note: Please refer to Service Information 223302

Refer to the wiring diagrams for the vehicle in question

Test Measurement Correcting the fault

Pressure sensor, voltage Voltage measurement between – Check lines
supply pins A41 and A59 – Check plug connections
Desired value: 4.75 - 5.25 V – Fit new sensor
(idling speed)
Pressure sensor, signal Voltage measurement between
voltage pins A78 and A59
Desired value: 0.40 - 0.70 V
(idling speed)

Table of measurements

Pressure in kPa 0.0 5.0 10 15 20 30 40 50 65

Voltage in volts 0.50 0.90 1.30 1.70 2.10 2.90 3.70 4.50 4.50

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DEVICE DESCRIPTION

SPN 3790 EXHAUST GAS DIFFERENTIAL OR EXHAUST GAS RELATIVE PRESSURE PLAUSIBILITY

Monitoring strategy: When the engine is stationary, the oil pressure is checked to see if it is below a
threshold. With the engine running at operating pressure, a check is performed
to see if two different corrected charge pressure values also produce two different
exhaust gas pressure values
Effect of fault: Defect detected if status is not plausible
Possible faults: FMI 1: Signal too high
FMI 3: Signal implausible
Sensor defective
Note: Please refer to Service Information 223302

Refer to the wiring diagrams for the vehicle in question

Test Measurement Correcting the fault

Pressure sensor, voltage Voltage measurement between – Check lines
supply pins A41 and A59 – Check plug connections
Desired value: 4.75 - 5.25 V – Fit new sensor
(idling speed)
Pressure sensor, signal Voltage measurement between
voltage pins A78 and A59
Nominal value: 0.40 - 0.70 V
(idling speed)

Table of measurements

Pressure in kPa 0.0 5.0 10 15 20 30 40 50 65

Voltage in volts 0.50 0.90 1.30 1.70 2.10 2.90 3.70 4.50 4.50

234 1st edition

 DEVICE DESCRIPTION

SPN 3792 EXHAUST GAS TEMPERATURE SENSOR UPSTREAM OF EXHAUST GAS

AFTERTREATMENT

Monitoring strategy: Monitoring of voltage limits and AP blocking

Effect of fault: Output of a default value
Possible faults: FMI 4: No signal present, AP channel blocked, control unit fault
FMI 5: Short-circuit to ground between pin B33 and pin A03
FMI 10: Sensor line discontinuity
Sensor defective

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Exhaust gas temperature Resistance measurement – Check lines
sensor, sensor resistance between pin B33 and pin B26 – Check plug connections
Desired value: 200 - 700 Ω – Fit new temperature sensor
Exhaust gas temperature Resistance measurement
sensor, earthing between pin B26 and pin A03
Desired value: > 10 MΩ
Temperature sensor, Voltage measurement between
sensor voltage pin B33 and pin B26
Desired value: 1.08 - 2.30 V at
20 - 700°C

Table of measurements

Temperature in °C 0 25 200 400 600 800

Resistance in ohm 200 220 352 494 627 751

1st edition 235

DEVICE DESCRIPTION

SPN 3793 EXHAUST GAS TEMPERATURE SENSOR DOWNSTREAM OF EXHAUST GAS

AFTERTREATMENT, physical

Monitoring strategy: Monitoring for loose contact or plausibility of rate of change of exhaust gas
temperature Excessive or insufcient temperature
Possible faults: FMI 1: Temperature too high
FMI 2: Temperature too low
FMI 3: Temperature implausible
FMI 11: Loose contact (rate of change of temperature too high)
Sensor defective
Note: The exhaust gas temperature sensor downstream of exhaust gas aftertreatment
is not connected at the EDC control unit but at the AdBlue® dosing control unit
DCU 15. The exhaust gas temperature value is sent from DCU 15 to the EDC
control unit via CAN with information about the validity. In the event of a fault,
SPN 5002 is sent by the DCU.

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Exhaust gas temperature Resistance measurement – Check the signal for plausibility using
sensor, sensor resistance between pin B34 and pin B27 or MAN-cats® Monitoring
between pin 22 and pin 23 of the – Check lines
AdBlue® control unit – Check plug connections
Desired value: 200 - 700 Ω – Check the sensor for polarity reversal
– Fit new sensor
Exhaust gas temperature Resistance measurement
sensor, earthing between pin B27 and pin A03 or
between pin 22 and pin 3 of the
AdBlue® control unit
Desired value: > 10 MΩ
Exhaust gas temperature Voltage measurement between
sensor, sensor voltage pin B34 and pin B27 or between
pin 22 and pin 23 of the AdBlue®
control unit
Desired value: 1.08 - 2.30 V at
20 - 700°C

236 1st edition

 DEVICE DESCRIPTION

SPN 3802 HIGHSIDE, OUTPUT STAGE, COMPRESSED-AIR SHUT-OFF VALVE

Monitoring strategy: Monitoring of the output stage for short-circuit to ground or Ubat and discontinuity
Effect of fault: No EGR function
Possible faults: FMI 4: No signal present
FMI 5: Short-circuit to ground between pin B06 and pin A03
FMI 6: Short-circuit to +Ubat between pin B06 and pin A01
Compressed-air shut-off valve defective

Clear the EDC fault memory after remedying the fault. Then switch off the ignition. After EDC run-on (max.
duration 5 sec.), the control unit can be switched on again. The corresponding “normal” OBD fault entry
is also deleted, while the long-term fault memory is not deleted. The fault memory entry is retained for a
further 400 days or 9600 operating hours and is then deleted automatically if the fault is no longer present.

Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and
AdBlue® system or by an electrical defect in the oxygen sensor/output stage, disappears from the long-term
fault memory immediately if the fault is no longer present!

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Compressed air shut-off Resistance measurement – Check lines
valve between pin B06 and pin B02 – Check plug connections
Desired value: 25 - 260 Ω – Fit new compressed-air shut-off valve

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DEVICE DESCRIPTION

SPN 3804 TIMEOUT ERROR CAN 1 (FFR/MFR/EDC-CAN)

Monitoring strategy: Monitoring of CAN module 1 (FFR/MFR1, FFR/MFR2, FFR/MFR3 or Time/Date

from FFR/MFR) for timeout
Effect of fault: Receipt of one of the FFR/MFR1, FFR/MFR2, FFR/MFR3 or Time/Date
messages from the FFR/MFR not possible
Torque is reduced
Possible faults: FMI 4: No signal present
Note: In the new generation of EDC7 control units (EDC7 C32), the engine CAN can
no longer be tested in the familiar way using the 120-ohm terminating resistor.
The terminating resistor has been replaced internally in the EDC control unit by
RC wiring (dynamic resistor). In other words, the engine CAN can no longer be
measured directly at the FFR/MFR as before when control units are connected
as, in this case, 120 ohms are measured instead of the expected 60 ohms,
leading to the false assumption that the wiring is defective. Measurements can
therefore only be performed when the EDC control unit is disconnected, the
ignition is switched off and the contact box (test box) is connected or using the
oscilloscope!

