Liebherr D936 Manual

Diesel engine
D934 / D936
Uwe Wolf 2007
Page 1 of 179
Foreword
This service handbook comprises a summary of the most important maintenance, adjustment and repair tasks, as well as details
regarding technical data and tightening specifications for screws for Liebherr diesel engines D934S / L D936 L
It is prerequisite that these tasks are performed by trained, specialist personnel.
The service handbook is not subject to updating. We therefore recommend that you refer to any supplementary service
information published. All modifications will be taken into account in new editions of the service handbook and integrated
accordingly.
This print may not be reproduced, in whole or in part, without our express, written permission.
This service handbook has been compiled by the After-Sales-Service training centre of Liebherr Machines Bulle S.A., and
issued by the After-Sales-Service for Liebherr-Hydraulikbagger (Hydraulic Excavators) GmbH, Kirchdorf/Iller, VS department.
(do not hesitate to get in touch with Liebherr Machines Bulle training centre if you have any suggestions or improvement
proposals)
Modification rights remain reserved LIEBHERR MACHINES BULLE SA

All rights reserved After-Sales-Service, training department
Issued: 30.09.2006 Order no. 10301429
Page 2 of 179
Foreword....................................................................................................................................................................................................................................................................................2
1. Product description ...........................................................................................................................6

1.1 Illustration of engine 936 L ....................................................................................................................................................6
1.2 Technical description.............................................................................................................................................................8
1.3 Special equipment for diesel engine.................................................................................................................................9
1.4 Engine classification, engine identification plates, engine number......................................................................10
1.5 Technical data, adjustment values and test values....................................................................................................12
1.6 Tightening specifications...................................................................................................................................................14
1.7 Screw tightening values......................................................................................................................................................16
2. Description of basic engine...........................................................................................................17

2.1 Engine.......................................................................................................................................................................................18
2.1.1 Connecting rod D 934 L / S D 936 L.........................................................................................................................................................................................................18
2.1.2 Monotherm pistons (STEEL) 934 L / 936 L...........................................................................................................................................................................................19
2.1.3 Piston 934 S........................................................................................................................................................................................................................................................20
2.1.4 Checking piston projection.........................................................................................................................................................................................................................21
2.1.6 Crankshaft and bearing................................................................................................................................................................................................................................23
2.1.7 Cam shaft and valve train.............................................................................................................................................................................................................................24
2.1.8 Gear train D 936 L.............................................................................................................................................................................................................................................25
2.1.9 Gear train D934 S / L........................................................................................................................................................................................................................................26
2.1.10 Counterbalancing shafts..............................................................................................................................................................................................................................27
2.2 Crankcase breather..............................................................................................................................................................29
3. Cylinder head.....................................................................................................................................30
3.1 Description of cylinder head..............................................................................................................................................30
3.2 Cylinder head and cylinder head gasket (diagram)...................................................................................................31
3.3 Replacing the cylinder head gasket................................................................................................................................32
3.4 Carrying out a compression test......................................................................................................................................33
4. Lube oil circuit...................................................................................................................................34

4.1 Lube oil circuit diagram.......................................................................................................................................................34
4.2 Lube oil pumps......................................................................................................................................................................35
4.2.1 Dismantling the lube oil pump...................................................................................................................................................................................................................35
4.3 Oil filter......................................................................................................................................................................................36

4.4 Oil cooler..................................................................................................................................................................................37
4.5 Leakages in the oil cooler...................................................................................................................................................38
4.6 Oil sump...................................................................................................................................................................................39
4.7 Causes of oil pressure problems.....................................................................................................................................40
4.8 Fuel in the oil...........................................................................................................................................................................41
5. Water circuit.......................................................................................................................................42
5.1 Diagram of the water circuit...............................................................................................................................................42
5.2 Cooling water - thermostat.................................................................................................................................................43
5.3 Cooling water pump.............................................................................................................................................................44
Page 3 of 179
5.4 Dismantling the coolant water pump..............................................................................................................................45
5.5 Cooling water in the fuel......................................................................................................................................................46
6. Suction side .......................................................................................................................................47

6.1 Exhaust turbocharger..........................................................................................................................................................47
6.1.1 Mounting and dismantling:.........................................................................................................................................................................................................................47
6.1.2 Determining the bearing clearances.......................................................................................................................................................................................................48
6.3 Heater flange...........................................................................................................................................................................49

6.3.1 Checking the heater flange..........................................................................................................................................................................................................................49
7. Exhaust side ......................................................................................................................................50

7.1 iAGR..........................................................................................................................................................................................50
7.1.1 Inspecting the iAGR........................................................................................................................................................................................................................................50
7.2 eAGR.........................................................................................................................................................................................51
7.2.1 Inspecting the eAGR......................................................................................................................................................................................................................................51
7.3 Engine brake...........................................................................................................................................................................52

7.3.1 Checking the engine brake.........................................................................................................................................................................................................................52
7.4 Description of the auxiliary brake system (ZBS).........................................................................................................53
8. Description of the electronic injection system.........................................................................54

8.2 Engine control unit with schematic connection..........................................................................................................55
8.3 Diagnostic description........................................................................................................................................................56
8.4 Diagnosis and service.........................................................................................................................................................57
8.5 Connection diagram of the sensors...............................................................................................................................58
8.6 Sensors....................................................................................................................................................................................59
8.7 Electrical system...................................................................................................................................................................60
8.8 Configuration of pump-/nozzle units (PLD ENGINES ONLY).............................................................................61
9 Description of the mechanical injection system......................................................................62

9.1 Functional description.........................................................................................................................................................62
9.2 Low-pressure circuit............................................................................................................................................................63
9.3 Checking the low-pressure circuit...................................................................................................................................63
9.3 Checking the low-pressure circuit...................................................................................................................................64
9.3.1 Cleanliness when working on the PLD system.................................................................................................................................................................................65
9.4 Fuel pump ZP 18.5................................................................................................................................................................66

9.5 Fuel filtering.............................................................................................................................................................................67
9.6 Fuel lines..................................................................................................................................................................................68
9.6.1 Installing and dismantling the fuel lines.................................................................................................................................................................................................68
9.6.2 Installing and dismantling the fuel lines (return flow).......................................................................................................................................................................69
9.6.3 Installing and dismantling the fuel lines (return flow II)....................................................................................................................................................................70
9.7 Draining the upper fuel duct..............................................................................................................................................71

9.8 Draining the lower fuel duct...............................................................................................................................................71
9.9 Diagram of pump/nozzle unit with injection nozzle....................................................................................................72
9.10 Installing and dismantling the pump element (UP 20) with roller tappet.............................................................73
9.11 Bleeding the fuel system....................................................................................................................................................76
Page 4 of 179
9.12 Diagram of the injection nozzle and pressure pipe tube..........................................................................................79
9.13 Checking the injection nozzle...........................................................................................................................................80
9.14 Oil in the fuel system............................................................................................................................................................81
10 Description of accessories............................................................................................................82
10.1 Diagram of auxiliary drives.................................................................................................................................................82
10.2 Air compressor......................................................................................................................................................................83
10.3 Drive for generator and air-conditioning compressor...............................................................................................84
10.3 Drive for generator and air-conditioning compressor...............................................................................................85
10.4 Checking the condition of the ribbed V-belt.................................................................................................................85
11 Electrical system...............................................................................................................................87
11.1 Starter........................................................................................................................................................................................87
11.2 Checking the starter.............................................................................................................................................................88
11.3 Checking the alternator.......................................................................................................................................................89
11.4 Heater flange...........................................................................................................................................................................90
12 Maintenance.......................................................................................................................................91
12.1 Maintenance chart................................................................................................................................................................91
12.2 Setting the valves..................................................................................................................................................................96
12.3 Setting the valves for the engine auxiliary brake system (ZBS )............................................................................97
13 Fuels.....................................................................................................................................................98
14 Mechanical fault list....................................................................................................................... 109
15 Electronic fault list......................................................................................................................... 126
16 Description of level 1 Parameters and measuring points .................................................. 174
Page 5 of 179
1. Product description
1.1 Illustration of engine 936 L
Components of the diesel engine / as viewed from the left
2
3 1
15
6 14
13
7
8 12
9
11
10
1. Charge air pipe 7. Water pump 13. Exhaust pipe

2. Valve cover 8. Thermostat housing 14. Exhaust turbocharger
3. Air induction pipe 9. Crankshaft / vibration damper 15. Crankcase
4. Heater flange 10. Aggregate carrier
5. Oil filter 11. Oil sump
6. Automatic tension pulley 12. Oil cooler
Page 6 of 179
Components of the diesel engine / as viewed from the right
3
4
1 14
5
13
12
6
11
7 8 10
9
15
1. Transportation device 7. Flywheel housing 13. Generator

2. Control unit 8. Fuel delivery pump 14. Air-conditioning compressor
3. Manual delivery pump 9. Fuel - prefilter 15. Starter
4. Crankcase breather 10. Fuel fine filter 16. Air-conditioning compressor
5. Power take-off 11. Oil dipstick
6. Flywheel 12. Oil intake
Page 7 of 179
1.2 Technical description
Design features
Design
Water-cooled 4-cylinder and 6-cylinder inline diesel engine with pump, line, nozzle (PLD) direct injection system, exhaust
turbocharging with intercooling and internal, as well as external exhaust gas recirculation ( i AGR, e AGR ).
Features
A rugged basic design and largely-dimensioned size form the basis for optimum operating safety and long life-expectancy.
Reduced fuel-consumption, as well as low noise and exhaust emissions due to a combustion process which is specially
adapted to suit the requirements. Reduced maintenance to easily accessible components and a multitude of mounting
options for special equipment contribute to optimum overall efficiency of the diesel engines.
Engine
The 4-cylinder diesel engines feature a steel crankshaft with 5 bearing points, the 6-cylinder diesel engines feature a steel
crankshaft with 7 bearing points, with inductive-hardened running surfaces and forged-on counterweights (8 / 8). A torsion
damper is mounted on the crankshaft on the same side as the fan. Forge pressed, diagonally-sectioned cracked
connecting rod, transmission bearing in lead bronze-triplex-friction bearings and sputter lager (crankshaft connecting rod).
Three ring piston made of aluminium alloy featuring ring inserts ( D934 S) and piston made of steel alloy and
combustion recess in the piston crown ( D 934 L / D 936 L ). Replaceable, wet cylinder liners.
The 4-cylinder diesel engines (D 934 L) also feature two counterbalancing shafts to reduce vibrations.
Housing
Crankcase designed as one unit made of alloyed cast iron. Individual cylinder heads featuring swirl inlet duct, as well as
replaceable valve seat rings and valve guides. Flywheel housing, front-mounted aggregate carrier and oil sump
mounted on the underside encase the diesel engine.
Drive control
Two intake valves and two exhaust valves respectively per cylinder suspended in the cylinder head (ohv.). Actuated by a
steel crankshaft featuring 5 or, 7 bearing points (there are two different crankshaft designs, i AGR and e AGR) via roller
tappets, push rods and rocker arm. Drive of camshaft, fuel delivery pump, lube oil pump, air compressor and auxiliary
hydraulic pumps from the crankshaft via nitrified gears on the same side as the flywheel and water pump on the same side
as the aggregate carrier.
Lubrication
Forced-feed lubrication with gear-type pump for crankshaft bearing, connecting rod bearing and camshaft bearing roller
tappet with UP 20, as well as small end bush and rocker arm. Oil filtering via two replaceable cartridge filters in the main flow.
Accessories such as water pump, turbocharger, power take-offs, fuel delivery pump and air compressor are connected to
the diesel engine lube oil circuit. The engine oil cooler (heat exchanger) is integrated in the cooling water flow.
Cooling
Double-thermostatic regulated liquid cooling with centrifugal pump.
Individual supply of each cylinder unit via cast distributor ducts in the crankcase.
Piston cooling via oil spraying from piston cooling nozzles. Oil is supplied from the lube oil circuit of the diesel engine.
Injection system PLD (pump, line, nozzle)

