Training Doc Mercedes 900

Training Documentation
Mercedes-Benz Industrial Engines

Series 500, 460 und 900
MTU Trainingcenter
MTU Friedrichshafen GmbH | All rights reserved
Table Of Contents
Information
Page 8
Tightening specifications
Page 9
Safty information
Page 18
Mercedes-Benz Engine Data Manual
Page 21
Mercedes-Benz Fluid and lubricant specification
Page 22
Emission standards
Page 23
Series 500 engine models
Page 24
Technical features
Page 26
Engine cross section
Page 27
Cylinder designation
Page 29
Cylinder head and gasket
Page 30
Valve drive
Page 36
Injection system
Page 39
Nozzle holder kombination removal and installation
Page 41
Unit pump removal and installation
Page 43
Piston
Page 46
Page 2
Table Of Contents
Piston cooling
Page 48
Connecting rod
Page 50
Crankcase
Page 51
Cylinder liner
Page 52
Fuel system
Page 55
Fuel filter removal and installation
Page 57
Fuel pre-filter
Page 58
Oil cooler and filter housing
Page 62
Components of the lubricating system
Page 64
Engine oil and filter change
Page 67
Crankcase ventilation system
Page 69
Coolant distribution
Page 72
Thermostat
Page 73
Air and exhaust ducting
Page 74
Assessment cylinder liners
Page 77
Page 3
Table Of Contents
Series 460
Page 84
Technical features
Page 86
Page 87
Page 89
Page 90
Valve drive
Page 30 and 91
Injection system
Page 94
Page 39
Page 41
Piston
Page 43
Piston cooling
Page 46
Connecting rod
Page 97
Crankcase
Page 98
Cylinder liner
Page 99
Fuel system
Page 101
Page 57
Fuel pre-filter
Page 58
Page 4
Table Of Contents
Page 105
Page 107
Page 67
Page 69
Thermostat
Page 111
Page 112
Page 77
Series 900 engine models
Page 114
Technical features
Page 116
Page 117
Page 119
Page 120
Valve drive
Page 125
Injection system
Page 128
Page 130
Page 132
Piston
Page 135
Page 5
Table Of Contents
Piston cooling
Page 136
Connecting rod
Page 137
Crankcase
Page 138
Cylinder liner
Page 139
Fuel system
Page 141
Page 144
Fuel pre-filter
Page 58
Page 147
Page 149
Page 151
Page 153
Thermostat
Page 155
Page 157
Page 77
Page 6
Table Of Contents
Engine electronic controller (MR)
Page 157
Structure and priciple
Page 158
Injection control
Page 161
Delivery phases of the unit pump
Page 163
Sensor overview series 500
Page 166
Page 170
Page 173
Sensors
Page 178
Rotational speed, crank angle and TDC detection
Page 179
Rotary sensor
Page 180
Temperature sensor characteristic
Page 181
Oil level sensor
Page 182
Control loop (MR)
Page 184
Parameterization
Page 185
Minidiag 2
Page 186
Engine Tests
Page 187
ADM-X
Page 188
Special tools
Page 192
Page 7
Information
This documentation is for training purposes only.

All torques and procedures reflect the stand of now and have to be validated bevore use.
This Publication is protected by copyright and may not be used in any way whether in
whole or in part without the prior written permission of MTU Friedrichshafen GmbH.
This restriction also applies to copyright, distribution, translation, microfilming and storage
or processing on electronic systems including data bases and online services.
1.Edition
10.2010
Page 8
Tightening specification for set screw and stud

connections
Tightening specification for set screw and stud connections to works standard MTN 5008
This works standard applies to set screws subjected to little dynamic load as per MMN 384, DIN 912, EN 24014
(DIN 9311), EN 24017 (DIN 933), EN 28765 (DIN 960), EN 28676 (DIN 961), DIN 6912 and to studs as per DIN
833, DIN 835, DIN 836, DIN 938, DIN 939 and associated nuts.
They do not apply to heat-proof screws in the hot component area.
Tightening torques MA are for screws of strength class 8.8 (bright surface, phosphate coating or galvanised) and
10.9 (bright surface or with phosphate coating).
The values in the table are based on a friction coefficient tot = 0.125. Precondition: Thread and mating faces of
screws and nuts must be coated in engine oil prior to assembly.
When tightening manually (tightening specifications), an assembly tolerance of + 10% of the table values is
permitted for unavoidable deviations of the tightening torque from the table value during the tightening process
e.g. resulting from inaccurate readings and overtightening during assembly.
When tightening mechanically, the permitted assembly tolerance is + 15 %
Tightening torques = MA
Page 9

connections
Page 10

connections
Page 11
Tightening torques for plugs
Tightening torques for plugs prescribed in standard MTN 51831

This standard applies to plugs as per DIN 908, DIN 910 and DIN 7604 with screwed plug DIN 3852, model A (sealed
by sealing ring DIN 7603Cu).
DIN 908 DIN 910 DIN 7604A/C
Tightening torques MA are given for plugs made of steel (St) with surface protected by a phosphate coating and
oiled or galvanised.
Thread and mating faces beneath heads must be coated in engine oil prior to assembly.
An assembly tolerance of + 10% of the table values is permitted for unavoidable deviations of the tightening torque
from the table value during the tightening process e.g. resulting from inaccurate readings and overtightening during
assembly.
Page 12
Page 13
Page 14
Tightening torques for banjo screws
This standard applies to banjo screws as per MMN 223 and N 15011 sealed with sealing ring DIN 7603-Cu
Tightening torques MA are given for banjo screws made of steel (St) with surface protected by a phosphate coating
and oiled or galvanised and for banjo screws made of copper-aluminium alloys.
Thread and mating faces beneath heads must be coated in engine oil prior to assembly.
An assembly tolerance of + 10% of the table values is permitted for unavoidable deviations of the tightening torque
from the table value during the tightening process e.g. resulting from inaccurate readings and overtightening during
assembly.
Page 15
Tightening torques for banjo screws
Page 16
Torque specifications for union nuts

Torque specifications for union nuts as per DIN 3859-2
1 Union nut
2 Union body
3 O-ring
4 Ball bushing
Union nut: When installing the ball bushing, the union nut should be tightened firmly by hand (noticeable
increase in force) a quarter of a turn (90) beyond this point.
Page 17
Safety Instructions
These Safety Instructions must be read and followed by any persons operating, carrying out maintenance or repairs on the machinery
plant.
General Safety and Accident Prevention Regulations
In addition to the instructions in this publication, general safety and accident prevention regulations and laws must be taken into consideration; these
may vary from country to country. This MTU engine is a state-of-the-art product and conforms with all the applicable specifications and regulations.
Nevertheless, persons and property may be at risk in the event of:
Incorrect use
Servicing, maintenance and repair carried out by untrained members of staff
Modifications or conversions
Non-compliance with the safety instructions
Correct Use
The engine is to be used solely for the purpose stated in the contract. Any other use is considered improper use. The manufacturer will accept no
liability for any resultant damage. The responsibility is borne by the user alone.
Correct use also includes observation of the Operating Instructions and Maintenance Manual and compliance with maintenance and repair
instructions.
Personnel Requirements
Work on the engine must be carried out only by reliable personnel. The specified legal minimum age must be respected.
Only fully trained or qualified personnel must be employed. Responsibilities of the operating, maintenance and repair personnel must be specified.
Modifications or Conversions
Modifications made by the customer to the engine may affect safety. No modifications or conversions must be
implemented without prior consent from DDC or MTU.
We cannot accept liability for any damage resulting from unauthorised alterations made to the engine.
Organisational Measures
The personnel must be instructed on engine operation and repair by means of the Maintenance Manual, and in particular the safety instructions must
be explained. This is especially important for personnel who work on the engine only on an occasional basis.
Page 18
Safety Instructions
Spare Parts
Spare parts must at least satisfy the requirements specified by the manufacturer. This is guaranteed when original components are used.
Working Clothes and Protective Equipment
Always wear protective shoes when working on plant. Select appropriate goggles for the work to be carried out. Always wear protective goggles when
working with mallets, cutting tools, drift punches and similar tools.
Work clothing must be tight-fitting so that it does not catch on rotating or projecting components. Do not wear jewellery (e.g. rings, chains, etc.).
Transport
Lift the engine only with the lifting eyes provided. Use only the transport and lifting equipment approved by DDC/MTU.
The engine must only be transported in installation position.
Engine Operation
When the engine is running, ear protectors must always be worn in the engine room.The engine room must be well ventilated.
To avoid injuries caused by falling, leaked or spilt engine oil and coolant must be cleaned up immediately or absorbed with appropriate bonding
agents. Exhaust gases from combustion engines are poisonous and injurious to health if inhaled. The exhaust pipework must be leak-free and
discharge exhaust gases to atmosphere. During engine operation, do not touch battery terminals, generator terminals or cables. Inadequate
protection of electrical components can lead to electric shocks and serious injuries.
Never disconnect coolant, oil, fuel, compressed air or hydraulic lines while the engine is running.
Maintenance and Repair
Compliance with maintenance and repair specifications is an important safety factor. Unless expressly permitted, no maintenance or repair work must
be carried out with the engine running. The engine must be secured against inadvertent starting and the battery disconnected. Attach sign Do not
operate in operating area or to control equipment. Persons not involved must keep clear. Never attempt to rectify faults or carry out repairs if you do
not have the necessary experience or special tools required. Maintenance work must only be carried out by authorised, qualified personnel.
Use only tools in perfect condition. Do not work on engines or components which are only held by lifting equipment or crane. Always support these
components on suitable frames or stands before beginning any maintenance or repair work. Before barring the engine, ensure that nobody is within
the danger area. After working on the engine, check that all guards have been reinstalled and that all tools and loose components have been
removed from the engine. Fluids emerging under high pressure can penetrate clothing and skin and may cause serious injury. Before starting
work, relieve pressure in systems and H.P. lines which are to be opened. Never bend a fuel line and do not install bent lines. Keep fuel injection lines
and connections clean. Always seal connections with caps or covers if a line is removed or opened.
Page 19
Safety Instructions
During maintenance or repair work, do not hit fuel lines with wrenches or other tools. To tighten connections when installing lines, use the correct
tightening torque and ensure that all retainers and dampers are installed correctly. Ensure that all fuel injection lines and compressed oil lines have
sufficient play to avoid contact with other components. Do not place fuel or oil lines near hot components.
Do not bend lines under pressure or use force. In order to avoid burning, take special care when placing hot components on products when working
with hot liquids in pipelines, pipes and chambers. Until the engine has cooled, the breather cap must not be opened. Release the breather cap and
allow pressure to escape before removing the cap. Take special care when removing ventilation or plugs from engine. In order to avoid being
sprayed with highly pressurised liquids, hold a cloth over the screw or plug. It is even more dangerous if the engine has recently
been shut down as the liquids may still be hot. Take special care when draining hot fluids risk of injury. Drain the fluids into a suitable container and
wipe up any spillages. When changing engine oil or working on the fuel system, ensure that the engine room is adequately ventilated. When working
high on the engine, always use suitable ladders and work platforms. Make sure components are
placed on stable surfaces.To avoid damaging your back when lifting components weighing 25 kg (50 lb.) or more, use lifting gear or request aid from
other workers. Ensure that all chains, hooks, slings, etc. are in good condition, are sufficiently strong and that hooks are correctly positioned. Lifting
eyes must not be unevenly loaded. When operating electrical equipment, certain components of this equipment are live. Non-compliance with
warning notices could result in serious physical injury or damage to property. Work must be carried out only by qualified personnel. Prior to working
on electrical equipment, switch off live units. Gases released from the battery are explosive. Avoid sparks and naked flames. Do not allow battery
acids to come into contact with skin or clothing. Wear protective goggles. Do not place tools on the battery. Before connecting the cable to the
battery, check battery polarity. Battery pole reversal may lead to injury through the sudden discharge of acid or bursting of the battery body. Do not
damage wiring during removal work and when reinstalling wiring and ensure that during operation it is not damaged by contact with sharp objects, by
rubbing against another component or by a hot surface. Never connect wiring to a line which carries liquid. On completion of the maintenance and
repair work, any cables which have become loose must be correctly secured. Always tighten connectors with connector pliers. If cables are present
at mechanical components and there is a risk of wear, the cables must be retained in cable clamps. For this purpose, no cable straps must be used
as, during maintenance and/or repair work, the straps can be removed but not installed a second time. Check security of all plug-in connections. It is
not sufficient to tighten the connections by hand with a bayonet union. There is the risk of the lock not engaging properly and the connector coming
loose during engine operation. Therefore pliers must be used for turning the bayonet union nut in clockwise direction.
Environmental Protection
Dispose of used fluids and lubricants and filters in accordance with local regulations. Manipulation of the injection or control system can influence the engine
performance and exhaust emissions. As a result, compliance with environmental regulations may no longer be guaranteed.
Page 20
Mercedes Benz Engine Data Manual
https://motorenhandbuch.i.daimler.com
Page 21
Mercedes-Benz Specifications for Operating Fluids
The MB BeVo provide you with an