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

EDC control unit Resistance measurement – Check voltage supply
between pin B21 (CAN-L) and – Check lines
B22 (CAN-H) – Check plug connections
Desired value: ~120 Ω – At approx. 0 Ω, short-circuit from CAN-H
to CAN-L
M-CAN databus Desired value: see oscilloscope
– Replace the control unit if no faults can
curve
be detected

CAN High: Channel A

CAN Low: Channel B

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 DEVICE DESCRIPTION

SPN 3806 TIMEOUT ERROR CAN 2 (OBD-CAN or Master-Slave CAN)

Monitoring strategy: Monitoring of CAN 2 (OBD-CAN for in-line engine, Master-Slave CAN for V
engine) for timeout
Effect of fault: Master-Slave CAN: Fault in Master-Slave communication, receive fault, CAN
Master/Slave Decoder
Slave control unit blocks injection quantity until communication OK again; engine
keeps running with Master control unit, i.e. one bank of cylinders (output halved)
Torque is reduced
Possible faults: FMI 1: Signal too high
FMI 3: Signal implausible
FMI 4: No signal present
Note: The Master-Slave CAN (connection between Master control unit and Slave
control unit) is on pins A27 and A45. In the case of in-line engines with MAN
AdBlue® system, the A-CAN (exhaust gas aftertreatment CAN) is on these pins
(pin A27 →line 191 and Pin 45 →line 192).

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Master-Slave CAN Resistance measurement – Check lines
between pin B27 of the Master – Check plug connections
control unit and pin B27 of the
Slave control unit (CAN2-H) and
between pin B45 of the Master
control unit and pin B45 of the
Slave control unit (CAN2-L)
Desired value: < 2 Ω

1st edition 239

DEVICE DESCRIPTION

SPN 3811 VERIFICATION, EXHAUST GAS TEMPERATURE UPSTREAM OF EXHAUST GAS

AFTERTREATMENT

Monitoring strategy: Monitoring for sensor drift when ignition on, i. e. whether exhaust gas
temperature has dropped to ambient temperature with the engine stopped.
Monitoring in operation to check whether sensor is installed, i. e. the temperature
is too high at low load and too low at high load.
Possible faults: FMI 1: Temperature too high (exhaust gas temperature has not fallen to ambient
temperature when stationary)
FMI 2: Temperature too low (exhaust gas temperature has fallen below ambient
temperature when stationary)
FMI 3: Temperature implausible (exhaust temperature is too high at low load)
FMI 8: Signal defective (exhaust gas temperature is too low at high load)
Sensor defective or not tted

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Exhaust gas temperature Resistance measurement between – Check lines
sensor, sensor resistance pin B33 and pin B26 – Check plug connections
Desired value: – Fit new temperature sensor
200 - 700 Ω
Exhaust gas temperature Resistance measurement between
sensor, earthing pin B26 and pin A03
Desired value:
>10 MΩ
Temperature sensor, Voltage measurement between pin
sensor voltage B33 and pin B26
Desired value: 1.08 - 2.30 V at 20 -
700°C

Table of measurements

Temperature in °C 0 25 200 400 600 800

Resistance in ohms 200 220 352 494 627 751

240 1st edition

 DEVICE DESCRIPTION

SPN 3812 VERIFICATION, EXHAUST GAS TEMPERATURE DOWNSTREAM OF EXHAUST GAS

AFTERTREATMENT

Monitoring strategy: Monitoring for sensor drift when ignition on, i. e. whether exhaust gas
temperature has dropped to ambient temperature with the engine stopped.
Monitoring in operation to check whether sensor is installed, i. e. the temperature
is too high at low load and too low at high load.
Possible faults: FMI 1: Temperature too high (exhaust gas temperature has not fallen to ambient
temperature when stationary)
FMI 2: Temperature too low (exhaust gas temperature has fallen below ambient
temperature when stationary)
FMI 3: Temperature implausible (exhaust temperature is too high at low load)
FMI 8: Signal defective (exhaust gas temperature is too low at high load)
Sensor defective or not tted
Torque is reduced.
Note: The exhaust gas temperature sensor downstream of exhaust gas aftertreatment
is not connected at the EDC control unit but at the AdBlue® dosing control unit
DCU 15. The exhaust gas temperature value is sent from DCU 15 to the EDC
control unit via CAN with information about the validity. In the event of a fault,
SPN 5002 is sent by the DCU.

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Exhaust gas temperature Resistance measurement between – Check lines
sensor, sensor resistance pin 22 and pin 23 of the AdBlue® – Check plug connections
control unit – Fit new temperature sensor
Desired value:
200 - 700 Ω
Exhaust gas temperature Resistance measurement between
sensor, earthing pin 22 and pin 3 of the AdBlue®
control unit
Desired value:
>10 MΩ
Temperature sensor, Voltage measurement between pin 22
sensor voltage and pin 23 of the AdBlue® control
unit
Desired value: 1.08 - 2.30 V at 20 -
700 °C

1st edition 241

DEVICE DESCRIPTION

SPN 3813 STARTER MONITORING (starter protection)

Fault indication: Central fault lamp shows steady red light when stationary (priority 2)
Monitoring strategy: Monitoring of starting duration
Effect of fault: None
Possible faults: FMI 1: Starting duration too long
Note: The warming of the starter is evaluated in the control unit, depending on the
starter actuation time. If the starter is actuated for longer than 30 seconds without
interruption and the engine does not start, the fault message SPN 3813 appears
on the display. This fault message remains active until it can be assumed that
the starter has cooled down enough. The message is active for 10 minutes
per 30-second actuation. This fault has no other effects and the fault message
disappears automatically after the specied time has elapsed.
There may also be a second fault in the system, since there must be a reason
for the long starting procedure (air in the system, sensor fault, fuel supply or
immobiliser).

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

EDC system — – Determine the reason for the long starting
duration

242 1st edition

 DEVICE DESCRIPTION

SPN 3814 ACQUISITION, CONTROL UNIT SWITCH-OFF DURATION

Monitoring strategy: Monitoring of the switch-on and switch-off point and the switch-off duration of the
control unit. Unable to determine switch-off duration
Effect of fault: This fault occurs when a new start attempt takes place in the run-on time during
the engine stopping phase. Otherwise this fault has no effects.
Possible faults: FMI 3: Signal implausible

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Control unit, EDC Test as per Service Information Flash control unit
241800a and 246100

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DEVICE DESCRIPTION

SPN 3819 CAN MODULE 3 (exhaust gas aftertreatment CAN)

Monitoring strategy: Monitoring of CAN module 3 (exhaust gas aftertreatment CAN = A-CAN) for
Busoff (exhaust gas temperature, AdBlue® level and AdBlue® temperature)
Possible faults: CAN module 3 Busoff state
FMI 4: No signal present
FMI 8: Signal defective
FMI 9: Device fault
Note: In the case of EDC7 C32 Stand Alone with MAN AdBlue® system, the A-CAN is
on pin A27 (line 191) and pin 45 (line 192).
In the case of EDC7 C32 Master/Slave with MAN AdBlue® system, the A-CAN is
on pin 25 (line 191) and pin 32 (line 192) of the Master control unit.