Fuel delivery pump, fuel filter, pump unit UP 20, short injection line, pressure pipe tube and injection nozzle.
Heater flange
The heater flange is a cold-start aid. The heater flange installed in the air induction pipe heats the combustion air for the start
procedure.
Electrical equipment
24 volt 5.4 / 6.6 KW starter, type HEF 109 and alternators featured in two different designs 28 V 80 /110 A ( N1 and NCB2
see pos. 11.3 ).
Page 8 of 179
Electronic sensors on the engine side
Pressure sensors for charge air pressure and oil pressure, temperature sensors for coolant, charge air and fuel. Hall pulse
generator-speed sensors for camshaft and flywheel.
These sensors form an interface for external monitoring and control functions. The individual functions
and error messages are described in the system description LH-ECU-UP/CR documentation.
Electronic diesel engine regulation

The electronic diesel engine regulation (EDC) controls the speed and torque of LIEBHERR-diesel engines being used in
vehicles, construction machinery and aggregates. The EDC is comprised essentially of sensors, actuators, cabling and the
control unit.
Devices on the vehicle or the plant are connected to the EDC-control unit via the plug connection using cable harnesses.
1.3 Special equipment for diesel engine

Diesel engine brake
The diesel engine exhaust brake flap is installed in the exhaust pipe leading from the exhaust turbocharger to the muffler.
The diesel engine exhaust brake flap is actuated via cylinders pressurised with compressed air. The diesel engine braking
action is effected via closing of the diesel engine exhaust brake flaps.
Diesel engine brake and auxiliary brake system

To increase the diesel engine braking output, a diesel engine auxiliary brake system (ZBS) has been installed additionally in
the diesel engine exhaust brake flaps. Thus, during the engine braking procedure, the ZBS allows a gap
to remain open in one of the exhaust valves, increasing diesel engine braking action.
Air-conditioning compressor
The air-conditioning compressor is mounted directly on the diesel engine and is driven via a magnetic clutch with ribbed V-
belt. When the air-conditioning is switched on, the magnetic clutch is active and the compressor is working.
Air compressor
The air compressor is flange-mounted to a power take-off integrated on the flywheel housing. Cooling or lubrication of the air
compressor is connected to the respective circuits of the diesel engine.
Page 9 of 179
1.4 Engine classification, engine identification plates, engine number
Explanation of the engine classification
Description
D 93 4 L / S A6 Engine classification
D Diesel engine
93 Engine family Bore 122mm
4 Number of cylinders
L/S Piston stroke L = Long long stroke 150mm / S = Short short stroke 136mm
A6 Injection system : A6 = pump line - nozzle
Diesel engine identification plate

The engine identification plate is located on the right-hand side below the control unit.
Engine serial number

The diesel engine serial number is stamped on the engine identification plate and in the crankcase. On the crankcase, the
engine number is at the end of cylinder 4 or 6 depending on the number of cylinders of the diesel engine.
2004 03 0001 Engine - serial number
2004 Year of manufacture

03 Series (03 = 934 S/L 04 = 936 L )
0001 Serial number
Page 10 of 179
Firing sequence, cylinder classification, rotational direction and TDC mark
The firing sequence and cylinder number are infused on the right-hand
side of the crankcase (4-cylinder 1, 3, 4, 2 and 6-cylinder 1, 5, 3, 6, 2, 4)
Firing Cylinder number
1st cylinder
TDC mark
Rotational direction of the engine looking

at the flywheel ( left )
Cylinder classification and rotational

direction
A = Exhaust valve E = Intake valve

Cylinder 1 is on the same side as the flywheel. The cylinder numbers, as well as the firing sequence, are infused on the right-
hand upperside of the crankcase looking at the flywheel.
Page 11 of 179
Designation D934 S / L D936 L Unit Measu
ring
point
Design In-line engine In-line engine
Number of cylinders 4 6
Firing sequence 1 3 4-2 1-5-3-6-2-4
Borehole 122mm 122mm
Stroke L=150mm/S=136mm L=150mm
Displacement S = 6.4 L = 7.0 L = 10.5 Litres
Compression ratio S 17:1 L 18:1 L18:1
Rotational direction of the engine (looking at the left left
flywheel)
Power rating in accordance with ISO 9249 ISO 9249
Nominal output see identification plate see identification plate KW
Nominal speed see identification plate see identification plate rpm
Emissions values 97/68/EG/EPA/CARB 97/68/EG/EPA/CARB
Weight (without water, without oil) approx.840 approx.1050 kg
Combustion pressure 20 to 34 20 to 34 bar
1.5 Technical data, adjustment values and test values

General engine data
Coolant pump and water circuit
Quantity of coolant (without cooling system) 15 20 Litres

Max. coolant temperature 100° 100° °C
Minimum pressure in the cooling system 0,6 0,6 bar
Difference in temperature cooler input and output at 90° Min 3° ideal: 3°- 7° Min 3° ideal: 3°- 7° °C
Flow rate coolant pump at 1900 rpm 285 475 Litres
Water pressure engine output at 90° 1,0 - 1,5 1,0 - 1,5 bar
Water pressure engine input at 90° 0,3 - 0,6 0,3 - 0,6 bar
Thermostat opening temperature 79° 79° °C
Thermostat fully open 92° 92° °C
Oil pump and oil circuit
Lube oil pressure 800 rpm at 90 °C water temperature 1,5 1,5 bar
Lube oil pressure 1400 rpm at 90 °C water 2,5 2,5 bar
temperature
Lube oil pressure 1800 1 rpm at 90 °C water 4,6 6,2 4,6 6,2 bar
temperature
Max. temperature in oil sump 115° 115° °C
Flow rate oil pump at 2000 1 rpm 130 186 Litres /
min
Oil quantity in oil sump with filter See engine data See engine data Litres
Gear width oil pump 30 43 mm
Injection system
Opening pressure injection nozzles when new 330 -15 330 - 15 bar
Opening pressure injection nozzles during operation 300-3+8 300-3+8 bar
Max. fuel temperature after cooler <60 °C <60 °C °C
Max. fuel temperature input delivery pump <60 °C <60 °C °C
Fuel pressure low-pressure circuit 2.5 to 3.5 +- 0.4 2.5 to 3.5 +- 0.4 bar
Page 12 of 179
Cylinder unit
Bushing protrusion 0,05 0.10 0,05 0.10 mm

Piston projection (measured from the edge of the -0,15 -0,15 mm
cylinder liner)
Cylinder head
Valve clearance intake (cold) 0,3 0,3 mm

Valve clearance output (cold) 0,4 0,4 mm
Auxiliary brake system ( ZBS ) ( cold ) 0.2 0.2 mm
Valve recess dimension intake 0.8 +0/+0.38 0.8 +0/+0.38 mm
Valve recess dimension exhaust 0.9 +0/+0.38 0.9 +0/+0.38 mm
Air system
Boost pressure See technical data sheet

Max. charge air temperature after cooler with full fan 45 to 55 45 to 55 °C
speed ( guideline value )
Loss of pressure via cooler max. 100 100 mbar
Clearance turbocharger axial / radial 0.16 / 0.43 0.16 / 0.43 mm
Page 13 of 179
1.6 Tightening specifications
Cylinder head bolts Pretightening with torque Subsequent tightening with angular
1 stage = 30Nm 2 stage = 120Nm degree
3 stage = 200Nm 1 stage = 45° 2 stage = 90°
3 stage = 90°
Overall = 225°
Screws for rocker arm support 65Nm

Connecting rod bolt Torque 1 stage = 30Nm, Subsequent tightening with angular
2 stage =110Nm degree
1 stage = 45° 2 stage = 45°
Overall = 90°
Main bearing screws Torque 1 stage = 30Nm Subsequent tightening with angular
2 stage =110Nm degree
1 stage = 45° 2 stage = 45°
3 stage = 45°
Overall = 135°
Flywheel screws Torque 1 stage = 30Nm Subsequent tightening with angular
2 stage = 90Nm degree for screw length of 147mm
1 stage = 90° 2 stage = 90° 3 stage =
90°
Overall = 270°
Subsequent tightening with angular
degree for screw length of 72mm
1 stage = 90° 2 stage = 90°
Overall = 180°
Vibration damper screws Torque 1 stage = 30Nm Subsequent tightening with angular
2 stage = 90Nm degree
1 stage = 90° 2 stage = 90°
Overall = 180°
Flywheel housing screws Pretensioning 45Nm
Tightening 125Nm
Screws for the end of the Torque 1 stage = 80Nm Pre-tightening 1 stage = 20Nm
crankshaft on the same side as 2 stage = 180Nm 3 stage = 260Nm 2 stage = 80Nm
the fan overall = 260Nm 3 stage = angle 30° + 30° = 60°
Overall = 60°
Screw for idler power take-off Torque 87 Nm
Screw for idler mass Torque 27 Nm

compensation
Screws for camshaft sprocket Torque 1 stage = 50Nm Pre-tightening 1 stage = 20Nm
front 2 stage = 125Nm 3 stage = 200Nm 2 stage = 50Nm
Overall = 200° 3 stage = 35°
Overall = 35°
Screws for camshaft sprocket Torque 1 stage = 50Nm Pre-tightening 1 stage = 20Nm
rear 2 stage = 125Nm 3 stage = 200Nm 2 stage = 50Nm
Overall = 200° 3 stage = 40°
Overall = 40°
Pressure pipe tube 50Nm
Injection valve mounting bracket 50Nm
Injection lines On same side as pump 25 to 40Nm