overview of not only the requirements
for the operating fluids, but also for
the recommended.
http://bevo.mercedes-benz.com/
Page 22
Emission Standards HDDE >130KW
Page 23
Series 500 Engine Models
Series 500
Baureihe
Page 24
V6
V8
OM 501 LA
OM 502 LA
VH = 12l
VH = 16l
OM 502 LA
Page 25
Technical Features Series 500
Outstanding power output and torque characteristics over the whole rpm range
Dynamic start-off characteristics and pulling power
Attractive power/weight ratio
Low fuel consumption
High-pressure direct injection, pump-line-nozzle system with peak pressures up to 1,800 bar.
Electronic engine control (MR) with electronic system fixed to the engine, and extensive engine protection functions
Direct injection with centrally positioned injection nozzle.
4-valve technology
Useful engine brake rpm well over rated rpm, up to 2400 rpm
Meets the emission legislation of Euromot IIIa
Turbocharger with charge air cooling
Rated engine speed 1,800 rpm or 2000 rpm
Low maintenance requirement
Long maintenance intervals
Engine oil and fuel filter located at the front, for easy maintenance
Maintenance-free belt drive
Can run on FAME / RME (rape methyl ester) or biodiesel, and engine oil changes are halved
High reliability and long runtime
Low number of component variants, as many parts are the same on both 6 and 8 cylinder engines
Rear engine power take-off ex works
Page 26
OM 502 LA Cross Section
Page 27
Page 28
Cylinder Designation
KGS
KS
Page 29
Cylinderhead
The Euromot IIIa engines are fitted with a modified

cylinder head and therefore a new cylinder head
gasket with increased elastomer thickness.
The following bores in the base of the cylinder
head have been provided with countersinks with a
depth of 1.0 mm:
Engine oil pressure side (OD)
Engine oil return (OR)
Coolant supply (WZ)
Coolant return (WR)
Page 30
Cylinderhead Gasket
On the cylinder head gasket, the elastomer sealing elements at

the following bores have been raised by
the dimension (X):
Engine oil pressure side (OD)
Engine oil return (OR)
Coolant supply (WZ)
Coolant return (WR)
The sealing between the cylinder head and the crankcase is
improved because the elastomeric sealing elements are higher.
Moreover, a fire shield (arrow) was vulcanized onto the coolant
feed hole (WZ). This fire shield (arrow) is an added protection for
the elastomeric sealing element in the event of a possible minor
gas leak in the cylinder head gasket.
OD Engine oil pressure side

OR Engine oil return
WR Coolant return
WZ Coolant feed
X Dimension
Page 31
Cylinder Head with Inductively-hardened Sealing

Surface
As of engine end no. 263.000, the cylinder heads have been modified.
The cylinder head sealing surface has been inductively hardened at four
points (arrows).
This inductive hardening is visible by a slight increase in height at the four
points (arrows). This increases the contact pressure on the cylinder head
gasket.
Repair information:
Cylinder head sealing surfaces with the four inductively hardened points
(arrows) may only be visually checked for flatness in the sections where there
are no raised areas due to inductive hardening.
The cylinder head generally has to be exchanged if there is any distortion to
the cylinder head or wear to the cylinder head sealing surface caused by the
beaded cylinder head gasket, otherwise a seal between the cylinder head
and crankcase cannot be ensured.
The cylinder head sealing surface may not be reworked (ground).
Page 32
Cylinder Head
Coolant
Engine Oil
Charge Air
Exhaust
Fuel
Fuel Return / Leak Off
Page 33
Cylinder Head Mounting

The cylinder head is tightened in 6 stages.
The cylinder head bolts do not require
retightening.
Moisten the bolts with engine oil!
1.
2.
3.
4.
5.
6.
Stage
Stage
Stage
Stage
Stage
Stage
10 Nm
50 Nm
100 Nm
200 Nm
90
90
The maximum shank length of 212 mm is not to be exceeded !
Page 34
Notes
Page 35
Valve Drive
Gas exchange is improved by 4-valve technology, thus
contributing considerably to lower fuel consumption with lower
emissions. The intake and exhaust valves are controlled by
means of roller tappets, push rods and intake and exhaust
rocker arms which are set in a groove in the crankcase with a
sliding block, and which operate the intake/exhaust valve
pairs through a valve bridge.
The rocker arm spindle complete with preassembled rocker
arms and rocker arm bearing bracket is bolted to the cylinder
head. To keep wear in the whole valve assembly to a
minimum throughout ist lifetime, the contact surfaces of the
valve, valve bridge, the rocker arm thumb, the upset ball
socket of the push rod, and the ball head of the adjusting
screw, are induction hardened. This is to allow them to
support the actuation forces of the high-temperature valve
springs, and the effects of inertial forces and cylinder
pressures.
Page 36
Valve Adjustment
Checking valve clearance at two crankshaft
positions
1. Check TDC position of piston in cylinder A1:
If the rocker arms are not under load on cylinder A1,
the piston is in firing TDC.
If the rocker arms are under load on cylinder A1,
the piston is in overlap TDC.
2. Check valve clearance with cold engine:
Inlet = 0.4 mm;
Exhaust = 0.6 mm;
3. Check all valve clearances at two crankshaft positions
(firing and overlap TDC for cylinder A1) as per diagram.
4. Use feeler gauge to determine the distance between valve
bridge and rocker arm.
5. If the deviation from the reference value exceeds
+ 0.2 mm / -0.1 mm, adjust valve clearance.
Page 37
Adjusting valve clearance

1. Loosen locknut (1) and unscrew
adjusting screw (2) by a few threads.
2. Insert feeler gauge between valve
3. Readjust adjusting screw (2) so that
the feeler gauge just passes through
the gap.
4. Tighten locknut (1) to 50 Nm, holding
adjusting screw (2) firmly.
5. Check if the feeler gauge just passes
through between valve bridge and
rocker arm.
Result: If not, adjust valve clearance.
Notes
Page 38
Pump-Line-Nozzle Injection System (PLD)
The injection process is performed by the pump-linenozzle (PLD) system, controlled by an electronic
engine management system
In the PLD system, fuel is delivered to the injection
nozzle by individual unit pumps over short, rigid
high-pressure injection lines, and through the
pressure pipe connection screwed into the cylinder
head.
The connection to the nozzle and nozzle holder is
located centrally at the cylinder, and is integrated
with, and removable from, the cylinder head.
A unit pump fitted for each cylinder is located
directly on the crankcase.
Page 39
Pressure Pipe Connection And Nozzle Holder Location

7
Connection to the nozzle holder and injection
nozzle (positioned vertically at the center of the
cylinder), is through a fixed, preassembled
pressure pipe connection with integral pin-type
filter.
6
1
The nozzle holder with injection nozzle is held

in a protective sleeve by means of a clamping
claw supported on the nozzle holder and
constant throttle cap, and attached with a
central screw.
The seal at the nozzle protective sleeve
consists of a copper sealing sleeve.
For nozzle holder positioning, the clamping
claw grips a locating pin fixed into the nozzle
holder cap.
The pressure pipe connection is attached with
a press-in ball fastening.
Page 40
1
2
3
4
5
6
7
8
9
Injection line, 30 Nm
Pressuer screw, 40 Nm
O-Ring
Pressure pipe connection
Nozzle holder combination
O-Ring
Screw, 50 Nm, 91 mm
Clamping claw
Constant throttle cap
Removing The Nozzle Holder Combination

Injector removal
1. Remove fuel leak line.
2. Remove fuel line (3).
3. Remove thrust screw (2).
4. Pull off pressure pipe neck (1).
5. Remove screw (4).
6. Take off clamp (5).
7. Screw impact extractor (6) into injector.
8. Remove injector using the impact extractor.
9. If necessary remove sealing sleeve with
extractor (7) from cylinder head.
10. Seal all openings with appropriate covers
after removal.
6
7
Page 41
Installing The Nozzle Holder Combination
1.
2.
3.
4.
5.
6.
7.
8.
Measure the shank length of screw (4) (max 91 mm)

Insert a new O-ring at nozzle holder combination
Press new sealing sleeve (8) with special tool (7)
onto nozzle holder combination
Install nozzle holder combination
Mount the retaining clip (5), 50Nm
Place the new O-ring at pressure pipe connection (1)
Fit the pressure pipe connection (1) and tighten pressure
screw (2),40 Nm. Moisten the pressure pipe connection
around the taper seal with engine oil.
Install the injection line (3)
7
8
Page 42
Injection Pump Removal
Injection pump removal

1. Disconnect wiring (1) from injection pump.
3. Unscrew securing screws of injection pump by
approx. 10 mm.
The preloaded compression spring presses the
injection pump out of the crankcase. If not use special
tool (6)and carefully extract pump.
4. Remove injection pump securing screws.
5. Remove injection pump.
6. Remove sealing rings from injection pump.
7. Seal all openings with appropriate covers after removal.
Page 43
Injection Pump Installation

Injection pump installation
1.
2.
3.
4.
5.
6.
7.
8.
Remove all covers from openings