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

CAN connection to Resistance measurement – Check voltage supply
DCU15, NOx sensor and between pin A27 (A-CAN-H) – Check the lines
AdBlue® ll level sensor and pin A45 (A-CAN-L) – Check the plug connections
(A-CAN) Desired value: 115 - 125 Ω – At approx. 0 Ω, short-circuit from CAN-H
to CAN-L
CAN connection to Resistance measurement
– Replace the control unit if no faults can
DCU15, NOx sensor and between pin B25 (A-CAN-H)
be detected
AdBlue® ll level sensor and pin B32 (A-CAN-L) of the
(A-CAN) in V8 engine Master control unit.
Desired value: 115 - 125 Ω

244 1st edition

 DEVICE DESCRIPTION

SPN 3820 BYTE MONITORING CAN 1

Possible faults: FMI 3. Signal implausible (oil and ambient air temperature)
At least one of these CAN messages is not plausible
Note: In the new generation of EDC7 control units (EDC7 C32), the engine CAN can
no longer be tested in the familiar way using the 120-ohm terminating resistor.
The terminating resistor has been replaced internally in the EDC control unit by
RC wiring (dynamic resistor). In other words, the engine CAN can no longer be
measured directly at the FFR/MFR as before when control units are connected
as, in this case, 120 ohms are measured instead of the expected 60 ohms,
leading to the false assumption that the wiring is defective. Measurements can
therefore only be performed when the EDC control unit is disconnected, the
ignition is switched off and the contact box (test box) is connected or using the
oscilloscope!

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

EDC control unit Resistance measurement – Check voltage supply
between pin B21 (CAN-L) and – Check lines
B22 (CAN-H) – Check plug connections
Desired value: ~120 Ω – At approx. 0 Ω, short-circuit from CAN-H
to CAN-L
M-CAN databus Desired value: see oscilloscope
– Replace the control unit or FFR/MFR if
curve
no faults can be detected

CAN High: Channel A

CAN Low: Channel B

1st edition 245

DEVICE DESCRIPTION

SPN 3821 BYTE MONITORING CAN 3 (exhaust gas aftertreatment CAN)

Monitoring strategy: Monitoring of CAN module 3 (exhaust gas aftertreatment CAN = A-CAN) for bit
error (exhaust gas temperature, AdBlue® level and AdBlue® temperature)
Possible faults: FMI 3: Signal implausible (exhaust gas temperature, AdBlue® level and AdBlue®
temperature)
At least one of these CAN messages is not plausible
Note: In the case of EDC7 C32 Stand Alone with MAN AdBlue® system, the A-CAN is
on pin A27 (line 191) and pin 45 (line 192).
In the case of EDC7 C32 Master/Slave with MAN AdBlue® system, the A-CAN is
on pin 25 (line 191) and pin 32 (line 192) of the Master control unit.

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

CAN connection to Resistance measurement – Check voltage supply
DCU15, NOx sensor and between pin A27 (A-CAN-H) – Check the lines
AdBlue® ll level sensor and pin A45 (A-CAN-L) – Check the plug connections
(A-CAN) Desired value: 115 - 125 Ω – At approx. 0 Ω, short-circuit from CAN-H
to CAN-L
CAN connection to Resistance measurement
– Replace the control unit if no faults can
DCU15, NOx sensor and between pin B25 (A-CAN-H)
be detected
AdBlue® ll level sensor and pin B32 (A-CAN-L) of the
(A-CAN) in V8 engine Master control unit.
Desired value: 115 - 125 Ω

246 1st edition

 DEVICE DESCRIPTION

SPN 3822 TIMEOUT MONITORING CAN 3 (exhaust gas aftertreatment CAN)

Monitoring strategy: Monitoring of CAN module 3 (exhaust gas aftertreatment CAN = A-CAN) for
timeout (exhaust gas temperature, AdBlue® level and AdBlue® temperature)
Possible faults: FMI 4: No signal present (exhaust gas temperature, AdBlue® level and AdBlue®
temperature)
At least one of these CAN messages cannot be received
Note: In the case of EDC7 C32 Stand Alone with MAN AdBlue® system, the A-CAN is
on pin A27 (line 191) and pin 45 (line 192).
In the case of EDC7 C32 Master/Slave with MAN AdBlue® system, the A-CAN is
on pin 25 (line 191) and pin 32 (line 192) of the Master control unit.

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

CAN connection to Resistance measurement – Check voltage supply
DCU15, NOx sensor and between pin A27 (A-CAN-H) – Check the lines
AdBlue® ll level sensor and pin A45 (A-CAN-L) – Check the plug connections
(A-CAN) Desired value: 115 - 125 Ω – At approx. 0 Ω, short-circuit from CAN-H
to CAN-L
CAN connection to Resistance measurement
– Replace the control unit if no faults can
DCU15, NOx sensor and between pin B25 (A-CAN-H)
be detected
AdBlue® ll level sensor and pin B32 (A-CAN-L) of the
(A-CAN) in V8 engine Master control unit.
Desired value: 115 - 125 Ω

1st edition 247

DEVICE DESCRIPTION

SPN 3836 ACQUISITION LAMBDA VALUE, physical

Monitoring strategy: Monitoring for loose contact or plausibility of rate of change of the signal
Possible faults: FMI 3: lambda value not plausible
FMI 11: Rate of change of lambda value too high (loose contact)
Note: If no fault can be detected in the wiring (short-circuit, reverse polarity etc.), the
plug connection is a further possible cause. In this case, replace the connector
and the spring contacts as per Service Information 264202.

Clear the EDC fault memory after remedying the fault. Then switch off the ignition. After EDC run-on (max.
duration 5 sec.), the control unit can be switched on again. The corresponding “normal” OBD fault entry
is also deleted, while the long-term fault memory is not deleted. The fault memory entry is retained for a
further 400 days or 9600 operating hours and is then deleted automatically if the fault is no longer present.

Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and
AdBlue® system or by an electrical defect in the oxygen sensor/output stage, disappears from the long-term
fault memory immediately if the fault is no longer present!

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Oxygen sensor Resistance measurement – Check lines
between pin A24 and B31 – Check plug connections
Desired value: 30 - 300 Ω – Fit new oxygen sensor
Resistance measurement
between pin B08 and B05
Desired value: 2 - 4 Ω

Connector pin assignment, oxygen sensor

Pin Line number / Function Control unit, EDC, pin

line colour
1 60183/red Pump current B24
2 60185/yellow Virtual ground B23
3 60396/white Activation, heater cycle, sensor heating (–) B08
4 60397/grey Supply, sensor heating (+Ubat) B05
5 60184/green Trimming resistor (trim current) B31
6 60186/black Nernst voltage B30

248 1st edition

 DEVICE DESCRIPTION

SPN 3837 ACQUISITION OXYGEN SENSOR

Possible faults: FMI 4: No signal present due to blocked AP channel, control unit fault
FMI 5: Short-circuit to ground between pin B31 and pin A03 and/or pin B31 and
pin B08, short-circuit of lines against each other
FMI 6: Short-circuit to +Ubat or discontinuity at pin B31
Note: If no fault can be detected in the wiring (short-circuit, reverse polarity etc.), the
plug connection is a further possible cause. In this case, replace the connector
and the spring contacts as per Service Information 264202.

Clear the EDC fault memory after remedying the fault. Then switch off the ignition. After EDC run-on (max.
duration 5 sec.), the control unit can be switched on again. The corresponding “normal” OBD fault entry
is also deleted, while the long-term fault memory is not deleted. The fault memory entry is retained for a
further 400 days or 9600 operating hours and is then deleted automatically if the fault is no longer present.

Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and
AdBlue® system or by an electrical defect in the oxygen sensor/output stage, disappears from the long-term
fault memory immediately if the fault is no longer present!