On same side as nozzle 25 to 40Nm
Page 14 of 179
Piston cooling nozzle 30Nm
Fastening screws pump element 60Nm
Page 15 of 179
1.7 Screw tightening values
For screws in accordance with DIN912, 933, 960, 961
Permissible tolerance +/- 10%
Surface finish: screw Mn or phosphated, unlubricated or oiled µm, overall. = 0.14
Standard metric 8.8 10.9 12.9 Standard 8.8 10.9 12.9

thread Nm Nm Nm metric thread Nm Nm Nm
M6 10 15 18 M8x1 27 39 46
M8 25 36 43 M10x1.25 52 76 90
M10 49 72 84 M12x1.25 93 135 160
M12 85 125 145 M12x1.5 89 130 155
M14 135 200 235 M14x1.5 145 215 255
M16 210 310 365 M16x1.5 225 330 390
M18 300 430 500 M18x1.5 340 485 570
M20 425 610 710 M20x1.5 475 680 790
M22 580 820 960 M22x1.5 630 900 1050
M24 730 1050 1220 M24x2 800 1150 1350
Surface finish: screw zinc plated, unlubricated or oiled µm, overall. = 0.125
Standard metric 8.8 10.9 12.9 Standard 8.8 10.9 12.9

thread Nm Nm Nm metric thread Nm Nm Nm
M6 9,6 14 16 M8x1 25 37 43
M8 23 34 40 M10x1.25 49 71 83
M10 46 67 79 M12x1.25 87 130 150
M12 79 115 135 M12x1.5 83 120 145
M14 125 185 220 M14x1.5 135 200 235
M16 195 290 340 M16x1.5 210 310 360
M18 280 400 470 M18x1.5 315 450 530
M20 395 560 660 M20x1.5 440 630 730
M22 540 760 890 M22x1.5 590 840 980
M24 680 970 1150 M24x2 740 1050 1250
Page 16 of 179
2. Description of basic engine
Piston and connecting rod
Monotherm piston ( steel )

3-ring steel pistons are employed in the D 934 L and D 936 L. To cool the piston crown, the piston features
a cooling duct which is supplied via splashing from the piston cooling nozzle.
Aluminium piston
3-ring aluminium pistons featuring steel ring carriers are employed in the D934 S. The piston is cooled without cooling duct
via splashing of the piston crown.
Piston rings
KB-ring full keystone ring
M-ring tapered compression ring
DSF-ring bevelled-edge ring spring-loaded oil ring (oil scraper ring)
!Note!
When installing piston rings, the TOP-marking must be pointing toward the combustion chamber recess.
Gudgeon pin
The gudgeon pin is pressure-lubricated via the bored connecting rod.
It is float-mounted in the piston and secured with snap rings.
Piston cooling nozzle

No pressure valve is installed in the piston cooling nozzle.
Tightening specification: 30Nm
Use adhesives Loctite 262 or Omnifit 100M
Connecting rod
The connecting rod has been cracked, in other words the bearing cap was separated or cracked during the manufacturing
process so that the bearing cap will fit only this connecting rod. The labelling of the bearing cap and connecting rod clearly
indicates that they belong together
Installing and removing the pistons and connecting rods:

Dismantle the cylinder head and oil sump. Loosen and unscrew the cylinder head bolts. Remove the bearing cap with
bearing shell.
Pull out the piston with connecting rod from above through the cylinder liner.
The piston and cylinder liners are only installed as a pair, and should therefore be clearly marked before dismantling.
Installation
Turn the piston rings so that the abutting edges are facing each other, then clamp together using a piston ring compressor.
Insert the connecting rod bearing in the connecting rod and push piston with connecting rod in the cylinder liner until the
bearing shell is resting on the crankpin of the crankshaft. Apply oil to the bearing. Put on the bearing cap of the connecting rod
with bearing shell.
The bearing cap and connecting rod are marked as a pair and may only be installed as a pair.
Check the lengths of the connecting rod bolts and tighten to the tightening specification.
Connecting rod length

-0.6
Standard length 65 mm
Limit value length 65.5 mm
Tightening specification for connecting rod bolts:

Pre-tightening stage 1 =30Nm stage 2 = 110Nm
Subsequent tightening with angular torque 1 stage = 45° 2 stage = 45° overall = 90°
See table 1.6
Page 17 of 179
2.1 Engine
2.1.1 Connecting rod D 934 L / S D 936 L
1 Connecting rod
2 Bearing cap
3 Upper connecting rod bearing (sputter bearing)
4 Lower connecting rod bearing (3-layer bearing)
5 Connecting rod bolts
6 Small end bush
cracked
!Note!
Delicate surfaces at connecting points.

The parts may not: be mechanically cleaned (sandpaper, file, wire brush, etc.), be set down on the connecting surfaces or be
used if it has been installed incorrectly or if it has been dropped.
Page 18 of 179
2.1.2 Monotherm pistons (STEEL) 934 L / 936 L
5
6
1 KB-ring full keystone ring
2 M-ring tapered compression ring
3 DSF-ring bevelled-edge ring spring-loaded oil ring (oil scraper ring)
4 Monotherm steel piston
5 Gudgeon pin
6 Gudgeon pin circlip
Page 19 of 179
2.1.3 Piston 934 S
1 KB-ring full keystone ring

2 M-ring tapered compression ring
3 DSF-ring bevelled-edge ring spring-loaded oil ring (oil scraper ring)
4 Aluminium piston
5 Gudgeon pin
6 Gudgeon pin circlip
Page 20 of 179
2.1.4 Checking piston projection
The gap width between piston and cylinder head is 0.82 mm

The piston projection must be checked each time the crankcase is reworked, e.g. milling of the top surface.
Measuring
The piston must be positioned in O.T. Place a measuring bridge fitted with two dial gauges (special tool. Id no. 0526856) onto
the crankcase in a transverse direction to the engine.
!Caution!
Do not carry out the measurement or lay the measuring bridge on the cylinder liner collar, the gap, width relates to the
crankcase.
Measure the highest point of the piston, two dial gauges are required as the piston tilts slightly causing a deviation between
the two measuring points. Add both measuring results and divide by two. Then install the cylinder head gasket.
It is imperative that the measurements are carried out at the points specified below to ensure that no measuring errors occur
as a result of the piston tilting. A+ signifies piston projection and A signifies piston shortfall.
Piston diameter 122mm -> measuring point 115mm (see exemplary drawing)
115mm
Page 21 of 179
Cylinder liner
The cylinder liner, pos. (1), is rinsed directly from the cooling water, pos. ( 3 ), and are thus wet cylinder liners.
The seal for the crankcase on the upper collar is resulted exclusively by pressing the surface of the cylinder liner collar with
the crankcase fitting. The lower seal for the engine oil is resulted via two oval rings, pos. ( 4 ).
Checking the cylinder lining projection:

The cylinder liner projection B to the crankcase is 0.05 to 0.1mm
The cylinder liner projection should always be checked whenever the cylinder head gasket is replaced.
Installing the cylinder liner

Check the sealing face of the upper cylinder liner fitting and lower cylinder liner fitting for damage.
Lubricate the oval-rings with grease (GBUY 131 ID no. 8655027) for assembly and push the cylinder liner into the crankcase
by hand.
2
1
1. Cylinder liner
2. Crankcase
3. Water jacket
4. 2 oval rings cylinder liner seal
Page 22 of 179
2.1.6 Crankshaft and bearing
The crankcase is mounted with five bearings for 4-cyl. engines and with seven bearings for 6-cyl. engines.
Counterweights are forged onto connecting rod bearing journals 1,3,4 and 6.
The thrust washers are mounted on cylinder 1 (934 / 936), the upper two feature no
nose and the lower two feature a nose.
Installation position for the thrust washers

The lubricating grooves point in the direction of the crankshaft webs.
The main bearing journals feature a diameter of 104 (-0.012/-0.034) mm

The connecting rod bearing journals feature a diameter of 88 (-0.012/-0.034) mm
There are two different crankshafts for the engine D 934 L / S. L for long =150 mm stroke and S for short =136 mm stroke,
identified via the engine ID no or via the number printed in the crankshaft on the side of the vibration damper. S short ( Id.no.
9073856 ) and L long ( Id.no. 9072934 )
A vibration damper is mounted on the same side as the fan to prevent torsional vibrations.
Numbering of the bearing block:

As viewed from the flywheel side, the main bearing caps are numbered serially 1,2,3, etc.. In the crankcase, the bearing
numbers are indicated starting from the flywheel side.
The crankcase number is embossed in the underside of the crankcase on the flywheel side in the bearing block.
Looking from the flywheel side to the engine, the numbers are located on the left-hand side.
!Note!
Main bearing cover numbers and crankcase numbers must be positioned alongside one another during assembly.
Check axial clearance of the crankshaft. (Axial clearance = 0.1mm 0.35mm)
Tightening specification main bearing:
Pre-tightening 1 stage = 30Nm 2 stage =110Nm
Subsequent tightening with angular degree 1 stage = 45° 2 stage = 45° 3 stage = 45°
Overall = 135°
1. Main bearing journal

2. Connecting rod bearing journal End of the crankshaft
6 on the fan side
3. Main bearing journal for
thrust washer
4. Lower main bearing
Sputter bearing
5. Upper main bearing
3-layer bearing
6. Upper thrust washer 1
7. Lower thrust washers with
location peg
End of the crankshaft 4

on the flywheel side 2
Page 23 of 179
2.1.7 Cam shaft and valve train
Actuation of the valves is resulted via roller tappet, pos. ( 1 ), steel push rods, pos. ( 2 ) and rocker arm. pos. ( 3 ).
The roller tappets are positioned with a locating screw,
!Caution!
All control components such as roller tappet, push rod and rocker arm (with the exception of ZBS) are identical
for intake and exhaust. There are two different designs for the cam shaft ( iAGR and e AGR )
(axial clearance of the cam shaft = 0 0.4mm )
Cam shaft bearings in the crankcase
4 cyl. engine = 5 x
6 cyl. engine = 7 x
Cam lift
Intake 8.929 mm + - 0.1
iAGR intake, see technical data
Exhaust 8.929 mm + - 0.1
U P 20 18 mm
Valve timing
Intake opens 18°KW before OT
Intake closes 30°KW after UT
Exhaust opens 63°KW before UT
Exhaust closes 18°KW after OT
Brief descriptions
KW= crank angle, OT= upper dead centre, UT= lower dead centre.
Tightening specification for rocker arm support
65Nm
Valve clearance measured with engine cold (approx. 20 °C )
Clearances, see identification plate
ZBS 0.2mm
Roller tappet for valve train

Push rod
Rocker arm
Rocker arm bearing support
Injection nozzle
Pressure pipe tube
Injection line
Injection pump
Roller tappet for injection pump
Cam shaft
Page 24 of 179
2.1.8 Gear train D 936 L
Flywheel side
7 8
11
6
NA
NA 2
10
Aggregate carrier side 9
1
12 2
NA 4
4
13
3
5
14
1 Gear wheel - crankshaft 9 Idler