Coat the new o-rings with lubricating grease, and install
them with tool (3).
Note: The black o-ring must be allways on top!
Carefully clear any dirt or paint residues away from the
sealing surface of the MR/PLD unit pump and the crankcase.
Carefully press the MR/PLD unit pump in by hand.
If the unit pump cam is up at the camshaft, turn the engine.
Install the bolts and tighten to 65Nm.
Install injection line (2) and tighten to 30Nm.
Connect wiring (1) (1,5 Nm).
If pump has been changed, new pump code must be
programed via the MiniDiag2.
Page 44
Notes
Page 45
Piston
Pistons and piston rings are among the most highly stressed engine
components. Pistons are therefore constructed of high-temperature
aluminum alloy.
The piston top land and stem are graphite-coated to increase runningin and limp-home capability.
There is a cast-in, reinforced ring groove for the first piston ring.
The piston pin support is trapezoidal in shape, to increase the
pressure-load surfaces on the piston and connecting rod.
Features of the piston rings:

Groove 1: Compression ring
Cast-iron keystone ring with plasma spray layer of
chromeceramic, spherical-lapped.
Groove 2: Compression ring with oil-scraper action.
Chrome-plated taper-faced ring with internal angle
underneath.
Groove 3: Oil scraper ring
Roof bevel ring with chrome-plated, lapped lands and
garter springs.
Page 46
Piston Changes For Euromot 3A

New combustion process with W- Piston:
- higher stability
- less carbon build up
old
Page 47
new
Piston Cooling
Due to the piston's increased cooling requirements and additional

camshaft oiling, the oil spray nozzle on the Euromot IIIa engine has
a higher oil throughput. This also necessitates modifications to the
oil pump.
The spray direction of the oil spray nozzle for the piston has been
changed to coaxial oil spraying, which sprays into the undivided,
fluted cooling duct in the piston. Due to this modification, piston
cooling is improved as a result of increased engine oil throughput.
The oil spray nozzle's pipe diameter has been increased to 4 mm,
and the diameter at the outlet aperture at the end of the nozzle has
been calibrated to 3 mm. Due to this modification, the oil spray
nozzle has a higher oil throughput, and the oil spray fans out less,
leading to better piston cooling.
The base of the oil spray nozzle has three
bores (arrows) for oiling the intake, exhaust
and unit pump cams on the camshaft.
Page 48
Notes
Page 49
Connecting Rod
The steel connecting rod is partially forged. The

separation of connecting rod from bearing cap is
made by 'cracking'.
Compared with the conventional, costly separating
process, 'cracking' brings high dimensional
stability to the large connecting rod eye. Four laserstructured surfaces have additionally been applied.
These improve the bearing shells' anti-twist
protection. The separation point at the large
connecting rod eye is set obliquely.
Connecting rod and bearing cap are linked
positively and frictionally with each other by two
stretch-thread bolts.
The ignition power is absorbed evenly at the small,
trapezoidal connecting rod eye by a solid bronze
bushing. Two oil holes have been made in the
connecting rod eye for the oil supply to the small
end bearing.
Page 50
Crankcase
Design features:
Compact design, by integrating the oil cooler, coolant pump coil,
unit pumps, and the coolant, fuel and oil ducts.
Highly rigid alloy cast iron.
Rigid crankcase deck and stable liner bottom collar support, with
low-set threads on the cylinder head bolts. This results in lowwarp absorption of the thread connection and ignition forces by
the rigid collar of the wet cylinder liner.
Rigid side walls extending well below the center of the
crankshaft, and bolted together with the crankshaft bearing caps.
With new vermicular graphite cast iron (GGV) material on

OM 501 diesel engines with more than 300 kW (408 hp) and
on OM 502 diesels with 405 kW (551 hp) and more.
Page 51
Cylinder Liners
The cylinder liner has been fitted with an oil scraper ring to
prevent carbon buildup. The oil scraper ring replaces the
induction hardening in the upper part of the cylinder liner.
Piston
Scraper ring
Crankcase
Sealing ring
Cylinder liner
old
Page 52
new
Cylinder Liners
The cylinder liner (2) has been fitted with an oil
scraper ring (3) to prevent carbon buildup. The
chrome-molybdenum (CrMo) oil scraper ring (3)
has a height of 13.5 mm and a projection of 0.15
mm to the inner diameter of the cylinder barrel in
the cylinder liner (2). The oil scraper ring (3)
replaces induction hardening in the upper part of
the cylinder liner (2).
The oil scraper ring's (3) projection reduces
carbon deposits on the top land of the piston
(area from the piston crown to the first piston ring
groove). This reduces wear on the cylinder barrel
of the cylinder liner (2).
2 Cylinder liner
3 Oil scraper ring
4 Sealing ring
The outside diameter on the liner collar has been enlarged to improve the fit of the cylinder liner (2) in the cylinder crankcase.
The sealing ring (4) between the collar of the cylinder liner (2) and the cylinder crankcase is made of stainless steel (X5CrNi 18-10) and has a larger
outside diameter than the tombac ring used previously. This results in higher abrasion resistance, reduced wear and improved installation reliability for
the sealing ring (4).
Due to the oil scraper ring (3) in the cylinder liner (2), an assembly tool is required to install the pistons.
Page 53
Notes
Page 54
Fuel System
Page 55
Fuel System
The low-pressure fuel system has been specially designed to meet the requirements of the high-pressure injection system with individual unit pumps
on V-engines. Unlike on conventional injection systems, to ensure stable injection, a high pre-pressure is necessary in the low-pressure system and
a large flush volume for cooling the control valve solenoids in the unit pumps.
1 Fuel tank
1.1 Fuel strainer (800 m)
2 Fuel prefilter (KVF 300 m) with manual fuel feed pump
3.1 Plug-on valve in fuel feed (locked open)
3.2 Plug-on valve in fuel return (locked open)
4. Fuel heat exchanger
5. Fuel pump (KFP)
5.1 Pressure relief valve (9.0 - 12.0 bar)
6. Fuel filter (5 m)
6.1 Fuel filter drain valve
6.2 Constant vent in fuel filter (0.7 mm)
7. Nozzle holder combination
8. PLD unit pumps (Y6 to Y13)
9. Banjo union with constant vent (0.7 mm)
10. Overflow valve (2.0 bar up to engine No. 092 407, 2.65 bar from
engine No. 092 408)
10.1 Throttle (3.1 mm) in overflow valve
11.1 Fuel feed connector (in frame)
11.2 Fuel return connector (in frame)
12 Throttle (0.5 mm) in flame starting system fuel line
B10 Fuel temperature sensor
R3 Flame glow plug
Y5 Flame starting system solenoid valve
Page 56
Test points
I
II
III
IV
Fuel pressure after fuel filter

Idle speed: 1.8 - 2.8 bar up to engine No. 092407, 2.2 3.2
bar from engine No. 092 408
Cutoff speed: 4.5 5.5 bar
Fuel pressure after fuel pump
Idle speed: 2.1 3.0 bar
Cutoff speed: 5.0 6.0 bar (limit value 6,5 bar)
Fuel intake pressure before fuel pump
Cutoff speed: -0.35 to -0.25 bar
Fuel return quantity at fuel tank
Idle speed: 0.6 1.0 l/min
Cutoff speed: 1.0 -1.6 l/min
Low pressure-fuel system leaktightness
Test pressure 5.5 bar/test period 5 minutes: no pressure drop
Fuel return quantity at nozzle holder combination
Idle speed: oil-damp
Cutoff speed: drops only at most.
Fuel Filter
Filter removal:
1.
2.
Unscrew the fuel filter screw cap.

Only remove screw cap with filter insert about 1 cm. After the
fuel has run out remove filter from the housing.
Remove the filter insert from the cap by pressing at the side of the
filter.
Filter installation:
1.
2.
3.
3.
4.
Replace the sealing ring

Insert new filter element in screw cap
Screw on the screw cap with filter element, and tighten.
Torque value writen on cap
Start the engine and bleed the fuel system.
Check the filter for leaktightness with the engine running.
Page 57
Fuel prefilter with heated water separator

In countries where the fuel is considered to be heavily
contaminated and to have a high water content, an additional
fuel filter with integrated water separator (including manual
feed pump) is highly recommended.
Engines that are operated in countries of Eastern
Europe, or filled with fuel from those countries, must
be fitted with a prefilter.
Advantages to the customer:

Increased durability of the injection system
Long maintenance intervals despite difficult operating
conditions
Greater economy through shorter vehicle downtimes
Page 58
Fuel prefilter with heated water separator

Filter removal:
1. Place a buket under the prefilter
2. Open the drain valve (10) and bleed screw (6) Let the filter
element (2) run dry Dispose of the water/fuel mixture in env.
acceptable manner.
3. Pull out the heater plug (9)
4. Unscrew filter element (2)
5. Unscrew the separator (3) from the filter element (2). If damaged,
replace the separator
6. Clean the separator (3) Ensure that the sealing ring groove is
clean!
1. Moisten the new sealing rings with engine oil.
2. Screw the separator (3) with new sealing ring (8) onto the filter
element (2) and finger-tighten.
3. Screw the filter element (2) with new sealing ring onto filter
head (1) and finger-tighten. Do not use tools to tighten!
4. Close drain valve (10).
5. Fill the prefilter with a manual fuel feed pump (5).
6. Close the bleed screw (6).
7. Start the engine and bleed the fuel system. Let the engine run for
about 1 minute. The fuel system is bled automatically.
8. Check the prefilter for leaktightness.
Page 59
5
2
9
3
10
Checking The Fuel System

In what circumstances must the fuel pressure be checked?
Poor startup, poor performance
What can cause the fuel pressure to be too low?
Dirty prefilter, dirty fuel filter, faulty overflow valve, fuel system is drawing in air, kink in feed line from tank, intake line at
fuel tank sensor, check valve in fuel feed, leak in filter bowl at the return flow, faulty feed pump
What can cause the fuel pressure to be too high?
Faulty overflow valve, kink in return flow line, check valve in the fuel return line, fuel tank sensor clogged
What other operations should be carried out?
Check the fuel system at and in the engine for leaktightness, check the fuel intake pressure, measure the fuel return
quantity and check for air bubbles.
Page 60
Notes
Page 61
Oil Cooler And Oil Filter Housing

The most important components of the
engine lubrication / cooling system are:
- Oil pan
- Oil pump with pressure relief valve
- Oil retention valve (return flow check valve)
- Oil/water heat exchanger
- Oil filter with drain valve and filling valve
- Filter bypass valve
- Main oil duct, oil ducts and oil lines
- Oil spray nozzles
- Oil temperature sensor and oil pressure
sensor
- Oil level sensor
- Rocker arm spindle, rocker arm with oil hole
Page 62
Oil Cooler And Oil Filter Housing - Components

1
The following components are integrated in the

aluminum die-cast housing of this assembly:
1 Oil filter
2 Oil temperatur sensor
3 Oil pressure sensor
4 Coolant temperatur sensor
5 Connection for oil filling
4
2
6 Filter bypass valve