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Oxygen sensor Resistance measurement – Check lines
between pin A24 and B31 – Check plug connections
Desired value: 30 - 300 Ω – Fit new oxygen sensor
Resistance measurement – Replace the control unit if no faults can be
between pin B08 and B05 detected
Desired value: 2 - 4 Ω

Connector pin assignment, oxygen sensor

Pin Line number / Function Control unit, EDC, pin

line colour
1 60183/red Pump current B24
2 60185/yellow Virtual ground B23
3 60396/white Activation, heater cycle, sensor heating (–) B08
4 60397/grey Supply, sensor heating (+Ubat) B05
5 60184/green Trimming resistor (trim current) B31
6 60186/black Nernst voltage B30

1st edition 249

DEVICE DESCRIPTION

SPN 3838 INTERNAL RESISTANCE, OXYGEN SENSOR, physical

Monitoring strategy: Monitoring of the oxygen sensor internal resistance for loose contact or plausibility
of the rate of change of internal resistance
Possible faults: FMI 3: Internal resistance not plausible
FMI 11: Rate of change of internal resistance too high (loose contact)
Note: If no fault can be detected in the wiring (short-circuit, reverse polarity etc.), the
plug connection is a further possible cause. In this case, replace the connector
and the spring contacts as per Service Information 264202.

Clear the EDC fault memory after remedying the fault. Then switch off the ignition. After EDC run-on (max.
duration 5 sec.), the control unit can be switched on again. The corresponding “normal” OBD fault entry
is also deleted, while the long-term fault memory is not deleted. The fault memory entry is retained for a
further 400 days or 9600 operating hours and is then deleted automatically if the fault is no longer present.

Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and
AdBlue® system or by an electrical defect in the oxygen sensor/output stage, disappears from the long-term
fault memory immediately if the fault is no longer present!

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Oxygen sensor Resistance measurement – Check lines
between pin A24 and B31 – Check plug connections
Desired value: 30 - 300 Ω – Fit new oxygen sensor
Resistance measurement
between pin B08 and B05
Desired value: 2 - 4 Ω

Connector pin assignment, oxygen sensor

Pin Line number / Function Control unit, EDC, pin

line colour
1 60183/red Pump current B24
2 60185/yellow Virtual ground B23
3 60396/white Activation, heater cycle, sensor heating (–) B08
4 60397/grey Supply, sensor heating (+Ubat) B05
5 60184/green Trimming resistor (trim current) B31
6 60186/black Nernst voltage B30

250 1st edition

 DEVICE DESCRIPTION

SPN 3839 INTERNAL RESISTANCE, OXYGEN SENSOR

Monitoring strategy: Monitoring for voltage limits and AP blocking

Possible faults: FMI 4: No signal present due to blocked AP channel, control unit fault
FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +Ubat
Note: If no fault can be detected in the wiring (short-circuit, reverse polarity etc.), the
plug connection is a further possible cause. In this case, replace the connector
and the spring contacts as per Service Information 264202.

Clear the EDC fault memory after remedying the fault. Then switch off the ignition. After EDC run-on (max.
duration 5 sec.), the control unit can be switched on again. The corresponding “normal” OBD fault entry
is also deleted, while the long-term fault memory is not deleted. The fault memory entry is retained for a
further 400 days or 9600 operating hours and is then deleted automatically if the fault is no longer present.

Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and
AdBlue® system or by an electrical defect in the oxygen sensor/output stage, disappears from the long-term
fault memory immediately if the fault is no longer present!

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Oxygen sensor Resistance measurement – Check lines
between pin A24 and B31 – Check plug connections
Desired value: 30 - 300 Ω – Fit new oxygen sensor
Resistance measurement – Replace the control unit if no faults can
between pin B08 and B05 be detected
Desired value: 2 - 4 Ω

Connector pin assignment, oxygen sensor

Pin Line number / Function Control unit, EDC, pin

line colour
1 60183/red Pump current B24
2 60185/yellow Virtual ground B23
3 60396/white Activation, heater cycle, sensor heating (–) B08
4 60397/grey Supply, sensor heating (+Ubat) B05
5 60184/green Trimming resistor (trim current) B31
6 60186/black Nernst voltage B30

1st edition 251

DEVICE DESCRIPTION

SPN 3844 PLAUSIBILITY, CHARGE AIR TEMPERATURE UPSTREAM OF CYLINDER INLET

(downstream of EGR)

Monitoring strategy: Monitoring for sensor drift with the ignition on, i. e. whether the temperature
upstream of cylinder inlet has dropped to the coolant temperature with the engine
stopped. Monitoring during operation for whether the sensor is tted (temperature
is not allowed to deviate excessively from the charge air temperature upstream
of engine)
Possible faults: FMI 1: Temperature too high (temperature upstream of cylinder inlet has not
fallen to coolant temperature when stationary)
FMI 2: Temperature too low (temperature upstream of cylinder inlet has fallen
below coolant temperature when stationary)
FMI 3: Temperature implausible (temperature upstream of cylinder inlet deviates
too much from charge air temperature upstream of engine)
Sensor defective or not tted

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Temperature sensor, Resistance measurement – Check the signal for plausibility using
sensor resistance between pin A76 and pin A57 MAN-cats® Monitoring
Desired value: see table – Check lines
– Check plug connections
Temperature sensor, Voltage measurement between
– Fit new charge air temperature sensor
sensor voltage pin A76 and pin A57
Desired value: 4.2 - 2.2 V at 0 -
60°C

Table of desired values (tolerance ±3%)

Temperature in °C 0 20 40 60 80
Resistance in ohms 5896 2500 1175 595 322
Voltage in volts 4.30 3.74 2.98 2.17 1.48

252 1st edition

 DEVICE DESCRIPTION

SPN 3847 CHARGE AIR TEMPERATURE DOWNSTREAM OF COOLER (in charge-air pipe)

Monitoring strategy: Monitoring for voltage limits and AP blocking

Effect of fault: Output of a default value
Possible faults: FMI 4: No signal present, AP channel blocked, control unit fault
FMI 5: Short-circuit to ground
FMI 10: Discontinuity
Sensor defective

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Temperature sensor, Resistance measurement between – Check the signal for plausibility using
charge air, sensor pin A70 and pin A62 MAN-cats® Monitoring
resistance Desired value: see table – Check lines
– Check plug connections
Temperature sensor, Voltage measurement between pin
– Fit new charge air temperature sensor
charge air, sensor A70 and pin A62
voltage Desired value: 4.2 - 2.2 V at 0 -
60°C

Table of desired values (tolerance ±3%)

Temperature in °C 0 20 40 60 80
Resistance in ohms 5896 2500 1175 595 322
Voltage in volts 4.30 3.74 2.98 2.17 1.48

1st edition 253

DEVICE DESCRIPTION

SPN 3849 SCR CATALYTIC CONVERTER NOT FITTED (verication, exhaust gas lter temperature)

Monitoring strategy: Monitoring during operation to check whether sensor is tted in exhaust
Effect of fault: Not tted if an insufcient temperature is measured at high load
Possible faults: FMI 9: Device fault, catalytic converter not tted

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Temperature sensor Resistance measurement – Check the signal for plausibility using
after exhaust gas between pin 22 and pin 23 of MAN-cats® Monitoring
aftertreatment, sensor the AdBlue® control unit – Check lines
resistance Desired value: see table – Check plug connections
– Fit new temperature sensor

Table of desired values

Temperature in °C 0 25 200 400 600 800

Resistance in ohms 200 220 352 494 627 751

254 1st edition

 DEVICE DESCRIPTION

SPN 3850 POSITION DEVIATION, CLOSED EGR

Monitoring strategy: Monitoring of the EGR ap position for valid zero-point adaptation
Possible faults: FMI 1: Zero-point adaptation invalid
Torque is reduced
Note: The setting instructions apply to all compressed-air cylinders, except
51.08150-0042 and 51.08150-0046.