2 Idler 10 Gear wheel auxiliary drive 2
3 Gear wheel - oil pump 11 Gear wheel - cam shaft
4 Idler 12 Gear wheel - cam shaft
5 Gear wheel - oil suction pump 13 Gear wheel auxiliary drive 4
6 Gear wheel auxiliary drive 3 14 Gear wheel - coolant pump
7 Gear wheel fuel pump
8 Gear wheel auxiliary drive 1
Page 25 of 179
2.1.9 Gear train D934 S / L
Flywheel side
Schwungrad Seite
8
7
NA 1
11
6
NA 3 NA 2
10
Aggregate carrier side 9

Aggregateträger Seite
NA 4 12 1
4 2
13 16
3
14
15
1 Gear wheel - crankshaft 10 Gear wheel - air compressor

2 Idler 11 Gear wheel - cam shaft
3 Gear wheel - oil pump 12 Gear wheel - cam shaft
4 Idler 13 Gear wheel auxiliary drive 4
6 Gear wheel auxiliary drive 3 14 Gear wheel - coolant pump
7 Gear wheel fuel pump 15 Gear wheel balance shaft left, L engines only
8 Gear wheel auxiliary drive 1 16 Gear wheel balance shaft right, L engines only
9 Idler
Page 26 of 179
2.1.10 Counterbalancing shafts
Installation and tightening specifications of the counterbalancing shafts ( D 934 )
1
1 2
4
3
6
!Note!
Centre holes are located in the crankshaft, as well as in both balance shafts.
Insert pin 1 ( Id.no.9078118 ) (2x) through the flange ( 4 ) into the centre hole of the counterbalancing shafts ( 3 ) and insert pin
( 2 ) ( Id.no. 9078119 ) through the main bearing cap ( 6 ) into the centre hole of the crankshaft ( 7 ).
Tighten the fastening screws for the retainer of the balance shafts, pos. ( 1 ) page 27, and for the idler retainer, pos. ( 2 ) page
27, with 27 Nm.
Apply a coating of Loctite 243 to hexagonal screw M 14 x 50 8.8 and tighten with 130 Nm.
(axial clearance of the balance shafts = 0.1 0.4mm )
Page 27 of 179
Balance shafts
10
4
6
5
11
9
2
11
2
1 7
12 8
1 2
12
1 Fastening screws for the retainer of the balance shafts
2 Blind screws for the centre holes
3 Drive gear horizontal
4 Drive gear vertical (oil pump side)
5 Idler
6 Balance shafts
7 O-ring oil supply idler
8 Centering pin for retaining plate
9 Retaining plate with idler
10 Retaining plate
11 Fastening screws idler
12 Fastening screws drive gear
Page 28 of 179
2.2 Crankcase breather
Functionality
The blow-by gas is channelled through the oil separator element (filter element) as a result of the overpressure in the
crankcase.
The oil is separated at the filter element and the filtered air is then supplied to the air intake. A pressure relief valve is installed
in the air intake connection. The separated oil collects in the line which is connected underneath the oil sump. The line is
connected below the oil level in the oil sump, thus no blow-by gas can be channelled into the crankcase breather from this
side.
Maintenance
The oil separator element
must be replaced every 1000 Bh
Page 29 of 179
3. Cylinder head
3.1 Description of cylinder head
The D934 and D936 have been fitted with individual cylinder heads. The cylinder head is designed as a four-valve head.
Valve guides and valve seat rings have been shrunk and are therefore replaceable. Connection of the two intake valves and
exhaust valves is achieved via a valve fitting. The injection valve sits vertically in the cylinder head. A steel sleeve has been
screwed into the cylinder head for retention of the injection valve. This is rinsed directly with coolant and is sealed with an O-
ring to prevent the coolant escaping. Shaft seals have been fitted to all valve guides.
Connection to the crankcase is resulted via 6x M16x195 anti-fatigue bolts.

The cylinder head gasket is a metal elastomer seal. Throughflow of the mediums is sealed by the metal elastomer seal.
Valve seat angle

Intake valve 45°
Exhaust valve 60°
Valve head diameter

Intake 39.2mm
Exhaust 36mm
alve springs
Length without tension intake and exhaust 62.7mm
Cylinder head bolts:
-1.5
Standard length 195 mm
!Note!
The cylinder head bolts must be replaced each time
they are loosened.
Tightening specification for cylinder head gasket

Pre-tightening with torque 1 stage =30Nm 2 stage = 120Nm 3 stage = 200Nm
Subsequent tightening with angular degree ( special tool ID no. 0524062 ) 1 stage =45 ° 2 stage =90° 3 stage =90°
Overall = 225°
1
Sequence
Page 30 of 179
3.2 Cylinder head and cylinder head gasket (diagram)
8
5
9 4
7
10
11
12
1
13
1 Cylinder head 14
2 Cylinder head gasket 2
3 Cylinder head bolts
4 Valve fitting
5 Rocker arm support 3
6 Valve cover
7 Valve cover seal
8 Upper valve head
9 Valve collet
10 Valve spring
11 Valve stem seal
12 Lower valve head
13 Valve
14 Valve seat ring
Cylinder head gasket penetration of mediums
3
2
1
1 Combustion chamber
2 Pressure oil supply
3 Push rod entry return flow oil
4 Water return flow
5 Water feed flow 4
6 Water feed flow cooling outlet
7 Water feed flow cooling outlet
8 Screw passage
8 6
7
Page 31 of 179
3.3 Replacing the cylinder head gasket
Preparatory tasks:
Engine cleaned and battery disconnected. Accessories, intake manifold and exhaust manifold dismantled.
Dismantling
Drain cooling water. Dismantle intake manifold and exhaust manifold. Disassemble valve cover and remove the fastening
screw
of the lug holder for the injection nozzle. Dismantle the injection lines, unscrew the fastening nut for the pressure pipe tube
and pull out the pressure pipe tube. Apply the injection nozzle puller (special tool ID NO.0524072) on the nozzle and pull out
the nozzle with sliding weight (prevents subsequent damage when setting down the dismantled cylinder head). Dismantle
the valve fitting. Remove the push rods. Remove the cylinder head bolts. Detach the cylinder head.
!Note!
Cleanliness
Nowadays, components for the diesel injection are made of high-precision parts which are exposed to extreme stresses.
Due to this high-precision technology, utmost cleanliness must be observed when working on the fuel system, as even dirt
particles measuring only 0.02 mm can cause components to malfunction and thus lead to engine damage.
Store the dismantled injection nozzles in a clean receptacle containing clean diesel fuel.
Always replace the dismantled pressure pipe tube.
The pressure pipe tube features a centering point and will fit in the cylinder head in one position only.
Tightening specifications for the cylinder head gasket
Pre-tightening with torque 1 stage = 30 Nm 2 stage = 120Nm 3 stage = 200Nm
Subsequent tightening with angular degree (special tool ID no. 0524062 ) 1 stage =45° 2 stage =90° 3 stage = 90° Overall
= 225°
See 3.1, Cylinder head, for sequence and cylinder head bolts.
Tightening specifications for the injection nozzle:
See 9.14, Injection nozzle and pressure pipe tube.
!Note!
Protrusion of the cylinder liner must be measured when removing the cylinder head. (See pos. 2.1.4)
Installation:
After replacing the cylinder head gasket, reassemble in reverse order and set the valves.
Bleed the fuel system. Top up the cooling water and check the antifreeze. Check the engine oil level. Start the engine
and allow to run up to operating temperature. Then check the cooling water level again and top up as necessary.
!Note!
Each time the injection lines are loosened, the torque must be increased by 5 Nm in order that a sound seal can be
guaranteed.
Tightening torques:
Injection line: pump side 25 to 40 Nm
Fastening screw nozzle 50 Nm
Pressure pipe tube 50 Nm
!Caution!
Ensure utmost cleanliness when working on the injection system. Always replace sealing grommet and O-rings. Injection
lines may only be loosened and retightened a max. 3 times. After loosening the injection lines, mark the injection lines on the
nut by caulking or by carving a notch. Store the dismantled injection nozzles in a clean receptacle containing clean diesel fuel.
Page 32 of 179
3.4 Carrying out a compression test
!Note!
The valve clearance must be checked and readjusted as required before a compression test can be performed.
Remove the valve cover and loosen and unscrew the fastening screw from the nozzle.
Dismantle the injection lines, unscrew the fastening nut of the pressure pipe tube and pull out the pressure pipe tube.
Apply the injection nozzle puller (special tool ID NO. 0524072 ) on the nozzle and pull out nozzle with sliding weight.
!Caution!
Fuel may leak from the UP 20. Set the UP 20 to zero delivery via the Cylinder shutdown function of diagnosis program DC
Desk 2000
The Cylinder shutdown is included upwards of software version 38.0 for the engine control unit, if necessary upgrade the
engine control unit software.
The Cylinder shutdown function is included in diagnosis program DC Desk 2000 upwards of version 4.22, if necessary
upgrade the diagnosis program.
With diagnosis program DC Desk 2000 in the Solenoid valves menu level, activate the Cylinder shutdown function for all
cylinders. This will set all UP 20s to zero delivery.
!Caution!
As soon as the ignition is switched off, the Cylinder shutdown function is deactivated again. Ensure that the ignition is not
switched off or that the Cylinder shutdown function is activated again.
Check the compression using the compression testing equipment (special tool ID NO. Motometer 4460). The combustion
pressure for the D934 engine is between 20 and 34 bar, and for the D936 engine, at 20 and 34 bar.
When assembling, first insert the nozzle and tighten the outrigger with 10Nm. Then mount the pressure pipe tube and tighten
with the prescribed torque. Finally, tighten the nozzle lug with the prescribed torque.
!Note!
Dismantled pressure pipe tubes must be replaced.
!Caution!
lines may only be loosened and retightened a max. 3 times. After loosening the injection lines, make a mark on the cap nut
using a centre-punch or by cutting a notch. Store the dismantled injection nozzles in a clean receptacle containing clean
diesel fuel. Always replace the dismantled pressure pipe tube.
!Note!
guaranteed.
Tightening torques:
Injection line: pump side 25 to 40 Nm
Injection line: nozzle side 25 to 40 Nm
Fastening screw nozzle holder 50 Nm
!Note!
Cleanliness:
Page 33 of 179
4. Lube oil circuit
4.1 Lube oil circuit diagram
1 Oil filter 18 Lubrication idler