(opening pressure 2,3...3,0bar)
7
6
Page 63
7 Oil/water heat exchanger

8 Filter drain valve
Components Of The Lubricating System

Oil pump
The oil pump is in the form of a gear type oil pump. The gear type oil pump is located at the rear of the crankcase. The oil pump is driven by the
crankshaft. It delivers the engine oil from the oil pan through an oil duct to the oil retention valve, then to the lateral main oil duct and the oil/water heat
exchanger.
Pressure relief valve
The pressure relief valve is located under the oil pump and maintains constant oil pressure. If too much oil is delivered at high engine speeds, the
pressure relief valve opens and allows the engine oil to flow directly from the oil pump back to the oil pan.
Oil retention valve (return flow check valve)
The return flow check valve is placed at the right rear in the crankcase and is intended to prevent engine oil flowing back into the oil pan when the
engine is stopped. The oil ducts are therefore always filled with oil. When the engine is restarted, this ensures that components always receive
optimal lubrication from the beginning.
Oil/water heat exchanger
The oil/water heat exchanger is located in a housing assembly on the front of the crankcase, with integral oil/water heat exchanger and oil filter.
The engine oil flows through the plates in the oil/water heat exchanger, and these are washed around by the engine coolant. Since the engine coolant
is at a considerably lower temperature than the engine oil, the coolant absorbs the heat from the engine oil and cools it down to engine operating
temperature. During cold starts, the engine oil is warmed up by the surrounding coolant through of the oil/water heat exchanger.
Oil ducts and oil lines
Oil ducts are integrated into the crankcase and cylinder heads. The oil pressure and oil return lines to the turbocharger are located externally.
The oil retention valve is located at the start of the lateral main oil duct, which is placed on the right of the crankcase. From two further oil ducts
located centrally at camshaft level in the crankcase, other oil ducts (Y and cross-drillings) go to the individual oil spray nozzles, camshaft bearing,
crankshaft main bearing, MR/PLD unit pumps and the individual cylinder heads. Engine oil is fed from the main oil duct, through an oil duct system in
the rear wall of the crankcase, to the turbocharger oil pressure line and both compressor bearings. The oil ducts in the crankcase are partly closed
with screw plugs or balls.
Page 64

The connecting rod bearing is supplied with engine oil through oil ducts integrated into the crankshaft. Engine oil is delivered to the bearing brackets
of the individual rocker arm spindles through holes in the cylinder head gasket and the oil duct in the cylinder head. From the rocker arm spindle
bearing bracket, oil is supplied to the rocker arm spindle and all the rocker arms. It then passes through the oil holes in the rocker arms and also
supplies the valve assembly. The oil then flows back to the oil pan through oil return holes in the cylinder head and crankcase.
Oil filter
The oil filter housing is fitted to the left front of the crankcase. It contains an oil filter insert, made of paper. The oil filter insert is clipped into the oil filter
cover and is replaced from the top. When the filter cover is unscrewed, engine oil in the filter housing flows through the drain valve back into the oil
pan.
Drain valve
The drain valve is located in the oil filter housing under the filter insert, and opens when the filter cover is
unscrewed. This ensures a cleaner filter change and less environmental pollution by reducing the amount
of residual oil in the old filter.
Filter bypass valve

The filter bypass valve (release pressure 2. 3 - 3. 0 bar) is located in the housing assembly under the oil/water heat exchanger and connected with the
oil filter through an oil duct. The normal position of the filter bypass valve is closed. If the oil filter insert is clogged, the pressure increase in the filter
housing opens the filter bypass valve. This ensures that the engine is lubricated, although the engine oil passing through the bypass valve is
unfiltered.
Filling valve
The filling valve is placed at the bottom of oil filter housing and is closed with a screw plug (M33x2). Through this valve, engine oil can be poured into
the engine assembly, and after repairs to the engine oil system before starting the engine.
Page 65

Oil spray nozzles
The oil spray nozzles are located in the crankcase, one per cylinder. Oil is supplied to the oil spray nozzles through both oil ducts. The nozzles spray
engine oil continuously under the piston crowns, thus cooling them, while at the same time the piston crowns are lubricated by engine oil dripping
through an opening in the top of the connecting rod. The oil spray nozzles also spray engine oil through another hole onto the valve and unit pump
cams on the camshaft.
Oil temperature sensor and oil pressure sensor
The oil temperature and oil pressure sensor is screwed from the front into the housing assembly under the oil/water heat exchanger, and connected
with the oil filter through an oil return duct.
Page 66
Eingine Oil And Filter Change

Only change the engine oil with the engine warm!
1.
2.
3.
4.
Unscrew oil filter cap approx. 1cm, filter housing will then train empty. When housing is empty, remove filter from
from cap by pressing at the side of the filter
Replace o-ring and insert new filter in cap. Tighten cap with specified torque (writen on cap)
Drain off the engine oil at the oil drain plug on the oil pan. Fit new sealing ring to the oil drain plug.
Screw in the oil drain plug and tighten.
Drain plug on oil pan
Light alloy
Plastic
5.
6.
7.
8.
9.
M20x1,5
M26x1,5
without steel insert
with steel insert
60 Nm
80 Nm
40 Nm
60 Nm
Pour in the specified quantity and quality of engine oil at the oil filler plug.
Mercedes Benz BeVo http://bevo.mercedes-benz.com
Start engine Watch the engine oil pressure gauge! It should indicate pressure after several seconds.
Do not rev the engine until oil pressure is indicated.
Allow the engine to run for 1 - 2 min at idle speed, once the oil pressure is indicated.
Wait for about 5 minutes, then check the oil level and adjust if necessary. The waiting time must be observed.
Check the oil filter, the oil pan drain plug if necessary, and the long-life oil filter for leaktightness.
Page 67
Notes
Page 68
Crankcase Ventilation System

Cyclone separator functional principle
The blow-by gases from the crankcase are sent as pre-cleaned crude
gases to the cyclone separator insert (1).
The cyclone separator insert (1) is made up of two cyclones.
The crude gas enters the cyclone from the side (tangentially). The gas
stream is forced into a downwards spiral movement in the entry
chamber. This causes the floating oil particles to be pitched towards the
wall of the cyclone by the centrifugal forces and then slide down the
tapered surfaces of the swirl chamber due to gravity and the
downwards movement of the gas. The oil comes out through a hole (2)
at the lowest point of the cyclone.
As the cyclone tapers towards the bottom, the circumferential speed
and centrifugal effect becomes greater so that finer particles can be
separated in the lower section.
At the lowest point of the cyclone the whirling gas reverses direction
and goes back up and the clean gas is guided out through an outlet
pipe (3) (take-off tube) at the top.
The diameter and tapered form of the take-off tube determine the
pressure loss and separation quality of the cyclone. A vacuum
diaphragm (5) controls the pressure in the engine oil gallery.
The bypass valve (4) opens up with a high gas flow.
Page 69
1
4
5
2
Clean gas outlet
Crude gas entry
Oil return
Page 70
Notes
Page 71
Coolant Distribution
Internal water guide
Coolant is delivered from the water pump coil integrated
into the front of the crankcase, and flows through the
plate-type oil cooler in the oil filter housing, which projects
into the central water channel.
From the central water channel in the crankcase, each
cylinder is supplied with water uniformly through
individual, tangential water channels. The water flow
around the cylinder liners is divided in two by a fin. This
ensures the coolant flow in the lower cylinder area and an
even main flow in the upper area, for intensive cooling of
the piston TDC areas where the thermal load is high.
Coolant flows through the drillings in the crankcase into
the cylinder head. Particularly intensive cooling of the
valve lands and nozzle area is achieved by special
forming of the water jacket in the cylinder head.
Coolant flows back through openings in the crankcase into two return channels cast into the crankcase, one per cylinder
bank. The return channels are connected to a cross-duct integrated in the oil filter/oil cooler housing assembly, through
which coolant flows back into the double thermostat housing joined to the coolant pump.
Page 72
Thermostat Location
The installation location of the thermostats is

shown on the right illustration.
The circles point to the bleed tabs.
These tabs must point upwards.
The standard thermostat starts to open at 83C.
Coolant must be changed in regular

intervals.
See also maintenance booklet
and BeVo
Page 73
Air And Exhaust Ducting

from air filter
to charge air
cooler
Air
Exhaust
from charge air

cooler
Page 74
On some engines, exhaust pipes with imprinted arrows

are used.
The arrow imprint must point towards the turbocharger
support!
Parts must be assembled free of tension and a tightening
torque of 50 Nm must be applied.
Page 75
Notes
Page 76
Cylinder Liner Assessment

Matt gray surface, honing pattern visible, dry cylinder
barrel, without oil residues, without shining areas or
reflecting areas of smoothness. There should not be any
burn marks or streaks on the cylinder barrels or liners.
Individual, slight drawing scores are non-critical.
The honing pattern is more or less clearly recognizable
over the cylinder barrel. At the reversal point of the piston
ring, the honing pattern may be partially eroded.
The cylinder liner or the crankcase can be reused.
Page 77
With engines 904.9, 906.9 only

The stripe profile (arrows) in the upper area of the cylinder
barrel arises due to induction hardening on production of
the crankcase, and is to be regarded as the normal
condition.
The longer the engine's operating time, the less visible the
stripe pattern becomes.
Page 78
The following applies if carbon is present in

the top land area:
Clean the top land area and reuse the
cylinder liner.
Additionally remove the piston and assess the
piston rings.
Page 79
The following applies if individual, continuous

scratches or score marks are present:
The cylinder liner can be reused if slight scratches or
score marks are present.
The following applies if ring shaped depressions are

present at the upper and lower piston ring reversal point
with visible color shadings (arrow), but the honing pattern
can still be recognized:
The following applies in the case of pressure sheen marks

and smoothness, e.g. individual, bare areas (arrow) in the
cylinder barrel or allround indentations at the upper and lower
piston ring reversal point:
The cylinder liner or the crankcase can be reused.
The cylinder liner must be replaced.
Page 80
The following applies in the case of imperceptible dry

friction marks or deposits (arrow) on the cylinder barrel
running downwards from the 2nd or 3rd piston ring:
The following applies if the honing pattern is only barely or not

visible or there is a perceptible wear step at the upper
reversal point of the first piston ring (arrow):
The cylinder liner is unusable and must be replaced.

The piston should also be replaced.
The cylinder liner is unusable and must be replaced.
Page 81

Only series 900
If the model series 900 engine reveals no inengine
complaints, e.g. noises or increased engine oil
consumption, the crankcase can be reused.
Page 82
Notes
Page 83
Series 460
Baureihe
457
Series 460
6-Cylinder in
line engine
6-Zylinder
Reihenmotor
OM
OM 457
460LA
LA
VH = 12l
Page 84
OM 460 LA
Page 85
High-strength, noise-optimised cylinder housing of high-additive cast iron.