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Positioning cylinder, – Setting the positioning cylinder:
E-EGR – Screw the piston rod all the way in
– From this positioning cylinder “zero position”,
unscrew the piston rod by one turn (equivalent
to 1.25 mm)
– Keep repeating this step until no further fault
messages appear
EGR feedback in case of Voltage measurement – Check the signal for plausibility using MAN-cats®
controlled EGR between pin A32 and Monitoring
A39 – Check the lines
Desired value: 4.75 - – Check the plug connections
5.25 V (idling) – Replace the EGR controller
Voltage measurement
between pin A87 and
A39
Desired value: 0.50 -
0.80 V (idling)

1st edition 255

DEVICE DESCRIPTION

SPN 3851 EGR POSITION SENSOR (E-EGR)

Monitoring strategy: Monitoring for voltage limits and AP blocking

Effect of fault: EGR inactive
Torque is reduced
Possible faults: FMI 4: No signal present due to blocked AP channel, control unit fault
FMI 5: Short-circuit to ground between pin A87 and pin A03
FMI 6: Short-circuit to +Ubat between pin A87 and pin A01
Sensor defective

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

EGR feedback in case of Voltage measurement between – Check the signal for plausibility using
controlled EGR pin A32 and A39 MAN-cats® Monitoring
Desired value: 4.75 - 5.25 V – Check the lines
(idling speed) – Check the plug connections
Voltage measurement between – Replace the EGR controller
pin A87 and A39
Desired value: 0.50 - 0.80 V
(idling)

256 1st edition

 DEVICE DESCRIPTION

SPN 3852 VERIFICATION OF THE EGR BY TEMPERATURE

Monitoring strategy: Monitoring during operation to check whether the temperature upstream of the
cylinder inlet is around the temperature upstream of the engine, within certain
limits, i. e., whether the temperature upstream of the cylinder inlet deviates too
much from the temperature downstream of the cooler.
Possible faults: FMI 3: Temperature implausible. Temperature upstream of cylinder inlet deviates
too much from temperature downstream of cooler
Torque is reduced

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Charge air temperature Resistance measurement – Check the signal for plausibility using
sensor downstream between pin A70 and pin A62 MAN-cats® Monitoring
of cooler, sensor Desired value: see table – Check lines
resistance – Check plug connections
– Fit new temperature sensor
Charge air temperature Voltage measurement between
sensor downstream of pin A70 and pin A62
cooler, sensor voltage Desired value: 4.2 - 2.2 V at 0 -
60°C
Charge air temperature Voltage measurement between
sensor upstream of pin A76 and pin A57
cylinder inlet, sensor Desired value: 4.2 - 2.2 V at 0 -
voltage 60°C

Table of desired values (tolerance ±3%)

Temperature in °C 0 20 40 60 80
Resistance in ohms 5896 2500 1175 595 322
Voltage in volts 4.30 3.74 2.98 2.17 1.48

1st edition 257

DEVICE DESCRIPTION

SPN 3853 STEADY-STATE DEVIATION E-EGR

Monitoring strategy: Monitoring of the EGR ap position for permanent control deviation
Effect of fault: Output of a default value for the signal output value
EGR inactive
Torque is reduced
Possible faults: FMI 1: The control deviation amount is too large, deviation between actual
position and desired position
Consequential fault: Possible consequential fault of SPN 3850

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Proportional valve E-EGR Resistance measurement – Check lines
between pin A17 and A11 – Check plug connections
Desired value: 25 - 110 Ω – Fit new proportional valve E-EGR
Control unit, EDC Test as per Service Information Flash control unit
241800a and 246100

258 1st edition

 DEVICE DESCRIPTION

SPN 3855 OXYGEN SENSOR SYSTEM

Monitoring strategy: Monitoring of the oxygen sensor lines for short-circuit and discontinuity
Possible faults: FMI 7: Short-circuit between pins B23, B24, B30, B31 and pin A03 (ground).
Short-circuit between pins B23, B24, B30, B31 and pin A01 (+Ubat).
Discontinuity of Nernst voltage line (black) at pin B30 or discontinuity of virtual
ground line (yellow) at pin B23.
Note: If no fault can be detected in the wiring (short-circuit, reverse polarity etc.), the
plug connection is a further possible cause. In this case, replace the connector
and the spring contacts as per Service Information 264202.

Clear the EDC fault memory after remedying the fault. Then switch off the ignition. After EDC run-on (max.
duration 5 sec.), the control unit can be switched on again. The corresponding “normal” OBD fault entry
is also deleted, while the long-term fault memory is not deleted. The fault memory entry is retained for a
further 400 days or 9600 operating hours and is then deleted automatically if the fault is no longer present.

Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and
AdBlue® system or by an electrical defect in the oxygen sensor/output stage, disappears from the long-term
fault memory immediately if the fault is no longer present!

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Oxygen sensor Resistance measurement – Check lines
between pin A24 and B31 – Check plug connections
Desired value: 30 - 300 Ω – Fit new oxygen sensor
Resistance measurement
between pin B08 and B05
Desired value: 2 - 4 Ω

Connector pin assignment, oxygen sensor

Pin Line number / Function Control unit, EDC, pin

line colour
1 60183/red Pump current B24
2 60185/yellow Virtual ground B23
3 60396/white Activation, heater cycle, sensor heating (–) B08
4 60397/grey Supply, sensor heating (+Ubat) B05
5 60184/green Trimming resistor (trim current) B31
6 60186/black Nernst voltage B30

1st edition 259

DEVICE DESCRIPTION

SPN 3856 OXYGEN SENSOR CALIBRATION

Monitoring strategy: Monitoring for excessive or insufcient oxygen sensor calibration value
Possible faults: FMI 1: Calibration value too high
FMI 2: Calibration value too low
Note: If no fault can be detected in the wiring (short-circuit, reverse polarity etc.), the
plug connection is a further possible cause. In this case, replace the connector
and the spring contacts as per Service Information 264202.

Clear the EDC fault memory after remedying the fault. Then switch off the ignition. After EDC run-on (max.
duration 5 sec.), the control unit can be switched on again. The corresponding “normal” OBD fault entry
is also deleted, while the long-term fault memory is not deleted. The fault memory entry is retained for a
further 400 days or 9600 operating hours and is then deleted automatically if the fault is no longer present.

Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and
AdBlue® system or by an electrical defect in the oxygen sensor/output stage, disappears from the long-term
fault memory immediately if the fault is no longer present!