2 End regulating valve 19 Power take-off lubrication
3 Lubrication cam shafts thrust bearing 20 Lubrication oil suction pump
4 Cam shafts journal bearing 21 Crankshafts thrust bearing
5 Roller tappet for valve train 22 Crankshaft journal bearing and connecting rod
bearing
6 Lubrication rocker arm bearing in the cylinder head 23 Piston cooling nozzle
7 Oil pressure sensor 24 Lubrication exhaust turbocharger
8 Roller tappet for injection pump 25 Oil pump with reduction valve
9 Connection M 14x 1.5 26 Suction hose
10 Connection M 14x 1.5 27 Oil cooler housing
11 Auxiliary drive for fuel delivery pump 28 Bypass valve - oil cooler
12 Auxiliary drive 3 29. Oil cooler
13 Auxiliary drive 1 30 Coolant pump
14 Power take-off lubrication
17 Auxiliary drive 2 or air compressor
Page 34 of 179
4.2 Lube oil pumps
The lube oil pump is designed as a gear-type pump and is mounted on the same side as the flywheel.
Technical data
Conveyor wheel width D936= 43mm D934= 30mm
Flow rate: at 2000 rpm engine speed theoretical flow rate D 936 =186 l/min
D 934= 130 l/min
Reduction valve opens at 9+/-1bar
Tooth backlash from oil pump gear wheel to drive gear on the crankshaft
Min = 0.15mm
Min = 0.285mm
4.2.1 Dismantling the lube oil pump
Dismantle the oil sump and flywheel housing. Remove the three hexagon socket head screws, pos ( 5 ) from the pump
fixture and take out the oil pump.
Installing the lube oil pump

Affix the pump on the crankcase. Tighten the pump fastening screws only lightly, then check the tooth backlash (approx.
0.2mm). Then tighten the screws and check the tooth backlash again.
4 6
5
1 Oil pump 8
2 O-ring
3 O-ring
4 Idler
5 Fastening screws
6 Piston reduction valve
7 Spring
8 Locking screw
Page 35 of 179
4.3 Oil filter
The oil filters (1) are mounted upright on the aggregate carrier of the diesel engine.
!Note!
The ribbed V-belt should be protected against escaping oil when replacing the oil filter cartridge. Remove all traces of oil on
the diesel engine following replacement of the oil filter, as well as all oil behind the vibration damper in order that this is not
subsequently confused with a leakage of the rotary shaft seal.
Page 36 of 179
4.4 Oil cooler
7 6
3
6
1 4
2
2
7
1. Oil cooler
2. Seal on the side for the water and the side for
the oil
3. Housing
4. Oil drain plug
5. Fastening screws of the oil cooler
6. Bypass valve
7. Fastening screws of the oil cooler housing
Dismantling:
Drain the coolant at the drain valve on the engine block and unscrew the connecting screws 7 fixing the oil cooler housing
and crankcase. Remove the oil cooler housing 3 along with the oil cooler 1 from the crankcase. Unscrew the screws 5 and
remove the oil cooler from the oil cooler housing.
Mounting:
Screw the oil cooler housing 3 with oil cooler 1 and new seals onto the crankcase. Screw in the oil drain plugs 4 and fill in
coolant. Check the engine oil level and top up as required. Start the engine and check the oil level and cooling water level
when operating temperature has been reached.
Page 37 of 179
4.5 Leakages in the oil cooler
Engine oil in the cooling system.
Possible causes:
Oil cooler leaking or seal faulty.

Remedy:
Remove and force out the oil cooler. Replace the oil cooler if leaks are determined.
Replace the seal is the seal is deemed to be faulty.
Cylinder head gasket leaking, (relatively seldom, but nevertheless possible)
Remedy:
(visual inspection)
Replace the cylinder head gasket
Page 38 of 179
4.6 Oil sump
Lube oil in oil pumps
D 936 max. = 50 lt. (flat-lying oil sump)

min = 40 lt. (flat-lying oil sump)
D 934 max. = 33 lt. (flat-lying oil sump)

min = 28 lt. (flat-lying oil sump)
Page 39 of 179
4.7 Causes of oil pressure problems
Possible causes:
Oil level too low.

Remedy:
Fill in oil up to the prescribed marking.
Lube oil too thin. ( e.g. fuel )

Remedy:
Replace engine oil with filter.
Oil pressure sensor faulty.

Remedy:
Check the oil pressure manually and replace damaged sensor.
Reduction valve in the oil pump blocked in open position.

Remedy:
Remove the oil pump and check reduction valve and/or replace.
Lube oil pump faulty.

Remedy:
Replace lube oil pump.
Suction hose on lube oil pump broken or leaking.

Remedy:
Replace the suction hose or reseal.
Final regulating valve blocked in open position.

Remedy:
Check final regulating valve, replace as necessary.
Bearing clearance too great due to excessive wear or bearing damaged.

Remedy:
Replace or repair engine.
Page 40 of 179
4.8 Fuel in the oil
Possible causes:
O-ring or O-rings between pump element UP 20 and engine block side leaking. Fuel is running into the engine block. Rise in
oil level.
Remedy:
Remove pump elements and replace the O-rings, bleed the fuel system.
Replace engine oil with engine oil filter. (See pos. 9.11)
Injection nozzle faulty (see pos. 9.14)

Remedy:
Remove and inspect injection nozzles. Replace faulty injection nozzle and O-ring.
Replace engine oil with engine oil filter.
O-ring and seal of the injection nozzle must be replaced.
!Note!
Cleanliness:
Page 41 of 179
5. Water circuit
5.1 Diagram of the water circuit
Connection for vent line

Thermostat housing,
Cylinder liners, cylinder heads 7 8 Return flow from heating
5
4
Water filter 2
Supply for heating

9 Water cooler
Coolant 3
1 Coolant pump
Page 42 of 179
5.2 Cooling water - thermostat
The thermostats (1) regulate the coolant temperature. When cold, the thermostat jams in the closed position and channels
the cooling water back to the water pump, (small circuit)
Upon reaching temperatures of approx. 80 °C, the thermostat begins to open, the direct opening to the water pump closes
and forcibly redirects the coolant via the water cooler.
The coolant then flows from the water cooler outlet via another line back to the water pump.
The thermostats used by Liebherr are expansion element regulators. The expansion cylinder must be arranged so that it is
pointing toward the warm side of the engine. The opening of the borehole in the thermostat is for ventilating the engine.
!Note!
If the engine overheats, never remove the thermostat ( 1 ). With the thermostat removed, the water pump can no longer
channel the cooling water through the cooler, as the opening in the thermostat housing ( 2 ) is too large. Due to the high
resistance of the cooler, the cooling water remains in the small cooling circuit and the engine overheats.
1
2
Page 43 of 179
5.3 Cooling water pump
The drive of the cooling water pump is resulted via gears. The cooling water pump is mounted in the aggregate carrier.
Technical data:
Delivery volume at 0.6 bar counterpressure: D934 approx. 285 l/min, D936 approx. 475 l/min
Speed: 3400 rpm
REMOVING THE COOLING WATER PUMP
Drain the coolant at the drain plug. Unscrew the fastening screws. Remove the clamp for fastening of the leakage hose.
Push out the cooling water pump using a flat screwdriver or tyre lever.
Installing the cooling water pump:

Insert the cooling water pump into the pump housing, ensuring that the pump housing has been fitted with new O-rings, and
retract evenly into the housing using the fastening screws.
Affix the cooling water pump, complete with housing and new O-rings (apply a light coating of oil to the O-ring) on the
aggregate carrier
until the gear wheel in the gear train has quite clearly been felt to engage in the mating gear. Push in the coolant pump evenly
with fastening screws and tighten. Fasten the leakage hose once again using the clamp.
Grease, Staburag NBU12

ID no. 8655030
Loctite 243
ID no. 8628192
Fett Staburag NBU12
Ident Nr. 8655030
Page 44 of 179
5.4 Dismantling the coolant water pump
The impeller and the gear wheel are forced together by applying pressure. Observe the axial clearance when forcing the
impeller and the gear wheel together.
Caution: the impeller is made of plastic and features a metal bush for shrink-fitting.
3
4
5
6
7
8
11
10
1 Housing
2 Impeller
3 Cassette seal
4 Slinger
5 Shaft sealing ring
6 Shaft
7 Flanged bearing
8 Gear wheel
9 Fastening screws
10 Hose connection
11 O-ring
Page 45 of 179
5.5 Cooling water in the fuel
Contaminated fuel.
Remedy:
Clean the fuel system completely. Replace the fuel filter and bleed the fuel system.
O-ring of the steel ferrules in the cylinder head leaking. (see diagram)
21
3
1. O-ring steel ferrule

2. Water channel
3. Fuel leakage channel
4. Channel pressure pipe tube
5. Leakage path for cooling water when the O-ring is faulty
! Remedy!
Dismantle the leak oil lines. Carry out a cooling water pressure test. If cooling water is leaking from one or more leak oil
oil leakage boreholes, the cylinder head(s) is/are to be replaced by way of exchange. The steel ferrule may not be replaced
as there is a danger that the cylinder head will start leaking.
Dismantling the cylinder head, see chap. 3.3
!Note!
Cleanliness:
Page 46 of 179
6. Suction side
6.1 Exhaust turbocharger
Exhaust turbochargers, type K 27.2 and K29 are mounted on engines 934 S and L 936 L.
Charging system : constant turbocharging and pulse pressure turbocharging
Relative boost pressures : 0.6 to 2.38 bar, depending on engine design
6.1.1 Mounting and dismantling:
Disconnect the lube oil supply line and lube oil return flow line. Dismantle the exhaust pipe to the muffler and the line from the
air filter. Disconnect the air line to the induction pipe or to the intercooler. Unscrew the screws on the exhaust manifold and
remove the exhaust turbocharger.
Reassemble in reverse order.
!Note!
If the turbocharger sustains damage: lube oil lines (supply lines and drainage lines) must be replaced.
Fill clean engine oil into the bearing housing before mounting the lube oil supply line.
Replace the engine oil and the engine oil filter. Ensure that the air lines and the intercooler are clean and
replace the air filter
1. Compressor housing
2. Compressor impeller
3. Piston ring
4. Oil deflector
5. Turbine housing
6. Heat shield
7. Piston ring
8. Rotor
Page 47 of 179
6.1.2 Determining the bearing clearances
Exhaust turbocharger
1. Measuring the axial clearance
Attach the test prod of the dial gauge on the face side of the turbine wheel
hub
Push the rotor downwards and set the dial gauge to 0 !
Press the rotor against the dial gauge and make a note of the amplitude of
the pointer.
The permissible axial clearances can be obtained from the data sheet.
2. Measuring the radial clearance
Determining the radial clearance is only necessary on the turbine side.