Compact design and high functional reliability through integration of the oil cooler, the unit pumps, and the coolant, fuel
and oil ports into the crankcase.
Engines in three different power categories, which already correspond to the EURO III or Euromot/EPA Level 2 standard
from the start of production.
Highly rigid oil pan of light alloy.
Seven-journal crankshaft with counterweights bolted on. Induction-hardened bearing points and fillet radius.
Fitted bearing located at the central bearing support for technical reasons related to vibrations.
Crankshaft seal of radial sealing rings with nonwoven dust lip.
Camshaft drive through flywheel side gear drive.
Fuel delivery pump driven by a camshaft on the belt side.
Oil pump in the oil pan, driven by gears on the flywheel side.
Maintenance free poly-V-belt drive for all assemblies.
Planetary gear drive starter on right at the flywheel.
MR control unit with additional fuel cooler.
Intake valve seat rings of Tribaloy, a high-carbon tungsten/steel alloy. These have to be smoothed when installed.
Piston cooling though oil spray nozzles.
Camshaft/unit pump lubrication through additional oil spray nozzles.
Four-valve technology with 2 intake and 2 exhaust valves per cylinder.
MR engine control with the engine electronics located directly on the engine.
Pump-line-nozzle system with solenoid-controlled unit pumps.
Electronically controlled high-pressure direct injection at 1800 bar.
Turbocharger with charge air cooling.
Engine power take-off at rear, also possible at front by means of additional belt drive for ancillary assemblies (special
equipment).
Can operate with biodiesel (RME).
Page 86
Page 87
Page 88
KGS
Page 89
KS
Information
The following components are in funktion and handling similar to the series 500, therefore
they are not dicribed in detail under the section Series 460
Dimensions and part numbers can deviate from the series 500.
Cylinder head
Page 30 and 91
Fuel pre filter & Fuel pre filter change

Page 58
Unit pump
Page 43

Page 67
Nozzle holder kombination

Page 39

Page 69
Piston
Page 46
Cylinder liner assessment

Page 77
Cylinder liner
Page 52
Fuel filter & Fuel filter change
Page 57
Page 90
Cylinder Head
Main difference to serie 500

1 Coolant vent bore
2 Bolt pattern and bolts
(Series 500 M18x2 / Series 460 M15x2)
Page 91

retightening.
1.
2.
3.
4.
5.
6.
Stage
Stage
Stage
Stage
Stage
Stage
10 Nm
50 Nm
100 Nm
200 Nm
90
90
The maximum shank length of 212 mm is not to be exceeded !
Page 92
Notes
Page 93
Valve Drive
Gas exchange is improved by 4-valve technology, thus
contributing considerably to lower fuel consumption with lower
emissions.
The intake and exhaust valves are controlled by means of roller
tappets, push rods and intake and exhaust rocker arms which
are set in a groove in the crankcase with a sliding block, and
which operate the intake/exhaust valve
pairs through a valve bridge.
The rocker arm spindle complete with preassembled rocker arms
and rocker arm bearing bracket is bolted to the cylinder head. To
keep wear in the whole valve assembly to a minimum throughout
ist lifetime, the contact surfaces of the valve, valve bridge, the
rocker arm thumb, the upset ball socket of the push rod, and the
ball head of the adjusting screw, are induction hardened. This is
to allow them to support the actuation forces of the hightemperature valve springs, and the effects of inertial forces and
cylinder pressures.
Page 94
Valve Adjustment
positions
Inlet = 0.4 mm;
Exhaust = 0.6 mm;

the gap.
rocker arm.
I/E
Page 95
I/E
Notes
Page 96
Piston Cooling
Unlike the familiar BR 500, the 460 model series has two oil
spray nozzles per cylinder. One of these (on the right in
direction of travel) performs the traditional task of piston
cooling, while the other is placed separately (on the left in
the direction of travel) and has the task of lubricating
the camshaft.
Note:
It is not permitted to adjust the oil spray nozzle.
The oil splasher pipe is soldered in, and the adjustment
process could cause initial damage.
Page 97
Connecting Rod
The steel connecting rod is partially forged. The

The separation point at the large connecting rod eye
is set obliquely.
Connecting rod and bearing cap are linked
positively and frictionally with each other by two
stretch-thread bolts.
The ignition power is absorbed evenly at the small,
trapezoidal connecting rod eye by a solid bronze
bushing. Two oil holes have been made in the
connecting rod eye for the oil supply to the small
end bearing.
Page 98
Crankcase
The crankcase is made of high-additive cast iron. This gives
it a high level of strength and stability, while producing lower
noise emissions.
The side walls of the crankcase extend well below the
center of the crankshaft. This gives it even greater rigidity.
Integration of the oil cooler, the unit pumps, and the coolant
and fuel ports into the crankcase, gives the engine a very
compact design.
Exchangeable wet cylinder liners are used.
On the left on the flywheel side, an assembling lug is
provided for attaching the compressor coupled with the
power steering pump.
Page 99
Notes
Page 100
Fuel System
Page 101
Fuel System
1 Fuel tank
1.1 Fuel strainer (800 m)
1.2 Air admission valve
2 Manual fuel feed pump
2.1 "RACOR" fuel prefilter (special equipment
3.2 Plug-on valve in fuel return (locked open)
4 Fuel heat exchanger
5 Fuel pump
5.1 Pressure relief valve (7.0 - 8.0 bar)
6 Fuel filter (KF 3 m)
6.1 Fuel filter drain valve
6.2 Constant balance hole
7 Nozzle holder combination
8 PLD unit pumps (Y6 to Y11)
10 Overflow valve
10.1 Throttle in overflow valve (banjo bolt)
12 Throttle in flame starting system fuel line
Page 102
R3 Flame glow plug

Y5 Flame starting system solenoid valve
A Fuel feed /intake vacuum side

B Fuel feed / pressure side
C Fuel high pressure side (injection line) after PLD unit pumps
D Fuel return after unit pump / leak fuel
E Fuel flush quantity (fuel short circuit)

Page 103
Notes
Page 104
Oil Cooler And Filter Housing

- Oil pan
- Oil spray nozzles
sensor
- Oil level sensor
Page 105

The following components are integrated in the
aluminum die-cast housing of this assembly:
1 Oil filter
2 Oil temperatur and pressure sensor
3 Connection for oil filling
7 Oil retention valve
1
7
Page 106

Oil pump
The oil pump is in the form of a gear type oil pump. The gear type oil pump is located at the rear of the crankcase. The oil pump is driven by the
crankshaft. It delivers the engine oil from the oil pan through an oil duct to the oil retention valve, then to the oil/water heat exchanger.
The pressure relief valve is located under the oil pump and maintains constant oil pressure. If too much oil is delivered at high engine speeds, the
pressure relief valve opens and allows the engine oil to flow directly from the oil pump back to the oil pan.
The return flow check valve is placed in the oil cooler and filter housing and is intended to prevent engine oil flowing back into the oil pan when the
engine is stopped. The oil ducts are therefore always filled with oil. When the engine is restarted, this ensures that components always receive
optimal lubrication from the beginning.
The oil/water heat exchanger is located in a housing assembly on the left side of the crankcase, with integral oil/water heat exchanger and oil filter.
The engine oil flows through the plates in the oil/water heat exchanger, and these are washed around by the engine coolant. Since the engine coolant
is at a considerably lower temperature than the engine oil, the coolant absorbs the heat from the engine oil and cools it down to engine operating
temperature. During cold starts, the engine oil is warmed up by the surrounding coolant through of the oil/water heat exchanger.
Oil ducts are integrated into the crankcase and cylinder heads. The oil pressure and oil return lines to the turbocharger are located externally.
The oil retention valve is located in the oil cooler and filter housing, which is placed on the left side of the crankcase. From the oil duct located on the
left side of the crankcase, the oil ducts goes to the individual oil spray nozzles, camshaft bearing, crankshaft main bearing, MR/PLD unit pumps and
the individual cylinder heads. Engine oil is fed to the turbocharger oil pressure line and both compressor bearings. The oil ducts in the crankcase are
partly closed with screw plugs or balls.
Page 107

The connecting rod bearing is supplied with engine oil through oil ducts integrated into the crankshaft. Engine oil is delivered to the bearing brackets
of the individual rocker arm spindles through holes in the cylinder head gasket and the oil duct in the cylinder head. From the rocker arm spindle
bearing bracket, oil is supplied to the rocker arm spindle and all the rocker arms. It then passes through the oil holes in the rocker arms and also
supplies the valve assembly. The oil then flows back to the oil pan through oil return holes in the cylinder head and crankcase.
Oil filter
The oil filter housing is fitted to the left side of the crankcase. It contains an oil filter insert, made of paper. The oil filter insert is clipped into the oil filter
cover and is replaced from the top. When the filter cover is unscrewed, engine oil in the filter housing flows through the drain valve back into the oil
pan.
Drain valve
The drain valve is located in the oil filter housing under the filter insert, and opens when the filter cover is
unscrewed. This ensures a cleaner filter change and less environmental pollution by reducing the amount
of residual oil in the old filter.
Filter bypass valve

The filter bypass valve (release pressure 2. 3 - 3. 0 bar) is located in the filter dome. The normal position of the filter bypass valve is closed. If the oil
filter insert is clogged, the pressure increase in the filter housing opens the filter bypass valve. This ensures that the engine is lubricated, although the
engine oil passing through the bypass valve is unfiltered.
Filling valve
The filling valve is placed at the bottom of oil filter housing and is closed with a screw plug (M33x2). Through this valve, engine oil can be poured into
the engine assembly, and after repairs to the engine oil system before starting the engine.
Page 108

Oil spray nozzles
The oil spray nozzles are located in the crankcase, two per cylinder. Oil is supplied to the oil spray nozzles through the oil duct. The nozzles spray
engine oil continuously under the piston crowns and the camshaft, thus cooling and lubricating them, while at the same time the upper connecting rod
bearings are lubricated by engine oil dripping through an opening in the top of the connecting rod.
Oil temperature sensor and oil pressure sensor
The oil temperature and oil pressure sensor is screwed from the front into the housing assembly under the oil/water heat exchanger, and connected
with the oil filter through an oil return duct.
Page 109
Notes
Page 110
Thermostat Location
The installation location of the thermostats is

shown on the right illustration.
The circles point to the bleed tabs.

intervals.
and BeVo
Page 111
from charge air cooler

to charge air cooler
Exhaust
Air
Page 112
Notes
Page 113
Series 900 Engine Models
Baureihe
900
Series 900
4-cylinder in
line engine
4-Zylinder
Reihenmotor
6-Zylinder
6-cylinder in
Reihenmotor
line engine
OM 904
924 LA
904 /LA
OM 906
926 LA
906 /LA
VH = 4.25 / 4.8 l
VH = 6.37 / 7.2 l
Page 114
OM 906 LA
Page 115

Outstanding power output and torque characteristics over the whole rpm range
Dynamic start-off characteristics and pulling power
Attractive power/weight ratio
Low fuel consumption
High-pressure direct injection with unit pump, pump-line-nozzle system, with peak pressures up to 1 800 bar.
Electronic engine control (MR) with electronic system fixed to the engine, and extensive engine protection functions
3-valve technology with 2 intake valves and one exhaust valve
Pneumatically or hydraulically controlled constant throttle
Useful engine brake rpm well over rated rpm, up to 2700 rpm
Meets the emission legislation of Euromot IIIa
Turbocharger with charge air cooling
Turbocharger with wastegate valve, depending on engine model
Rated engine speed 2200 rpm or 2300 rpm
Low service requirements
long maintenance intervals
engine oil and fuel filter located at front for easy maintenance
maintenance-free belt drive
Can run on FAME / RME (rape methyl ester) or biodiesel, and engine oil changes are halved
High reliability and long runtime
Low number of parts variants - many parts are the same on both 4 and 6 cylinder engines
Rear engine power take-off ex works
Page 116
Page 117
Page 118
KGS
Page 119
KS
Cylinder Head
Shown on engine 926.9
At the rear part of the cylinder head the cap (arrow) has been
replaced by the coolant flange for the SCR tank heater solenoid
valve. On the side of the cylinder head the caps have been
partly replaced by threaded sleeves (1). The bracket for the
AdBlue metering device is mounted on these threaded sleeves
(1). The other holes on the sides of the cylinder head are sealed
by screw plugs (2).
The cylinder heads in the 924.9 and 926.9 engines have been
converted to vermicular graphite cast iron (GGV-40), for greater
strength in order to withstand the higher ignition pressure.
1 Threaded sleeve
2 Screw plugs
Page 120
Cylinder Head Sealing Surface Assessment