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Oxygen sensor Resistance measurement – Check lines
between pin A24 and B31 – Check plug connections
Desired value: 30 - 300 Ω – Fit new oxygen sensor
Resistance measurement
between pin B08 and B05
Desired value: 2 - 4 Ω

Connector pin assignment, oxygen sensor

Pin Line number / Function Control unit, EDC, pin

line colour
1 60183/red Pump current B24
2 60185/yellow Virtual ground B23
3 60396/white Activation, heater cycle, sensor heating (–) B08
4 60397/grey Supply, sensor heating (+Ubat) B05
5 60184/green Trimming resistor (trim current) B31
6 60186/black Nernst voltage B30

260 1st edition

 DEVICE DESCRIPTION

SPN 3857 OXYGEN SENSOR, SPI COMMUNICATION

Monitoring strategy: Monitoring for SPI communication plausibility

Possible faults: FMI 3: SPI communication fault (control unit fault)
Note: The oxygen sensor evaluation module communicates with the main computer via
SPI (Serial Peripheral Interface). The module controls the reading-out and setting
of the oxygen sensor evaluation module's internal index following a request by
the software.

Clear the EDC fault memory after remedying the fault. Then switch off the ignition. After EDC run-on (max.
duration 5 sec.), the control unit can be switched on again. The corresponding “normal” OBD fault entry
is also deleted, while the long-term fault memory is not deleted. The fault memory entry is retained for a
further 400 days or 9600 operating hours and is then deleted automatically if the fault is no longer present.

Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and
AdBlue® system or by an electrical defect in the oxygen sensor/output stage, disappears from the long-term
fault memory immediately if the fault is no longer present!

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Control unit, EDC — – Fit new control unit

1st edition 261

DEVICE DESCRIPTION

SPN 3858 OXYGEN SENSOR TEMPERATURE

Monitoring strategy: Monitoring for excessive oxygen sensor temperature (> 800 °C) or insufcient
oxygen sensor temperature (< 600 °C)
Possible faults: FMI 1: Temperature too high
FMI 2: Temperature too low
Short-circuit to ground between pins B23, B24, B30, B31 and pin A03 or
short-circuit to +Ubat between pins B23, B24, B30, B31 and pin A01
Consequential fault: Consequential fault of SPN 3855 among others
Note: If no fault can be detected in the wiring (short-circuit, reverse polarity etc.), the
plug connection is a further possible cause. In this case, replace the connector
and the spring contacts as per Service Information 264202.

Clear the EDC fault memory after remedying the fault. Then switch off the ignition. After EDC run-on (max.
duration 5 sec.), the control unit can be switched on again. The corresponding “normal” OBD fault entry
is also deleted, while the long-term fault memory is not deleted. The fault memory entry is retained for a
further 400 days or 9600 operating hours and is then deleted automatically if the fault is no longer present.

Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and
AdBlue® system or by an electrical defect in the oxygen sensor/output stage, disappears from the long-term
fault memory immediately if the fault is no longer present!

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Oxygen sensor Resistance measurement – Check lines
between pin A24 and B31 – Check plug connections
Desired value: 30 - 300 Ω – Fit new oxygen sensor
Resistance measurement
between pin B08 and B05
Desired value: 2 - 4 Ω

Connector pin assignment, oxygen sensor

Pin Line number / Function Control unit, EDC, pin

line colour
1 60183/red Pump current B24
2 60185/yellow Virtual ground B23
3 60396/white Activation, heater cycle, sensor heating (–) B08
4 60397/grey Supply, sensor heating (+Ubat) B05
5 60184/green Trimming resistor (trim current) B31
6 60186/black Nernst voltage B30

262 1st edition

 DEVICE DESCRIPTION

SPN 3859 OXYGEN SENSOR TEMPERATURE CALIBRATION

Monitoring strategy: Monitoring for excessive or insufcient oxygen sensor temperature calibration
value
Possible faults: FMI 1: Calibration value too high
FMI 2: Calibration value too low
Trimming resistor line (green) at pin B31 and Nernst voltage line (black) at pin
B30 mixed up
Note: If no fault can be detected in the wiring (short-circuit, reverse polarity etc.), the
plug connection is a further possible cause. In this case, replace the connector
and the spring contacts as per Service Information 264202.

Clear the fault memory after remedying the fault (EDC and OBD).

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Oxygen sensor Resistance measurement – Check lines
between pin A24 and B31 – Check plug connections
Desired value: 30 - 300 Ω – Fit new oxygen sensor
Resistance measurement
between pin B08 and B05
Desired value: 2 - 4 Ω

Connector pin assignment, oxygen sensor

Pin Line number / Function Control unit, EDC, pin

line colour
1 60183/red Pump current B24
2 60185/yellow Virtual ground B23
3 60396/white Activation, heater cycle, sensor heating (–) B08
4 60397/grey Supply, sensor heating (+Ubat) B05
5 60184/green Trimming resistor (trim current) B31
6 60186/black Nernst voltage B30

hgkghi

1st edition 263

DEVICE DESCRIPTION

SPN 3863 TRAILING THROTTLE MONITORING

Monitoring strategy: Monitoring of the injector stage activation duration in trailing-throttle condition
The purpose of trailing throttle monitoring is to check the plausibility of the
current activation duration for the injector output stages under certain operation
conditions according to the maximum permitted activation duration for the
current revs
Effect of fault: In case of a fault, it is assumed that a control unit is not operating correctly and
a recovery is triggered (control unit reset)
Possible faults: FMI 1: The injector stage activation duration is too great in trailing-throttle
condition

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Control unit, EDC — – If no fault can be detected (reset
unsuccessful), replace the control unit
(only after consultation with the specialist
department responsible)

264 1st edition

 DEVICE DESCRIPTION

SPN 3868 VERIFICATION, CHARGE-AIR TEMPERATURE DOWNSTREAM OF COOLER (in charge-air

pipe)

Monitoring strategy: Monitoring for sensor drift with the ignition on, i. e. whether the charge air
temperature has dropped to the coolant temperature with the engine stopped.
Monitoring during operation for whether the sensor is tted (two different charge
pressures must produce two different temperatures)
Possible faults: FMI 1: Temperature too high (charge-air temperature upstream of engine has
not fallen to coolant temperature when stationary)
FMI 2: Temperature too low (charge-air temperature upstream of engine has
fallen below coolant temperature when stationary)
FMI 3: Temperature implausible (two different charge pressures must produce
two different temperatures)
Sensor defective or not tted

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Temperature sensor, Resistance measurement – Check the signal for plausibility using
charge air, sensor between pin A70 and pin A62 MAN-cats® Monitoring
resistance Desired value: – Check lines
see table – Check plug connections
– Fit new charge air temperature sensor
Temperature sensor, Voltage measurement between
charge air, sensor pin A70 and pin A62
voltage Desired value:
4.2 – 2.2 V at 0 - 60°C

Table of desired values (tolerance ±3%)

Temperature in °C 0 20 40 60 80
Resistance in ohms 5896 2500 1175 595 322
Voltage in volts 4.30 3.74 2.98 2.17 1.48

1st edition 265

DEVICE DESCRIPTION

SPN 3919 FAULT STATUS, HEATING, NOx SENSOR

Monitoring strategy: Monitoring of the NOx sensor heating for short-circuit, discontinuity and
plausibility
Possible faults: FMI 3: Signal implausible
FMI 7: Short-circuit to ground or +Ubat, short-circuit of the lines against each
other,
FMI 10: Line discontinuity
Sensor defective