Fig. 1 .1
Attach the test prod of the dial gauge in the middle of the locating taper of
the turbine wheel.
Pull down the turbine wheel hub using a spring balance. Measuring
force: 50 N. Set the dial gauge to "0".
Pull up the turbine wheel hub using a spring balance. Measuring force:
50 N.
Note the amplitude of the pointer.
Repeat the measurement with the rotor turned around 90°.
The permissible radial clearances can be obtained from the data sheet.
Fig. 2.1, .2.2
Page 48 of 179
6.3 Heater flange
With different engine designs, a heater flange 1 is installed in place of the flame-type kit to improve the start-aid properties.
The heater flange 1 is integrated in the air induction pipe.
Function:
In the preheat position, the heater flange 1 is charged with a current and the coiled filament 2 begins to glow. Upon start-up,
streaming induction air is heated by the glowing coiled filament 2 and supplied to the engine. The engine starts quicker in cold
ambient temperatures. The heater flange is not energised during the start procedure. Depending on the temperature, the
heater flange continues to glow following the start procedure (afterglow).
Technical data:
Nominal voltage: U = 24 V
Nominal output after 50 sec. at 24 V: 1.9 kW +/- 10 %
Resistance (ohms) : 0.25 +/- 10 % at 20 °C
6.3.1 Checking the heater flange
Disconnect the electrical connector cable on the heater flange. Connect the ohmmeter or multimeter to the poles and check
the resistance. If the heater flange is sound, the resistance must correspond with the values in the above specified technical
data, otherwise the heater flange must be replaced.
Page 49 of 179
7. Exhaust side
7.1 iAGR
1 Intake valve
2 Exhaust valve
3 iAGR cam
7.1.1 Inspecting the iAGR
The internal exhaust gas recirculation (iAGR) is a desmodromic exhaust gas recirculation. An auxiliary cam is featured on the
inlet cams of the camshaft which has the function of opening the intake valve in the 4 stroke cycle (when both exhaust valves
are opened) very briefly so that part of the exhaust gas can flow into the intake manifold via the intake valves.
! Note!
Following ignition, it must be ensured that the valves are set in such a way as to ensure that the camshaft is positioned
correctly.
If the valves are positioned incorrectly, proper functioning of the iAGR can no longer be guaranteed and this could lead to the
engine becoming damaged.
See page 93 to obtain information regarding setting of the valves
Page 50 of 179
7.2 eAGR
Shutter valve AGR - valve

AGR - cooler
7.2.1 Inspecting the eAGR
The eAGR control valve is located on the left-hand and right-hand side of the cooler in front of the eAGR. When disengaged,
the flap should indicate easy freedom-of-movement.
Check and grease the pivot points of both actuating cylinders.
Check the eAGR system for leaks.
!Note!
Prerequisite for actuation of the eAGR:
Cooling water temperature > 60 °C and engine speed > 1550 rpm.
Check:
Increase engine speed to approx. 1600 rpm and switch off. The e AGR is activated after approx. 2.5 sec. This allows the
opportunity to check whether both eAGR check valves are electronically activated and working.
Page 51 of 179
7.3 Engine brake
Diesel engine - brake flap
7.3.1 Checking the engine brake
The diesel engine brake flap is located on the left-hand side of the engine on the turbocharger.
When disengaged, the flap should indicate easy freedom-of-movement.
Inspect and grease the articulations of the actuating cylinder.
Actuate the brake flap.
Ensure that the flap returns into its original position after it has been actuated.
This can be discerned on the outside on the brake flap, see arrow. The notch must be positioned parallel to the exhaust pipe.
The brake flap becoming caught causes the diesel engine to overheat and, as a result, leads to the diesel engine becoming
damaged.
Page 52 of 179
7.4 Description of the auxiliary brake system (ZBS)
Functioning ( ZBS ) during operation of the engine brake.
If the engine brake flap is applied, a compressional wave builds up in the exhaust manifold, causing the exhaust valves to
subsequently open very briefly. Each time the exhaust valve closes, it is opened again briefly by pressure.
As the piston 3 is under pressure from the oil, it is pushed momentarily behind the exhaust valve as it is springing open,
however, can not return as the adjusting screw 1, the pressure relief bore 2 and the check valve in the piston 3 seal the oil
feed hole.
A gap measuring approx. 1.5 to 2 mm therefore, remains open in the exhaust valve during the compression stroke
and the subsequent power stroke (movement of the piston downwards).
Setting the ZBS:

See positions 1, 2 and 3
Page 53 of 179
8. Description of the electronic injection system
8.1 Functional Description
The gear-type pump intakes fuel from the tank via the fuel cooler of the engine control unit and the prefilter.
The prefilter then supplies the fuel with approx. 2.5 bar +- 0.4 to 3,5 -0,4 bar via the engine block to the pump/nozzle units.
There are two fuel ducts in the engine block. The pump/nozzle units are supplied with fuel via the upper duct, and at the
same time, the return flow is channelled through the same duct back into the tank via the externally mounted pressure
regulating valve.
The lower duct is used exclusively for channelling leakage from the pump element back into the tank. This duct must be
pressure-free.
Initiation of fuel injection, (injection begin), must be resulted via a certain crank assembly position recorded by the rotary
encoder and determined by the control unit.
To save time, the start of fuel delivery anticipates the actual injection begin.
Prior to the actual start of delivery, voltage is applied to the respective pump/nozzle unit via the control unit. This creates a
magnetic field in the solenoid, and as a result, the anchor plate together with the screwed valve body is pulled into, and
retained in, the valve seat. The time which this requires is known as response time.
The current initially increases to approx. 16A, and as the clearance between the anchor plate and the magnetic core
decreases the current is reduced once again to approx. 10A.
Should the current fall below a defined level, this is detected in the control unit and is evaluated as a benchmark or as an
impact detection.
The impact detection therefore, sets down the valve body and is defined as the start of fuel delivery.
The pressure which is built up from the pump element shortly after the start of fuel delivery causes the nozzle needle to lift,
thus initiating injection.
End of delivery is predetermined by the control unit, whereby a constant provision of voltage is supplied to the solenoid and
consequently the magnetic field in the pump/nozzle unit collapses.
This allows the return spring to push the valve body out of the valve seat against the valve stop positioned in the induction
chamber
Page 54 of 179
8.2 Engine control unit with schematic connection
Machine control
UP20
Up to 8
cylinders
n1/n2 Engine control unit

SEG
ÖLD Exhaust gas recirculation *

Switch for
2-stage supercharging* Emergency-Start and
LLD emergency speeds
Engine brake *
KMT
LLT Fan control *
Alternator (D+) HÖT *

KST
LUFD *
WS
Speed signal *
Heater flange(s)
Starter (50) Diagnosis interface
* Optional, or depending on the engine
Key to abbreviations
n1/n2 Speed sensors flywheel / cam shaft

SEG
ÖLD Oil pressure sensor
LLD Boost pressure sensor
KMT Coolant temperature sensor
LLT Charge air temperature sensor
KST Fuel temperature sensor
WS Water level sensor (water in the fuel)
HÖT Hydraulic oil temperature sensor
LUFD Air filter underpressure sensor
Page 55 of 179
8.3 Diagnostic description
Description
All values of the control unit can be displayed online via the interface in the control unit. With respective access authorisation, it
is also possible to modify parameters, characteristic curves and engine characteristics in the control unit (online).
New operating software for the control unit can be imported by authorised personnel via the diagnosis interface. Measured
values and parameters can be displayed online, both numerically and graphically, and may also be stored and evaluated.
PC / laptop
Diagnosis / +
service- Interface cable
interface +
Diagnosis software
Minimum system prerequisites for diagnosis:
PC or notebook
Serial interface (RS-232)
Windows 95-2000, NT 4.0 or XP
Diagnosis software "DC_DESK"
Interface cable with level converter ISO9141 ->
RS232
Page 56 of 179
8.4 Diagnosis and service
Error memory
Every error is stored in a temporary ( RAM ), as well as in a permanent ( EEPROM ) error memory in accordance with two
different protocols.
The active errors are stored in the temporary error memory. If an error is no longer active, it will be deleted from the temporary
error memory. The error will also be deleted if the controller is switched off. CAN notifies the machine control of the temporary
errors and transmits them to the diagnosis interface.
In the permanent error memory, the errors are stored in a table (as follows) and remain valid. This table relays additional
information regarding the stored errors and can be read out and deleted at any time by authorised personnel using the
respective equipment.
Errors can be displayed by the machine control during operation and / or read out via the diagnosis interface. It is imperative
that the controller ID number is entered when ordering a new controller.
Order number
Page 57 of 179
8.5 Connection diagram of the sensors
Designation Tightening torque

1. Coolant temperature sensor M 14 x 1.5 (B708) 20 + 0 / -5 Nm
2. Charge air temperature sensor. M 14 x 1.5 25 + 0 / -5 Nm
( installed partly on the equipment side )
(B707)
3. Boost pressure sensor M 12 x 1.5 (B703) 40 + 0 / -5 Nm
4. Fuel temperature sensor M 14 x 1.5 (B709) 20 + = / -5 Nm
5. Oil pressure sensor M 14 x 1.5 40 + 0 / -5 Nm
6. Speed sensor (cam shaft) Hexagon socket head screw, 10 Nm
7. Speed sensor (flywheel) Hexagon socket head screw, 10 Nm
8. Speed sensor (flywheel) Hexagon socket head screw, 10 Nm
Page 58 of 179
8.6 Sensors
! Important!
When carrying out electrical welding work, the batteries must be disconnected and both cables (+ and -) ties securely with
each other. Connection to the engine control unit must be cut off via both interface plugs.
The interface plugs of the engine control unit may only be inserted or removed while the batteries are disconnected.
For safety reasons, two identical speed sensors are used for recording of the engine speed. The first speed sensor is the
working sensor and is always located at the top and features the cable designation B 711. The second speed sensor is
switched to automatically if a malfunction occurs in the working sensor. The second speed sensor is located either on the
right-hand side or the left-hand side and features the cable designation B712. The cam shaft speed sensor features the
cable designation B713. The cable designation is essential for discerning the error.
Responses from the engine control unit:
Error recognition with error memory. Automatic changeover. Failure of both speed sensors will cause the engine to stop.
Redundancy of both speed sensors. Overspeed protection.
The oil pressure sensor is a relative pressure sensor.

Voltage supply 5 volts
Pressure range 0 to 10 bar relative
Output voltage 0.5 volt @ 0 bar / 4.5 volt @ 10 bar linear
Temperature range -40 to 125 °C
The boost pressure sensor is an absolute pressure sensor.