Check flatness of the cylinder head sealing surface via visual
inspection.
In the area of the lines, place a straightedge over the coolant bores (W) on
the cylinder head sealing surface. Check flatness within the sealing area
(X) of the cylinder head gasket only.
If a gap forms under the straightedge on the cylinder head sealing surface,
the cylinder head sealing surface must be face-ground or the cylinder head
exchanged.
When face-grinding, the following notes have to be observed:
- Only carry out face-grinding if an impermissible deviation in
flatness is measured in the longitudinal direction.
- Material removal on the cylinder head must not fall below
the permissible overall cylinder head height, "minimum height".
- Only face-grind the cylinder head sealing surface via face grinding.
- The surface quality of the cylinder head sealing surface must be
maintained.
Page 121
Cylinder Head Gasket
1
4
2
4
1
3
1
3
1 Coolant
2 Pressure oil
3 Push rods / oil return
4 Head bolts
5 Return oil crankcase ventilation
Page 122
1
3
4
1
1
3
1
3

retightening.
1.
2.
3.
4.
5.
6.
Stage
Stage
Stage
Stage
Stage
Stage
20 Nm
70 Nm
170 Nm
280 Nm
90
90
The maximum shank length of 151 mm

is not to be exceeded !
Page 123
Notes
Page 124
Valve Drive
The 900 model series has two intake valves and
one exhaust valve per cylinder. It is therefore
referred to as a "3-valve" engine.
The steel camshaft (which has 5 bearings on the
4-cylinder and 7 bearings on the 6-cylinder
engine) has one intake and one exhaust cam per
cylinder, plus one cam for driving the unit pump.
All valves are driven by the camshaft, by means of
mushroom tappets and short push rods. A floating
valve bridge links and actuates both intake valves.
The complete valve actuation system with rocker
arm bearing brackets is bolted to the cylinder
head as a preassembled unit.
Page 125
Valve Adjustment
positions
Inlet = 0.4 mm;
Exhaust = 0.6 mm;
Page 126

the gap.
rocker arm.
Inlet
Exhaust
Notes
Page 127
Pump-Line-Nozzle Injection System (PLD)

Location of the unit pump
The injection process is performed by the newly developed pump-linenozzle system, controlled by the Telligentelectronic engine management
system.
In the MR system, fuel is delivered to the injection nozzle by individual
unit pumps over short, relatively rigid high-pressure injection lines, and
through the pressure pipe connection screwed into the cylinder head.
A unit pump fitted to the crankcase is assigned to each cylinder. The
pump is driven by another timing cam on the camshaft. The camshaft
therefore also has the task of driving the unit pumps, besides the
traditional function of driving the intake and exhaust valves.
The operating principle of the unit pump is based on the same principle
as the piston pump, as in the in-line injection pumps used till now, but
without control edges at the pump plunger.
The quantity injected is determined individually per cylinder by solenoid
valves, which control the start and end of injection.
Page 128
Pressure Pipe Connection And Nozzle Holder Location

The pressure pipe with integral pin-type filter forms the
connection from the high-pressure injection line to the vertical,
centrally positioned nozzle holder combination with the injection
nozzle.
The nozzle holder combination is placed inside a protective
sleeve and is attached to the cylinder head by means of a
clamping claw. The combustion gas seal consists of a sealing
sleeve.
1
6
3
4
The protective sleeve itself is protected from the coolant by an

O-ring, and on the pressure side by the thread and the contact
surface.
1
2
3
4
5
6
7
8
9
Page 129
Pressure screw, 40 Nm
O-Ring
Pressure pipe
O-Ring
Screw, 35 Nm
Clamping claw
5 8
9
7
Removing The Nozzle Holder Combination
Injector removal
1
6

3. Remove thrust screw (2).
4. Pull off pressure pipe neck (4).
5. Remove screw (7).
6. Take off clamp (8).
7. Screw impact extractor (10) into injector.
8. Remove injector using the impact extractor.
9. If necessary remove sealing sleeve with
extractor (11) from cylinder head.
10. Seal all openings with appropriate covers
after removal.
11
Page 130
10
3
4
5 8
1
2
3
4
5
6
7
8
9
O-Ring
Pressure pipe
O-Ring
Screw, 35 Nm
Clamping claw
9
7
Install The Nozzle Holder Combination
1
1.
2.
3.
4.
6.
7.
8.
Insert a new O-ring (3) at nozzle holder combination (5)

Press new sealing sleeve (11) with special tool (12)
onto nozzle holder combination (5)
Install nozzle holder combination
Mount the clamping claw (8), and tighten Screw (7) to 35Nm
Place the new O-ring (6) at pressure pipe connection (4)
Fit the pressure pipe connection (4) and tighten pressure
screw (2),40 Nm. Moisten the pressure pipe connection
around the taper seal with engine oil.
Install the injection line (1)
12
11
Page 131
1
2
3
4
5
6
7
8
9
O-Ring
Pressure pipe
O-Ring
Screw, 35 Nm
Clamping claw
3
4
5 8
9
7
Injection Pump Removal
Injection pump removal

1. Disconnect wiring (7) from injection pump.
3. Unscrew securing screws (5) of injection pump by
approx. 10 mm.
The preloaded compression spring presses the
injection pump out of the crankcase. If not use special
tool (10) and carefully extract pump.
4. Remove injection pump securing screws (5).
5. Remove injection pump (1).
6. Remove sealing rings (2, 3, 4) from injection pump.
7. Seal all openings with appropriate covers after removal.
10
Page 132
Injection Pump Installation

Injection pump installation
1. Remove all covers from openings
Coat the new o-rings (2, 3, 4) with lubricating grease, and
install them with special tool (8).
Note: The black o-ring must be allways on top!
3. Carefully clear any dirt or paint residues away from the
sealing surface of the MR/PLD unit pump and the crankcase.
4. Carefully press the unit pump in by hand.
If the unit pump cam is up at the camshaft, turn the engine.
5. Install the bolts (5) and tighten to 60Nm.
6. Install injection line (6) and tighten to 25Nm.
7. Connect wiring (7) (1,5 Nm).
8. If pump has been changed, new pump code must be
programed via the MiniDiag2.
Page 133
Notes
Page 134
Piston
Pistons and piston rings are among the most highly stressed engine
components. Pistons are therefore constructed of high-temperature
aluminum alloy.
The piston top land and stem are graphite-coated to increase runningin and limp-home capability.
There is a cast-in, reinforced ring groove for the first piston ring.
The piston pin support is trapezoidal in shape, to increase the
pressure-load surfaces on the piston and connecting rod.
Features of the piston rings:

Groove 1: Compression ring
Cast-iron keystone ring with plasma spray layer of
chromeceramic, spherical-lapped.
Groove 2: Compression ring with oil-scraper action.
Chrome-plated taper-faced ring with internal angle
underneath.
Groove 3: Oil scraper ring
Roof bevel ring with chrome-plated, lapped lands and
garter springs.
Page 135
Piston Cooling
The oil spray nozzles are located in the crankcase.

There is one oil spray nozzle per cylinder. The oil
spray nozzles spray engine oil continuously under
the piston crowns to cool them down. Oil is supplied
to the oil spray nozzles through the main oil duct.
Note:
It is not permitted to adjust the oil spray nozzle.
The oil splasher pipe is soldered in, and the
adjustment process could cause initial damage.
Page 136
Connecting Rod
A particular feature of the manufacturing technology
used to produce the forged steel connecting rod is
the 'cracking' process used to separate the rod from
the bearing cap.
With this process, the connecting rod (produced in
one piece up to now) is split at the big connecting rod
eye at an exactly pre-determined fracture line.
The separated parts are then bolted together to form
a precise, exact-fitting attachment for the bearing.
Note: Because of the 'cracked' surface structure,
special care and cleanliness is required when
performing repairs.
Page 137
Crankcase
All engines are based on the particularly stable, noise-optimized
crankcase, which is made of a high-carbon/ cast iron alloy.
Design features:
Both the 4 and the 6-cylinder engine have only one variant.
Compact design through integration of the oil cooler, the unit
pumps, and the coolant, fuel and oil ports.
Highly rigid, high carbon /cast iron alloy. Rigid sidewalls,
extending well past the center of thecrankshaft. This means that
the separating surface of the oil pan is located lower than the
level of the crankshaft center.
The front engine mount is located at cylinder 2.
Induction-hardened cylinder contact surfaces.
On the left on the flywheel side, an assembling lug is provided
for attaching the compressor with power steering pump.
Page 138
Induction-Hardened Cylinder Contact Surfaces
Cylinder contact surfaces with induction-hardened strips

are provided at the upper piston return point, around the
rings, to increase engine life.
Page 139
Notes
Page 140
Fuel System
Page 141
Fuel System
Fuel circuit schematic diagram
1 Fuel feed pump (KFP)
1.1 Pressure limiting valve in KFP pump (9.2 bar)
1.2 Check valve in KFP pump (0.2 bar)
2 Fuel filter (KF)
2.1 Fuel drain valve
2.2 Constant vent in fuel filter (KF)
3.1 Bypass from fuel feed duct to fuel return duct
5 Nozzle holder combination
8 Overflow valve (4.5 bar)
8.1 Constant vent (0.5 mm)
10 PLD unit pumps (Y6 to Y11)
12 Fuel prefilter (KVF)
12.1Check valve in prefilter (KVF)
15.1Plug-on valve in fuel return (locked open)
17 Fuel tank
17.1Air intake valve
18.1Throttle (0.5 mm) in flame start fuel line
18.2 Throttle (threaded orifice) in flame start fuel line
B10 Fuel temperature sensor
R3 Flame start glow plugs
Y5 Solenoid valve
Test points, inspection data

G
Pressure gauge testing
H
Fuel return quantity testing
Fuel system
A Fuel feed (intake/vacuum side)
B Fuel return (leak fuel)
C Fuel feed (pressure side)
D Fuel high pressure side (after PLD unit pumps)
E Fuel return (fuel drain)
Page 142
Fuel pressure after fuel filter

Idle speed: 4.3 bar
Cutoff speed: 4.0 - 6.5 bar
II
Fuel return quantity at nozzle holder combination

Test period: 5 min
no fuel
III
Fuel return quantity at fuel filter bowl outlet

Idle and cutoff speed: 0.3 l/min
Fuel return quantity at overflow valve
Idle speed: 0.9 -1.7 l/min
Cutoff speed: 2.7 - 7.5 l/min
IV
Fuel intake pressure before fuel pump

Idle speed: -0.09 to -0.12 bar
Cutoff speed: -0.4 to -0.5 bar
Low pressure-fuel system leaktightness

Test pressure: 5.0 bar
Test period: 5 min
Pressure drop: 0.25 bar
Fuel Filter
The fuel filter housing from the series 900 consists of:
1.
2.
Fuel pre-filter with non return valve

Fuel filter
2
2
Page 143
Fuel Filter
Filter removal:
1.
2.
3.
4.
Unscrew cap (3) from pre-filter.