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

NOx sensor supply Voltage measurement between – Check lines
voltage pin 1 (line 195) and pin 2 (line – Check plug connections
196) of the NOx sensor – Fit new sensor
Desired value: +Ubat
Further measurements cannot
be performed at this time as the
data link is via the exhaust gas
aftertreatment CAN (A-CAN)

266 1st edition

 DEVICE DESCRIPTION

SPN 3920 FAULT STATUS, NOx CONCENTRATION

Monitoring strategy: Monitoring of the NOx sensor for short-circuit, discontinuity and plausibility
Possible faults: FMI 3: Signal implausible
FMI 7: Short-circuit to ground or +Ubat, short-circuit of the lines against each
other,
FMI 10: Line discontinuity
Sensor defective

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

NOx sensor supply Voltage measurement between – Check lines
voltage pin 1 (line 195) and pin 2 (line – Check plug connections
196) of the NOx sensor – Fit new sensor
Desired value: +Ubat
Further measurements cannot
be performed at this time as the
data link is via the exhaust gas
aftertreatment CAN (A-CAN)

1st edition 267

DEVICE DESCRIPTION

SPN 3921 FAULT STATUS, O2 CONCENTRATION

Monitoring strategy: Monitoring of the NOx sensor for short-circuit, discontinuity and plausibility
Possible faults: FMI 3: Signal implausible
FMI 7: Short-circuit to ground or +Ubat, short-circuit of the lines against each
other,
FMI 10: Line discontinuity
Sensor defective

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

NOx sensor supply Voltage measurement between – Check lines
voltage pin 1 (line 195) and pin 2 (line – Check plug connections
196) of the NOx sensor – Fit new sensor
Desired value: +Ubat
Further measurements cannot
be performed at this time as the
data link is via the exhaust gas
aftertreatment CAN (A-CAN)

268 1st edition

 DEVICE DESCRIPTION

SPN 3927 OXYGEN SENSOR NOT FITTED IN EXHAUST PIPE

Monitoring strategy: Monitoring of the lambda values

Possible faults: FMI 9: Oxygen sensor not installed in exhaust pipe
Note: If no fault can be detected in the wiring (short-circuit, reverse polarity etc.), the
plug connection is a further possible cause. In this case, replace the connector
and the spring contacts as per Service Information 264202.

Clear the EDC fault memory after remedying the fault. Then switch off the ignition. After EDC run-on (max.
duration 5 sec.), the control unit can be switched on again. The corresponding “normal” OBD fault entry
is also deleted, while the long-term fault memory is not deleted. The fault memory entry is retained for a
further 400 days or 9600 operating hours and is then deleted automatically if the fault is no longer present.

Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and
AdBlue® system or by an electrical defect in the oxygen sensor/output stage, disappears from the long-term
fault memory immediately if the fault is no longer present!

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Oxygen sensor Resistance measurement – Check lines
between pin A24 and B31 – Check plug connections
Desired value: 30 - 300 Ω – Replace the oxygen sensor or re-install the
Resistance measurement existing one
between pin B08 and B05
Desired value: 2 - 4 Ω

Connector pin assignment, oxygen sensor

Pin Line number / Function Control unit, EDC, pin

line colour
1 60183/red Pump current B24
2 60185/yellow Virtual ground B23
3 60396/white Activation, heater cycle, sensor heating (–) B08
4 60397/grey Supply, sensor heating (+Ubat) B05
5 60184/green Trimming resistor (trim current) B31
6 60186/black Nernst voltage B30

1st edition 269

DEVICE DESCRIPTION

SPN 3929 MONITORING OF EGR WITH LAMBDA (MIL fault)

Monitoring strategy: The lambda value is checked to diagnose the NOx monitoring system. Depending
on limit values and the EGR status, it is decided whether the MIL lamp should be
activated or the output should be reduced.
Effect of fault: MIL request if lambda value is exceeded.
Possible faults: FMI 1: MIL request without EGR blocking
FMI 2: MIL request with blocked EGR
FMI 8: MIL request directly from blocked EGR
FMI 9: MIL request directly from defective EGR
Note: The difference between the measured lambda concentration and a calculated
lambda desired value is compared with limit values when the engine is in a
suitable operating range. If the difference is too great for longer and more
frequently, the MIL is requested depending on the EGR status.

Clear the EDC fault memory after remedying the fault. Then switch off the ignition. After EDC run-on (max.
duration 5 sec.), the control unit can be switched on again. The corresponding “normal” OBD fault entry
is also deleted, while the long-term fault memory is not deleted. The fault memory entry is retained for a
further 400 days or 9600 operating hours and is then deleted automatically if the fault is no longer present.

Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and
AdBlue® system or by an electrical defect in the oxygen sensor/output stage, disappears from the long-term
fault memory immediately if the fault is no longer present!

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

EGR — see SPN 3004, 3756, 3802, 3850, 3851,
3852, 3853

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SPN 3930 MONITORING OF EGR WITH LAMBDA (PR fault)

Monitoring strategy: The lambda value is checked to diagnose the NOx monitoring system. Depending
on limit values and the EGR status, it is decided whether the MIL lamp should
be activated or the output should be reduced (PR = power reduction = engine
output reduction).
Effect of fault: If oxygen sensor monitoring reveals that the EGR rate is too low and, therefore,
that the NOx concentration is too high, the torque is reduced (= PR request)
Possible faults: FMI 1: PR request without EGR blocking
FMI 2: PR request with blocked EGR
FMI 8: PR request directly from blocked EGR
FMI 9: PR request directly from defective EGR
Note: The difference between the measured lambda concentration and a calculated
lambda desired value is compared with limit values when the engine is in a
suitable operating range. If the difference is too great for longer and more
frequently, the engine output reduction is requested depending on the EGR
status.

Clear the EDC fault memory after remedying the fault. Use MAN-cats® to call up the "Reset ashing MIL
and torque reduction" function. Then switch off the ignition. After EDC run-on (max. duration 5 sec.), the
control unit can be switched on again. The ashing MIL and the torque reduction are now reset. The
corresponding “normal” OBD fault entry is also deleted, while the long-term fault memory is not deleted.
The fault memory entry is retained for a further 400 days or 9600 operating hours and is then deleted
automatically if the fault is no longer present.

Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and
AdBlue® system or by an electrical defect in the oxygen sensor/output stage, disappears from the long-term
fault memory immediately if the fault is no longer present!

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

EGR — see SPN 3004, 3756, 3802, 3850, 3851,
3852, 3853

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SPN 3938 OXYGEN SENSOR NOT ADAPTABLE

Monitoring strategy: Monitoring for excessive or insufcient correction factor.

Possible faults: FMI 1: Correction factor too great
Nernst voltage line (black) at pin B30 and virtual ground line (yellow) at pin B23
mixed up or Nernst voltage line (black) at pin B30 and trimming resistor line
(green) at pin B31 mixed up or discontinuity in pump current line (red) at pin B24
FMI 2: Correction factor too small
Nernst voltage line (black) at pin B30 and virtual ground line (yellow) at pin B23
mixed up
Note: If no fault can be detected in the wiring (short-circuit, reverse polarity etc.), the
plug connection is a further possible cause. In this case, replace the connector
and the spring contacts as per Service Information 264202.