Voltage supply 5 volts
Pressure range 0.5 to 4.5 bar
Output voltage 0.5 volt @ 0.5 bar / 4.5 volt @ 4.5 bar absolute
Temperature range -40 to 125 °C
Coolant temperature sensor

Monitoring of the temperature is resulted via a temperature sensor, which works together with NTC characteristics
(semiconductor),
thus, the measured resistance is reduced as the temperature rises. The curve is not linear.
Characteristic value:
-30 °C = 26.114 kOhm
20 °C = 2.500 kOhm
130 °C = 89 kOhm
Operating range -40 °C to 130 °C
Designation Resistance Resistance Resistance Resistance Resistance Resistance
(ohms) (ohms) (ohms) (ohms) (ohms) (ohms)
At 0 °C At 20 °C At 40 °C At 60 °C At 80 °C At 100 °C
Coolant temperature 5600+- 5% 2500+- 5% 1200+- 5% 600+- 5% 320+- 5% 180+- 5%

sensor
!Note!
The distance from the speed sensors to the flywheel is 0.3 1.80 mm.
Speed sensor cam shaft. Measuring of the distance to be carried out only with the flywheel housing dismantled.
When replacing the speed sensor: if spacer washer was present, reinstall this spacer washer when reinstalling the speed
sensor. If not, then install the speed sensor without spacer washer.
Measure the distance between the bearing faces of the speed sensor and the cam shaft sprocket.
If the distance is < 35.35mm, install the spacer washer. (Id.no. spacer washer 9079064 )
If the distance is > 35.35mm, do not install the spacer washer.
Resistance measurements should never be carried out on Hall pulse generators.
Page 59 of 179
8.7 Electrical system
Checking the control unit mounting for sound condition
Control unit mounting
Check the control unit mounting for damage and secure seating.
Determine any damaged bearings:
Do not start the diesel engine and replace all bearings.
Checking the sensoric and cable connections

for sound condition
Checking the sensoric and cable connections
Check all sensors and cable connections for secure seating and sound condition.
Ensure all cables and cable harnesses are undamaged, that they are laid
in such a way that no abrasion can occur, and that they are properly secured.
Determine any damage to cable connections, cable harness or sensors:

Do not start the diesel engine and replace all faulty parts.
Page 60 of 179
8.8 Configuration of pump-/nozzle units (PLD ENGINES ONLY)
For production technical reasons, the pump/nozzle units are classified into different tolerance classes for PLD-systems.
When replacing a pump/nozzle unit, the respective tolerance class code number must be conveyed to the control unit.
Maintaining the correct injection amount can only be guaranteed if this point is strictly adhered to.
Procedure:
Start the DC Desk and establish connection to the control unit.
1.Call up the injector identification dialogue window via menu level control unit / setting / injector identification.
2. Read off the tolerance class code number from the pump/nozzle unit (e.g. GT 16) and enter behind the respective
cylinder (arrow)
3. Confirm correct entry via OK.
4.Confirm the displayed security questions with OK.
Note:
Should a UP 20 require replacing due to an emergency scenario, and no DC Desc is available for the configuration, replace
the UP 20 and configure it when the next service is performed
Page 61 of 179
9 Description of the mechanical injection system
9.1 Functional description
The gear-type pump intakes fuel from the tank via the fuel cooler of the engine control unit and the prefilter.
The prefilter then supplies the fuel with approx. 2.5 bar +- 0.4 to 3.5 ± 0.4 bar via the engine block to the pump/nozzle units.
There are two fuel ducts in the engine block. The pump/nozzle units are supplied with fuel via the upper duct, and at the
same time, the return flow is channelled through the same duct back into the tank via the externally mounted pressure
regulating valve.
The lower duct is used exclusively for channelling leakage from the pump element back into the tank. This duct must be
pressure-free.
Initiation of fuel injection, (injection begin), must be resulted via a certain crank assembly position recorded by the rotary
encoder and determined by the control unit.
To save time, the start of fuel delivery anticipates the actual injection begin.
Prior to the actual start of delivery, voltage is applied to the respective pump/nozzle unit via the control unit. This creates a
magnetic field in the solenoid, and as a result, the anchor plate together with the screwed valve body is pulled into, and
retained in, the valve seat. The time which this requires is known as response time.
The current initially increases to approx. 16A, and as the clearance between the anchor plate and the magnetic core
decreases the current is reduced once again to approx. 10A.
Should the current fall below a defined level, this is detected in the control unit and is evaluated as a benchmark or as an
impact detection.
The impact detection therefore, sets down the valve body and is defined as the start of fuel delivery.
The pressure which is built up from the pump element shortly after the start of fuel delivery causes the nozzle needle to lift,
thus initiating injection.
End of delivery is predetermined by the control unit, whereby a constant provision of voltage is supplied to the solenoid and
consequently the magnetic field in the pump/nozzle unit collapses.
This allows the return spring to push the valve body out of the valve seat against the valve stop positioned in the induction
chamber
Page 62 of 179
9.2 Low-pressure circuit
Low-pressure fuel system Monorail system
Continuous
ventilation
Each one,
approx. 30 l/h
Bypassventil
Je ca. 30 l/h
Delivery
pump
2,.5 to 3,5 bar± 0.4 bar
Supply and return flow

Leak oil & scavenging
Cleanliness during assembly

and disassembly
Return Design specifications for fuel cooler:

Valve
Optional (in the fuel return flow)
K.- volumetric flow: 300÷390 l/h

K.- temp. before cooler: 90 °C (D 936)
80 °C (D 934)
(K.- temp. after cooler:<60 °C)
Temp. cooling medium (air) 50 °C (*)
Max. drop in pressure 50mbar
(*)Ambient air temp. in tropical conditions
Temp. threshold 85 °C with pump feed authorised by RB

This limit temperature is attained at the engine test stand with a fuel
temperature at the engine inlet of 60 °C
The return flow temperature totals90 °C (D 936) or 80 °C (D 934)
Afuel cooler must neutralise the heat input via the recycle flow
Heating of the tank content by temperatures in immediate proximity of the
tank (e.g. hydraulic tank or engine room) must be avoided
Page 63 of 179
9.3 Checking the low-pressure circuit
Pressure loss
Check the seals (visual inspection). Remove both fuel lines, supply line and return flow line, at the fuel tank. Connect a
pressure gauge to the return-flow line and apply a pressure of 2 bar via the supply line. If pressure drops in the low-pressure
system, localise and seal the leakage points. Low-pressure circuit
is charged with a pressure of 2.5 bar to 3.5 bar + - 0.4 bar. Measure the pressure with the engine running. If this pressure is
not available, check and/or replace the pressure relief valve, fuel tank, fuel lines and fuel filter. Max. drop in pressure in the
system 50 mbar. Check and/or replace the fuel tank filler cap, as well as the riser, in the fuel tank.
Note
Ensure when carrying out the pressure test that the fuel prefilter is mounted on the vacuum side. Thus, make sure that the
fuel prefilter is sealed before carrying out the compression test.
!Note!
Cleanliness:
Page 64 of 179
9.3.1 Cleanliness when working on the PLD system
Cleanliness:
Before initiating work on the fuel system:

Before commencing work on the clean side of the fuel system, the engine and the engine compartment are to be cleaned
(steam jet cleaner), whereby the fuel system must be closed. Carry out a visual inspection of the fuel system for leaks or
damages. Do not point the steam jet cleaner directly at electrical components. The area around the closed fuel system is to
be cleaned and dried with compressed air. Drape a new and clean cover sheet over areas of the engine compartment from
which dirt particles may be released.
As work is being carried out on the fuel system:

After opening the one-sided fuel system, it is no longer permissible to use compressed air for cleaning. Only lint-free cleaning
cloths may be used on the fuel system. All connection openings of the parts dismantled from the clean side of the fuel
system are to be sealed immediately with appropriate sealing caps. The sealing materials must remain packed and
protected against dust until they are ready to be used and must be disposed of after initial usage.
Place dismantled pump elements or injection nozzles in a sealable container containing clean diesel fuel to protect them
against interior corrosion!
Page 65 of 179
9.4 Fuel pump ZP 18.5
1 Delivery pump
2 Hexagon socket head screw M6x20-8.8
3 O-ring
4 Coupling
The fuel delivery pump is a gear-type pump encased in an aluminium housing. The fuel pump must feature underpressure
on the suction side as it operates suction-throttled.
Installing and removing the fuel delivery pump

Preliminary tasks:
Fuel lines have been dismantled. Unscrew the hexagon socket head screws, pos. (2 ) and remove the fuel
delivery pump, pos. (1 ). Replace the O-ring, pos. (3 ) and apply a light coating of oil. Ensure that the O-ring
is seated correctly in the groove of the fuel delivery pump. (arrow) . Insert the coupling, pos. (4) so that the side featuring the
diameter D = 20 mm is pointing to the auxiliary drive
!Note!
Cleanliness: nowadays, components for the diesel injection are made of high-precision parts which are exposed to extreme
stresses. Due to this high-precision technology, utmost cleanliness must be observed when working on the fuel system, as
even dirt particles measuring only 0.002 mm can cause components to malfunction and thus lead to engine damage.
Page 66 of 179
9.5 Fuel filtering
1 Prefilter with water separator

2. Manual delivery pump
3 Preliminary bleeder screw
4 Bleeder screw
Replacing the fuel filter

Close the shut-off tap if featured. Unscrew the filter cartridges and clean the sealing faces on the filter brackets. Fill the new
filter cartridges with fuel, oil the rubber sealing rings, screw on and tighten finger-tight. Bleed the fuel system.
!Note!
For diesel engine operation in ambient temperatures below - 20°C, an electric fuel pre-heating device must be fitted.
Page 67 of 179
9.6 Fuel lines
Installing and removing the fuel lines
Observe the notes regarding tasks on the fuel system and injection system.
Fuel shut-off tap is closed. If necessary, the crankcase breather has been dismantled
9.6.1 Installing and dismantling the fuel lines
Notes regarding the task

A. Crankcase
B. Fuel prefilter head
C. Engine control unit
D. Fuel fine filter head
E. Fuel delivery pump
G. Fuel distributor block
1. Line engine control unit outlet replace the sealing rings
fuel prefilter inlet (supply)
5. Line fuel delivery pump outlet - replace the sealing rings
fuel fine filter inlet (supply)
7. Line fuel prefilter outlet -
Fuel delivery pump inlet (supply)
10. Line fuel fine filter outlet - replace the sealing rings
Fuel distributor block inlet (supply)
11. Line fuel fine filter lower fuel replace the sealing rings
duct in the crankcase (continuous ventilation)
Page 68 of 179
9.6.2 Installing and dismantling the fuel lines (return flow)

A. Crankcase
D. Fuel fine filter head
F. Pressure regulating valve
H. Cylinder head
10. Oil leakage pipe replace the sealing rings
12. Line for lower fuel duct in the crankcase replace the sealing rings
Pressure regulating valve outlet
Page 69 of 179
9.6.3 Installing and dismantling the fuel lines (return flow II)

A. Crankcase
F. Pressure regulating valve
G. Fuel distributor block
H. Cylinder head
14. Line for lower fuel duct in the crankcase replace the sealing rings
Pressure regulating valve outlet
Page 70 of 179
9.7 Draining the upper fuel duct
Drain the fuel ducts in the crankcase
!Note!
Before removing the injection pumps, the upper and lower fuel ducts in the crankcase must be drained. This will prevent the
fuel flowing from the fuel ducts via the roller tappet into the oil sump (thinning the oil)
Engines featuring fuel fine filters at the air induction pipe
Unscrew the fuel fine filter, pos. ( 4 ).