Remove pre filter (1) from housing and clean.
Unscrew cap (4) from filter housing.
Only remove screw cap with filter insert about 1 cm. After the
fuel has run out remove filter from the housing.
Remove the filter insert from the cap by pressing at the side of the
filter.
1.
2.
3.
4.
5.
6.
Replace the sealing rings

Insert new filter element (2) in screw cap (4).
Screw on the screw cap with filter element, and tighten.
Torque value writen on cap.
Insert cleaned pre-filter (1) in housing and tighten cap (3)
Torque value writen on cap.
Start the engine and bleed the fuel system.
Check the filters for leaktightness with the engine running.
4
2
Page 144

Page 145
Notes
Page 146
Oil Cooler And Filter Housing

- Oil pan
- Oil spray nozzles
sensor
- Oil level sensor
Page 147

1 Oil filter
2 Oil teperatur sensor
5
1
(opening pressure 1, 8...2, 6 bar)

5 Oil retention valve
3
4
5
Page 148

Oil pump
The oil pump consists of a gear type pump and is located in the front end cover. It is driven by the crankshaft. It delivers the engine oil from the oil pan
through an oil duct to the oil/water heat exchanger.
The pressure relief valve is located under the oil pump and maintains the oil pressure at 3 to 4 bar. If too much oil is delivered at high engine speeds,
the pressure relief valve opens and allows the engine oil to flow directly from the oil pump back to the oil pan.
The oil/water heat exchanger is located on the right side of the crankcase. The engine oil flows through the plates (8 elements) in the oil/water heat
exchanger, and these are washed around by the engine coolant. Since the engine coolant is at a considerably lower temperature than the engine oil,
the coolant absorbs the heat from the engine oil and cools it down to engine operating temperature. During cold starts, the engine oil is heated by the
surrounding coolant through the oil/water heat exchanger.
Oil ducts are integrated into the crankcase and cylinder head. The oil pressure lines to the turbocharger and power take-off (special equipment, fitted
to the crankcase) are located externally. The other oil ducts to the crankshaft bearings and oil spray nozzles are supplied with engine oil through the
main oil duct, located on the right side of the crankcase. Other oil ducts lead in the crankcase from the individual crankshaft bearings and to the
camshaft bearings. The connecting rod bearing is supplied with engine oil through oil ducts integrated into the crankshaft. Engine oil is fed from the
main oil duct to the compressor and cylinder head through an oil duct system in the rear wall of the crankcase. A further longitudinal oil duct on the left
side of the crankcase supplies engine oil to the MR/PLD unit pumps. Engine oil is delivered to the last rocker arm bearing bracket through holes in the
cylinder head gasket and the oil duct in the rear of the cylinder head. From the rocker arm spindle bearing bracket, oil then passes to the rocker arm
spindle and all the rocker arms. It then passes through the oil holes in the rocker arms and also supplies the valve assembly. The oil ducts in the
crankcase are partly closed with screw plugs or balls. The oil then flows back to the oil pan through oil return holes in the cylinder head and
crankcase.
Page 149

Oil filter
The oil filter housing is fitted to the right front of the crankcase. It contains an oil filter insert, made of paper. The oil filter insert is clipped into the oil
filter cover. The oil filter insert is replaced from the top. When the filter cover is unscrewed, engine oil in the filter housing flows through the drain valve
back into the oil pan.
Drain valve
The drain valve is located in the oil filter housing under the filter insert, and opens when the filter cover is unscrewed. This ensures a cleaner filter
change and less environmental pollution by reducing the amount of residual oil in the old filter.
Filter bypass valve (opening pressure 1. 8 - 2. 6 bar)
The filter bypass valve is located in the top dome (filter housing) of the oil filter insert. The normal position of the filter bypass valve is closed. If the oil
filter insert is clogged, the pressure increase in the filter housing opens the filter bypass valve. This ensures that the engine is lubricated, although the
engine oil passing through the bypass valve is unfiltered.
The oil retention valve (opening pressure 0. 03 - 0. 07 bar) is placed in the oil filter housing and is intended to prevent the engine oil in the oil ducts
from flowing back into the oil pan when the engine is stopped. The oil ducts are therefore always filled with oil. When the engine is restarted, this
ensures that components always receive optimal lubrication immediately.
Oil spray nozzles
The oil spray nozzles are located in the crankcase. There is one oil spray nozzle per cylinder. The oil spray nozzles spray engine oil continuously
under the piston crowns to cool them down. Oil is supplied to the oil spray nozzles through the main oil duct.
Combination oil temperature sensor/ pressure sensor
The oil temperature sensor and oil pressure sensor are located on side of the oil filter housing.
Page 150
Eingine Oil And Filter Change

Only change the engine oil with the engine warm!
1.
2.
3.
4.
Unscrew oil filter cap approx. 1cm, filter housing will then train empty. When housing is empty, remove filter from
from cap by pressing at the side of the filter
Replace o-ring and insert new filter in cap. Tighten cap with specified torque (writen on cap)
Drain off the engine oil at the oil drain plug on the oil pan. Fit new sealing ring to the oil drain plug.
Screw in the oil drain plug and tighten.
Drain plug on oil pan
5.
6.
7.
8.
9.
Sand cast
Die cast and plastik
80Nm
60Nm
Pour in the specified quantity and quality of engine oil at the oil filler plug.
Mercedes Benz BeVo http://bevo.mercedes-benz.com
Start engine Watch the engine oil pressure gauge! It should indicate pressure after several seconds.
Do not rev the engine until oil pressure is indicated.
Allow the engine to run for 1 - 2 min at idle speed, once the oil pressure is indicated.
Wait for about 5 minutes, then check the oil level and adjust if necessary. The waiting time must be observed.
Check the oil filter, the oil pan drain plug if necessary, and the long-life oil filter for leaktightness.
Page 151
Notes
Page 152

An oil breather is fitted to the valve cover (1), as part of the
general plan to cut exhaust gas emissions and help reduce
engine oil consumption.
1
Blow-by gases pass from the combustion chamber over the
piston rings into the crankcase, where they are mixed with tiny oil
droplets in the oil vapor. To stop oil vapor escaping into the
atmosphere, the vapor is drawn off, cleaned and recycled
back to the engine intake side (5).
A vacuum diaphragm (2) controls the pressure in the engine oil
gallery. Two filter elements (3 & 4) keep the proportion of oil
vapor to a reduced level. The oil filtered out is passed back into
the oil gallery through a return element integrated with the
ventilation system.
Page 153
Notes
Page 154
Thermostat Installation
The installation location of the thermostat is shown

on the right illustration.
The circle point to the bleed tab.
The bleed tab has to point to the top!

intervals.
and BeVo
Page 155
to charge air cooler
from charge air cooler
Exhaust
Air
Page 156
Engine Electronic - Controller (MR)
Parameterization data
Cooler (only series 500 / 460)
Page 157
Engine harness
Plant (ADM)
Structure And Principle Of Operation Of The Engine

Control (MR)
Short description of the MR engine control module
The "MR" engine control module controls the electronic diesel injection system and is intended for engines of the 460, 500
and 900 model series, among others. The main function of the control module is the precise, electrical actuation of the
solenoid valves at the unit pumps. To do this, the optimal start of injection and the injected quantity needed for the required
torque (or specified rpm in working speed control mode) is calculated and set by the on-board control module, using the
performance map and according to the detected engine and ambient conditions. The control module also provides fault
detection, emergency mode functions, and diagnoses.
Protection/redundancy:
The PLD/MR is configured as a 2-computer system, which means that if the host CPU fails, the back-up computer takes
over the control of the solenoid valves at the unit pumps. In this case, the engine speed remains constant (about 1300 rpm).
The redundant operation (i.e. if one functional component fails, at least one other functional component is available to take
its place) applies also to solenoid valves (unit pumps), rpm sensors, starter actuation and the engine CAN bus (single-wire
mode capability). The electronic system also has a watchdog circuit, extensive self-tests are performed continuously, and
mutual monitoring is performed with the ADM electronics.
Engine control:
The MR (PLD) engine control system receives guideline values from the drive control (FR) or ADM in the form of 'desired
torque' factors. Using these values, the fuel delivery and start of injection at the unit pumps is controlled in relation to a
series of performance maps and characteristics stored in the control module, and the actual operating conditions of the
engine.
Page 158
Engine Management
The engine control (or engine management) system is divided into two subsystems, each with its own control module. The
control module of the ADM subsystem is installed on the vehicle side, and the engine control (MR) subsystem is installed at
the engine.
Mercedes-Benz engines of the 460, 500 and 900 model series are equipped with an MR electronic engine control. All engine
specific data are stored in the MR control module. The MR monitors and defines all the values required for engine operation
(for example, start of injection, load condition, ambient conditions, sensor evaluation, etc.).
Connection to the ADM is over a single-wire enabled CAN bus, which carries the specified values (required torque, required
engine speed, etc.) and actual values (engine speed, coolant, temperature, etc.) in digital form. The ADM control module
contains vehicle-related data (among other things), determines the vehicle operating conditions, and allows driver
requirements to be transferred to the engine side. These requirements may consist of an accelerator pedal action,
application of the engine or service brake, or the working speed control (ADR).
From these, the ADM control module determines the required engine torque or engine speed, and sends it as an engine
specified torque or specified engine speed by the ADR control to the MR. The ADM monitors and defines certain values
required for vehicle operation (legally required speed limitation, maximum working speed, engine brake, etc.). It also
provides fault detection, emergency mode functions, and diagnoses.
Page 159
Notes
Page 160
Injection Control
Start of delivery
The MR/PLD control module controls the start of delivery by means of a time shift of the injection
command in relation to the ignition TDC of the cylinder to be filled. It is possible for the MR/PLD
electronics to control the start of delivery completely randomly within the mechanical limits (limited by
the shape of the cam). The limits for the engine are stored in the control module.
The control module recognizes the phase in which each of the individual cylinders is in, by means of
the speed sensors (TDC sensor, crankshaft angle position sensor). The second reference mark
required for controlling the actual start of injection is obtained from the closing recognition (S). The time
lag between the electric and the actual start of injection is compensated for by the map control in the
control module.
Page 161
Injection Control
Delivery angle
The angle by which the crankshaft rotates further when the engine is
running from the commencement (S = closing recognition) to the end of
a delivery stroke (valve opens), is the delivery angle (A). In this case,
the camshaft is rotated only by half the crankshaft delivery angle.
The MR/PLD control module determines the period of injection and thus
also the quantity injected by means of the delivery angle (pulse width).
In diagram 1 the electrical start of injection begins with the closing
recognition (S) at 5 before TDC. The delivery stroke ends at 5 after
TDC at a delivery angle of 10 crank angle (diagram 2). The actual
change in the angle of the crankshaft is detected by the speed sensor at
the crankshaft (signal is received every 10).
Page 162
Delivery Phases Of The Unit Pump