After remedying the fault, clear the fault memory (EDC and OBD) and test drive the vehicle (coolant
temperature > 70 °C). Let the vehicle run in overrun/trailing throttle mode at 60 km/h for 15 seconds and
then accelerate again so that the oxygen sensor adapts itself. If you stay in overrun/trailing throttle mode for
longer than 15 seconds, fault 3938-02 appears. In this case, repeat the process and make sure overrun
mode does not last longer than 15 seconds.

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Oxygen sensor Resistance measurement – Check lines
between pin B24 and B31 – Check plug connections
Desired value: 30 - 300 Ω – Fit new oxygen sensor
Resistance measurement
between pin B08 and B05
Desired value: 2 - 4 Ω

Connector pin assignment, oxygen sensor

Pin Line number / Function Control unit, EDC, pin

line colour
1 60183/red Pump current B24
2 60185/yellow Virtual ground B23
3 60396/white Activation, heater cycle, sensor heating (–) B08
4 60397/grey Supply, sensor heating (+Ubat) B05
5 60184/green Trimming resistor (trim current) B31
6 60186/black Nernst voltage B30

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WIRING DIAGRAMS
OVERVIEWS

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OVERVIEW, EDC7 C32 EC STAGE IIIB/TIER 4I OBD 1 WITH NOX MONITORING

Legend
A435 Control unit, EDC
B104 Oil pressure sensor
B124 Temperature sensor, coolant
B377 Fuel pressure sensor
B487 Rail-pressure sensor
B488 Speed sensor, crankshaft (speed increment sensor)
B489 Speed sensor, camshaft (speed segment sensor)
B623 Charge pressure sensor/temperature sensor
B633 Exhaust gas temperature sensor 1 (upstream of AdBlue® mixer)
F163 Fuse, engine control (terminal 30)
F5 Fuse, engine control (terminal 15)
F355 Main fuse 30-2
M100 Starter
X200 Diagnosis socket
Y332 Metering unit (fuel proportional valve, MProp)
Y341 Injector, 1st cylinder
Y342 Injector, 2nd cylinder
Y343 Injector, 3rd cylinder
Y344 Injector, 4th cylinder
Y345 Injector, 5th cylinder
Y346 Injector, 6th cylinder
* See overview of AdBlue® dosing control unit DCU15

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OVERVIEW, EDC7 C32 EC STAGE IIIB/TIER 4I OBD 1 WITH NOX MONITORING

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OVERVIEW, EDC7 C32 EC STAGE IIIB/TIER 4I MASTER-SLAVE (V8)

Legend
A435 Control unit, EDC (Master)
A570 Control unit, EDC II (slave)
B104 Oil pressure sensor
B124 Coolant temperature sensor
B197 Fuel temperature sensor
B377 Fuel pressure sensor
B487 Rail-pressure sensor
B488 Speed sensor, crankshaft (speed increment sensor)
B489 Speed sensor, camshaft (speed segment sensor)
B514 Rail-pressure sensor
B623 Charge pressure sensor/temperature sensor
B633 Exhaust gas temperature sensor 1
F163 Fuse, engine control (master, terminal 30)
F354 Main fuse 30-2
F543 Fuse, engine control II (slave, terminal 30)
M100 Starter
X3 Diagnosis socket
Y332 Metering unit (fuel proportional valve, MProp)
Y341 Injector, 1st cylinder
Y342 Injector, 2nd cylinder
Y343 Injector, 3rd cylinder
Y344 Injector, 4th cylinder
Y345 Injector, 5th cylinder
Y346 Injector, 6th cylinder
Y347 Injector, 7th cylinder
Y348 Injector, 8th cylinder

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OVERVIEW, EDC7 C32 EC STAGE IIIB/TIER 4I MASTER-SLAVE (V8)

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OVERVIEW, EDC7 C32 EC STAGE IIIB/TIER 4I MASTER-SLAVE, V12

Legend
A435 Control unit, EDC (Master)
A570 Control unit, EDC II (Slave)
B104 Oil pressure sensor
B124 Coolant temperature sensor
B197 Fuel temperature sensor
B377 Fuel pressure sensor
B487 Rail-pressure sensor
B488 Crankshaft speed sensor (speed increment sensor)
B489 Camshaft speed sensor (speed segment sensor)
B514 Rail-pressure sensor
B623 Charge pressure sensor/temperature sensor
B633 Exhaust gas temperature sensor 1
F163 Fuse, engine control (Master, terminal 30)
F354 Main fuse 30-2
F543 Fuse, engine control II (Slave, terminal 30)
M100 Starter
X3 Diagnosis socket
Y332 Metering unit (fuel proportional valve, MProp)
Y341 Injector, 1st cylinder
X342 Injector, 2nd cylinder
Y343 Injector, 3rd cylinder
Y344 Injector, 4th cylinder
Y345 Injector, 5th cylinder
Y346 Injector, 6th cylinder
Y347 Injector, 7th cylinder
Y348 Injector, 8th cylinder
Y349 Injector, 9th cylinder
Y350 Injector, 10th cylinder
Y351 Injector, 11th cylinder
Y352 Injector, 12th cylinder
Y356 Metering unit (fuel proportional valve, MProp)

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OVERVIEW, EDC7 C32 EC STAGE IIIB/TIER 4I MASTER-SLAVE, V12

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OVERVIEW, EDC7 C32 EC STAGE IIIB/EGR

Legend
A403 Vehicle management computer
A435 Control unit, EDC
B104 Oil pressure sensor
B123 Temperature sensor, charge air
B124 Temperature sensor, coolant
B322 Oxygen sensor
B377 Fuel pressure sensor
B487 Rail-pressure sensor
B488 Speed sensor, crankshaft (speed increment sensor)
B489 Speed sensor, camshaft (speed segment sensor)
B370 Exhaust gas temperature sensor 1 (upstream of lter)
B623 Charge pressure sensor/temperature sensor
B683 Exhaust gas relative pressure sensor
F163 Fuse, engine control (term. 30)
F5 Fuse, engine control (term. 15)
F355 Main fuse 30-2
M100 Starter
X200 Diagnosis socket
Y332 Metering unit (fuel proportional valve, MProp)
Y340 Pulse valve, HP
Y341 Injector, 1st cylinder
Y342 Injector, 2nd cylinder
Y343 Injector, 3rd cylinder
Y344 Injector, 4th cylinder
Y345 Injector, 5th cylinder
Y346 Injector, 6th cylinder
Y493 Pulse valve, LP
M289 Position-controlled E-EGR controller
ZDR Intermediate speed interface

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OVERVIEW, EDC7 C32 EC STAGE IIIB/EGR

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OVERVIEW, ADBLUE® DOSING CONTROL UNIT DCU15

Legend
A435 Control unit, EDC
A808 AdBlue® dosing control unit DCU15
B628 AdBlue® ll level/temperature sensor
B634 Exhaust gas temperature sensor 2 (downstream of catalytic converter)
B994 NOx sensor
B996 Air humidity sensor with temperature sensor
F737 Fuse, voltage supply, terminal 15
F738 Fuse, voltage supply, terminal 30
F894 Fuse, sensors
X200 Diagnosis socket
X1644 Earthing point, cab (next to central electrical system)
X4680 Plug connection, cab/dosing control unit
X4742 Potential distributor, exhaust gas CAN/NOx sensor
X4743 Potential distributor, voltage supply, NOx sensor
Y436 Dosing module
Y437 Coolant valve, AdBlue®

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OVERVIEW, ADBLUE® DOSING CONTROL UNIT DCU15

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