Suction stroke
1 Suction stroke
During the suction stroke the pump element
(1) moves down. As a result of the constant
fuel overpressure of about 4 to 6 bar in the
fuel low pressure section the high pressure
cylinder of the unit pump is filled with fuel
through the supply passage (2).
2 Pre-stroke
During the pre-stroke the pump element (1)
moves up. As valve (3) is not yet closed, the
fuel initially is forced into then return flow
passage (4).
Pre-stroke
3
2
1
4
Fuel feed line

Fuel return line
Page 163
Delivery Phases Of The Unit Pump

Delivery stroke
3 Delivery stroke
As soon as valve (3) closes, while pump
element (1) moves in the direction of its top
dead center, the unit pump is in the delivery
stroke. The fuel injection process takes place
in the delivery stroke. In this case, the fuel
pressure in the high pressure chamber (5)
rises to as much as 1800 bar.
4 Residual stroke
After valve (3) opens (end of delivery) the
fuel pressure in the high pressure chamber
(5) is reduced. The remaining fuel supplied
by the pump element up to the vertex of the
unit pump cam, is again forced into the
return flow passage (4).
Residual stroke
5
3
2
4
1
4
Fuel feed line

Fuel return line
Page 164
Notes
Page 165
Sensor Overview Series 500

Start / Stop
Coolant temperature sensor
Crankshaft angle position sensor
MR control module
Page 166
Oil pressure
Oil temperature
Page 167

Fuel temperature
Charge air pressure / temp.
TDC sensor, cylinder 1
Page 168
Oil level sensor
Page 169

Start / Stop
Fuel temp. sensor

Coolant temperature
MR control module
Page 170
Oil pressure / temp.
Page 171
Page 172
Fuel temperature
Coolant temp. sensor
MR control module
Page 173
Oil temperature
Oil pressure
Page 174

Page 175
Oil level sensor
Page 176
Notes
Page 177
Sensors
2
4
5
Air
Page 178
Oil
1 Oil level sensor

2 Charge air pressure / temperature (Combination sensor)
3 Oil pressure / temperature (Combination sensor)
4 Pressure sensor
5 Temperature sensor
6 Crankshaft angle position sensor / TDC sensor, cylinder 1
Rotational speed, crank angle and TDC detection

Principle of the mechanical coupling
The position of both rotary sensors "crank angle position sensor" and "TDC sensor,
cylinder 1" (camshaft angle position sensor) depends on the mechanical engagement of
the camshaft and crankshaft sprockets, which are coupled to each other.
With a gear ratio of two crankshaft rotations to one camshaft rotation, one complete
working cycle of all cylinders gives a crankshaft reference system of 720.
For signal generation, the following mechanical coupling relative to crankshaft position
( KW) results:
Camshaft BR 500
12 pins for distance of 60 crankshaft
+1 additional pin for 55 KW before TDC
Camshaft BR 460 and BR 900
12 holes for distance of 60 crankshaft
+1 additional hole for 55 crankshaft before TDC
Crankshaft BR 460 and BR 500
36 grooves for distance of 10 crankshaft
+1 additional groove for 65 crankshaft before TDC
Crankshaft BR 900
36 holes for distance of 10 crankshaft
+1 additional hole for 65 crankshaft before TDC
Page 179
TDC Cyl.1
Rotary Sensor
The sensor placed at the flywheel detects the rotational speed and
crankshaft angle by means of 36 symmetrically arranged grooves or
holes (1). From the received signal, the electronics also determine
variations in crankshaft rotational speed between the individual working
cycles and regulates cylinder uniform speed at idle.
An additional 37th groove (65 before TDC), depending on the signal
synchronization, sends the trigger point for calculating the start of
delivery.
Cylinder 1 TDC sensor (camshaft angle position sensor)
In case of requirement, the sensor placed at the camshaft sprocket sends
the rotational speed by means of 12 symmetrically arranged pins.
An additional 13th pin (13th hole) (55 before TDC) is needed for signal
synchronization, as the trigger point for calculating the start of delivery.
Resistance = 1000 - 1385
Page 180
Temperature Sensor Characteristic

NTC
20C ~ 2,5k
Resistance values of the charge

air temperature sensor:
-10C 7980 - 10560

+20C 2280 - 2750
+80C 290 - 365
Page 181
Oil Level Sensor

Function:
A sensor probe of about 210 mm in length is screwed into the
engine oil pan. The probe is designed so that the measured level is
detected from about 100mm. Level measurement is started on
terminal 15 when the ignition is switched on. A constant current
pulse then passes through the probe for 1.5 seconds and heats a
hot wire, thus raising the resistance.
At the start of the current pulse, and just before the end, the voltage
over the hot wire is measured and the voltage difference compared
with a pre-set threshold value. If the temperature increase, and
consequently the voltage difference, goes over the pre-set
threshold value, then the oil level is too low and the warning lamp is
lit on the instrument cluster.
The sensor probe is linked with the MR/PLD control module, and
over the CAN data bus with the ADM control module, which
controls the indicator lamp on the instrument cluster.
Page 182
Notes
Page 183
MR Control Loop
The basic operation of the engine control can be
represented as a simple control loop. A control loop consists
of the controlled system (in this case the engine) and the
control device (in this case the control module).
The ADM sends the specified value in the form of
a preset engine value. The controlled system (the
engine) sends the actual value in the form of the
value actually present. The MR compares the specified
value with the actual value (the conditions actually present).
The actual value thus represents the real operating
conditions in the engine, as detected by the various sensors.
In the comparison, if the actual value is found to be higher
than the specified value, the injection control reduces the
injection quantity. If it is found to be lower, the injection
control raises the injection quantity.
Thus, the actual value is continuously compared with the
specified value.
Page 184
Engine Control Parameterization

For ordering a new engine control electronic system, the
required parameters are found on the model plate.
Legend:
1 = MB number and data record number
2 = Certification No.
3 = Engine number
4 = Device code
For ordering a new MR control module, the required data
can be read out of the old MR with Minidiag 2.
Page 185
MiniDiag 2
1 Power supply
( 12 V 24 V)
2 25 pin connector
3 Messuring pin
Page 186
Engine Tests
Compression Test
Inspection for mechanical wear, or defects

on individual cylinders (gas seal).
e.g.: erratic engine operation.
Localisation of defective cylinder

Individual cylinder shutdown (gas seal or injection)
e.g.: erratic engine operation
Idle balance control:
Correction
Localisation of defective cylinder

(gas seal or injection)
e.g.: erratic engine operation
Voltmeter
Complementary electrical tests on current path

and component
Check speed sensor for

reverse polarity
Poor engine start and extremely erratic engine

operation following repair
Page 187
Notes
Page 188
ADM-X
Page 189
ADM - X
Mercedes-Benz engines of the 500, 900 and 460 model series are equipped with an MR electronic engine control. The MR monitors and defines all
the values required for engine operation (for example, start of injection, load condition, ambient conditions, sensor evaluation, etc.).
Connection to the vehicle is through a CAN interface, which carries the specified values (required torque, required engine speed, etc.) and actual
values (engine speed, oil pressure, etc.) in digital form.
The adaptation module as vehicle control (ADM-2) possesses the CAN interface required for the MR, and allows driver requirements to be
transferred to the engine side. The ADM-2 allows the use of conventional display devices, while also providing the conventional interface for special
functions.
Switch signals allow the selection of operating statuses pre-defined in the engine control, for example torque and engine speed limits, or the
specifying of predefined rpm values. By parameterization, the routines stored in the control module can be adapted optimally to the type of
application. A diagnostic interface is provided for connecting external diagnostic equipment.
The ADM-X is connected to an SAE J 1939 CAN bus (high-speed CAN bus) and an additional diagnosis CAN bus.
Important!
The ADM-2 parameters should only be changed after obtaining the approval of the engine installer!
Note:
There is an operator's manual for the ADM-2, which gives a description of the possible functions, inputs/outputs, required parameter settings, and
fault codes.
Page 190
Notes
Page 191
Special Tools
Adapters for fuel system check

(all series)
541 589 00 91 00
Sleeve for o-ring installation

(unit pump series 500 / 460)
541 589 01 14 00
Page 192
Extractor for sealing sleeve (Injector)

(all series)
906 589 02 63 00
Sleeve for o-ring installation

(unit pump series 900)
904 589 00 14 00
Barring device
(series 500 / 460) 407 589 00 63 00
Barring device
(series 900)
904 589 04 63 00
Special Tools
Extractor
(all series) 355 589 01 63 00
Manometer for adapterset

541 589 02 21 00
Page 193
Socket 19mm
422 589 02 09 00
Pump for initial oil filling

352 589 11 63 00
Socket 17mm
422 589 01 09 00
Adapter for oil filling pump

541 589 02 63 00
Special Tools
Assembly jig for sealing sleeve

906 589 03 63 01
Page 194
Adapter compression test

904 589 01 21 00
Notes
Page 195

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Training Documentation

Mercedes-Benz Industrial Engines

Mercedes-Benz Engine Data Manual

Mercedes-Benz Fluid and lubricant specification

Series 500 engine models

Engine cross section

Cylinder head and gasket

Nozzle holder kombination removal and installation

Unit pump removal and installation

MTU Friedrichshafen GmbH | All rights reserved

Fuel filter removal and installation

Oil cooler and filter housing

Components of the lubricating system

Engine oil and filter change

Crankcase ventilation system

Air and exhaust ducting

Assessment cylinder liners

MTU Friedrichshafen GmbH | All rights reserved

Engine cross section

Cylinder head and gasket

Nozzle holder kombination removal and installation

Unit pump removal and installation

Fuel filter removal and installation

MTU Friedrichshafen GmbH | All rights reserved

Components of the lubricating system

Engine oil and filter change

Crankcase ventilation system

Air and exhaust ducting

Assessment cylinder liners

Series 900 engine models

Engine cross section

Cylinder head and gasket

Nozzle holder kombination removal and installation

Unit pump removal and installation

MTU Friedrichshafen GmbH | All rights reserved

Fuel filter removal and installation

Oil cooler and filter housing

Components of the lubricating system

Engine oil and filter change

Crankcase ventilation system

Air and exhaust ducting

Assessment cylinder liners

MTU Friedrichshafen GmbH | All rights reserved

Structure and priciple

Delivery phases of the unit pump

Sensor overview series 500

Sensor overview series 460

Sensor overview series 900

Rotational speed, crank angle and TDC detection

Temperature sensor characteristic

Oil level sensor

Control loop (MR)

MTU Friedrichshafen GmbH | All rights reserved

This documentation is for training purposes only.

MTU Friedrichshafen GmbH | All rights reserved

Tightening specification for set screw and stud

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Tightening specification for set screw and stud

MTU Friedrichshafen GmbH | All rights reserved

Tightening specification for set screw and stud

MTU Friedrichshafen GmbH | All rights reserved

Tightening torques for plugs

Tightening torques for plugs prescribed in standard MTN 51831

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