Unscrew the banjo bolt, pos. ( 6 ) and remove along with the sealing rings.
Blow compressed air into the borehole of the banjo bolt, pos. ( 6 ) in the bracket.
The upper fuel duct is thus drained.
The fuel runs out at the fuel fine filter head.
Tighten the banjo bolt, pos. ( 6 ) with new sealing ring.
Install new fuel fine filter, pos. ( 4 ).
Unscrew the banjo bolt, pos. ( 5 ) and remove along with the sealing ring.
9.8 Draining the lower fuel duct

Remove the oil leakage pipe, pos. ( 1 ) and remove along with the sealing ring.
Unscrew the banjo bolt, pos. ( 2 ) and remove along with the sealing ring.
Blow compressed air into the borehole of the banjo bolt, pos. ( 2 ) in the crankcase. The lower fuel duct is thus drained.
The fuel flows out of the borehole for the banjo bolt, pos. ( 5 ).
Install new oil leakage pipe, pos. ( 1 ) with new sealing ring
Page 71 of 179
9.9 Diagram of pump/nozzle unit with injection nozzle
Pressure pipe
High-pressure line
Solenoid coil
Injection
nozzle Borehole low pressure
Pump element UP 20 Borehole leakage
Engine block
Roller tappet
Cam shaft
Functioning of the pump/nozzle units is determined by 4 delivery phases
Induction stroke Prestroke Delivery stroke Residual stroke
Page 72 of 179
9.10 Installing and dismantling the pump element (UP 20) with roller tappet
Preliminary tasks:
Observe the notes regarding tasks on the fuel system and injection system.
The fuel ducts in the crankcase have been drained
The injection line has been dismantled.
Battery disconnected.
Cable harness on injection pumps disconnected.
1 UP 20
2 Hexagon socket head screw M 10x30 10.9
3 Hexagon head screw M3x9.1
4 O-ring (47.00x2.50, black)
5 O-ring (45.00x2.50, brown)
6 O-ring ( 40.00x4.00, black)
7 Roller tappet
8 Guide screw M 10x20 8.8
Removing the pump element (UP 20)
Mark the pump element, pos ( 1 ) using a touch-up pen to

identify
it with the respective cylinder (arrow)
!Danger!
The pump element is under spring tension.
Unscrew the hexagon socket head screws, pos. ( 2 ).
Page 73 of 179
!Caution!
Do not remove the pump element
by levering on the flange/solenoid valve.
Remove the pump element, pos ( 1 ) with adapter ( 0524029 ) and
slide hammer puller (0524072).
Remove the O-ring, pos. ( 4, 5, 6 ).
The guide screw, pos. ( 8 ) does not have to be removed.

If it is removed, however, it must then be replaced.
Remove the roller tappet, pos. ( 7 ) with the magnet
Installation
Screw in new guide screw, pos. (8).
Install roller tappet, pos. (7) so that the groove is flush with
the guide screw (arrow).
Ensure freedom-of-movement of the roller tappet.
Page 74 of 179
Fit the extraction sleeve, pos ( 10 ) ( 10289319 ) onto the pump
element,
pos ( 1 ) and set the clearance of the groove
for the O-ring, pos. ( 4 ) using the screw (9).
Apply a coating of oil to the O-ring, pos. (4) and the extraction
sleeve, pos. (10), and fit the O-ring,
pos. (4). Ensure that the O-ring, pos. (4) does not over-expand
and become contorted.
Using the screw, pos. ( 9 ) set the clearance of the groove for the O-
ring,
pos ( 5 ). Apply a coating of oil to the O-ring, pos ( 5 ) and extraction
sleeve, pos ( 10 )
and fit the O-ring, pos. ( 5 ). Ensure that
the O-ring, pos. ( 5 ) does not over-expand and become contorted.
Fit the extraction sleeve, pos ( 11 ) ( 10289320 ) onto the pump element,
pos ( 1 ).
Apply a coating of oil to the O-ring, pos. ( 6 ) and extraction sleeve, pos. ( 11 )
and
fit the O-ring, pos. ( 6 ). Ensure that
the O-ring, pos. ( 6 ) does not over-expand and become contorted.
Page 75 of 179
9.11 Bleeding the fuel system
Fuel system
It is necessary to bleed the fuel filter following:

- replacement of the fuel filter.
Bleeding of the fuel system is necessary:

- following initial start-up of the engine.
- if the fuel tank has been run completely empty.
- following replacement of a UP 20
- following replacement of faulty fuel lines.
Ensure that:
- the engine is in the maintenance position.
- a collecting vessel is on-hand for the fuel.
- new injection lines are on-hand wherever necessary.
Danger of fire and explosions:
Do not smoke.
Avoid naked flames.
Only work on the engine when the engine is switched off.
Close the shut-off valve on the fuel tank if featured.
Bleeding the fuel filter
When bleeding the fuel filter, do not open any fuel lines / injection lines or screw connections.
Only open the bleed screw on the filter head of the fine filter. Loosen the bleed screw, pos. (1) on the filter head of the fuel fine
filter and unscrew around 2 or 3 turns of thread.
Actuate the hand pump, pos. (2).
When bubble-free fuel flows out at the bleed screw,
tighten the bleed screw, pos. (1).
Continue to actuate the hand pump until a significant resistance can be felt.
Start the diesel engine.
Remedying problems:
The engine will not start?
Repeat the bleed procedure.
Danger of fire and explosions:

Do not smoke.
Avoid naked flames.
Only work on the engine when the engine is switched off.
Page 76 of 179
Bleed screw on the filter head of the fuel prefilter
Loosen the bleed screw, pos. (1) on the filter head of the fuel prefilter and unscrew around 2 or 3 turns of thread.
Bleed screw on the filter head of the fuel fine filter
Loosen the bleed screw, pos. (1) on the filter head of the fuel fine filter and unscrew around 2 or 3 turns of thread.
Bleed screw on the crankcase

Loosen the bleed screw, pos. (1) on the crankcase where featured and unscrew around 2 or 3 turns of thread.
Page 77 of 179
!Note!
The injection lines must be marked each time they are opened as they must be replaced each time they have been opened
three times (marking).
Marking of the injection lines
Injection lines of cylinders 1 and 6 or 4
D934:
Loosen the injection lines from the cylinder on the pressure pipe tube (nozzle side) 1 (ensure that the pressure pipe tube
does not also turn) and loosen the injection line from cylinder 4 on the pump side 2.
D936:
Loosen the injection line of cylinders 1 and 6 on the pressure pipe tube (nozzle side) 1/3 (ensure that the pressure pipe tube
does not also turn).
Actuate the hand pump, pos. ( 4).
When bubble-free fuel flows out at the injection line,
tighten the injection line again on the nozzle side 1/3 with 25 40 Nm and on the pump side 2 with 25 40 Nm.
Remedying problems:
The engine will not start?
Repeat the bleed procedure.
Page 78 of 179
9.12 Diagram of the injection nozzle and pressure pipe tube
Pressure pipe
Thread M10
O - Ring Cylinder head
Nozzle holder O - Ring
Fastening
bracket
Fastening
screw
Connection
injection line
O - Ring
Fastening nut
Return flow bore
Nozzle spring
Nozzle insert Leak oil connection
Waterproof casing
Sealing ring
Nozzle needle
Page 79 of 179
9.13 Checking the injection nozzle
Remove the valve cover and loosen and unscrew the fastening screw.
Dismantle the injection lines, unscrew the fastening nut of the pressure pipe tube and pull out the pressure pipe tube.
Apply the injection nozzle puller (special tool ID NO. 0524072 ) on the nozzle and pull out nozzle with sliding weight.
!Note!
When assembling, first insert the nozzle and tighten the outrigger with 10Nm. Then mount the pressure pipe and tighten with
50 Nm tightening torque. Then tighten the nozzle lug with 50 Nm tightening torque.
Tightening torques:
Injection line:
On same side as pump 25 to 40Nm
Fastening screw 50 Nm
! Caution!
lines may only be loosened and retightened a max. 3 times. After loosening the injection lines, mark the injection lines on the
nut by caulking or by carving a notch.
Note:
guaranteed.
!Note!
Cleanliness:
Page 80 of 179
9.14 Oil in the fuel system
Possible causes:
Wrong fuel in the fuel tank.

Remedy:
Clean the fuel tank and the entire fuel system.
Replace the fuel filter and bleed the fuel system.
Fuel pump faulty.

Remedy:
Replace the fuel pump and clean the entire fuel system.
Replace the fuel filter and bleed the fuel system. (See pos. 9.4.1)
!Note!
Cleanliness:
Page 81 of 179
10 Description of accessories
10.1 Diagram of auxiliary drives

D 930 - auxiliary drives
NA 2
TRANSMISSION RATIO 1 : 1.389
NA 4
TRANSMISSION RATIO 1 : 1.237
NA 1 NA 3
TRANSMISSION RATIO 1 : 1.25 TRANSMISSION RATIO 1 : 1.515
! Note!
Outputs apply for engine speeds n = 1800 rpm
Rotational direction as viewed looking at the pump flange
Transmission ratio i = KW : auxiliary drive
! Important!
Max. input power only ever applies for the individual drive.
The following applies if all drives are active:
n = 1800 : NA 1 + NA 2+ NA 3 + NA 4 = 73 KW max.
Page 82 of 179
10.2 Air compressor
Earlier engine designs feature an air compressor with air-cooled cylinder head.
More recent engine designs feature an air compressor with coolant-cooled cylinder head,
connected to the engine's coolant circuit.
The drive of the air compressor is resulted via a gear wheel.
Speed: engine n rpm = 1500, 1800, 2000, 2100

Air compressor n rpm = 1914, 2297, 2552, 2679
Flow rate with a nominal speed of 1900 rpm and 6 bar 465 l / min.
Dismantling:
Dismantle the air intake line and pressure line on the air compressor head.
!Note!
Identification on the air compressor head:
0 = Intake connection
2 = Pressure connection
For coolant-cooled air compressors, disconnect the coolant supply line and coolant return flow line.
Disconnect the lube oil supply line.
Unscrew the nuts, pos. (1), remove the spring washers, pos. ( 2 )and remove the air compressor, pos. (3) from the
aggregate carrier.
Unscrew the nut, pos. ( 4 ) and remove the gear wheel 5 from the shaft using a commercially-approved extractor.
(see diagram on page 85)
Installing:
Push the gear wheel, pos. ( 5 ) onto the shaft, affix the nut, pos. ( 4 ) and tighten in accordance with the tightening
specifications.
Insert a new O-ring, pos. ( 6 ) with grease in the groove on the air compressor flange. Push the air compressor, pos. (3) into
the aggregate carrier (ensure that the teeth engage). Affix the spring washers, pos. (2) and nuts, pos. (1) and tighten.
Mount the lube oil supply line. Mount the air lines, and for coolant-cooled air compressor, mount the coolant supply line and
coolant return flow line.
Fill in coolant.
Tightening specification for nut 4: M 18 x 1.5 M 20 x 1.5 M 20 x 1.5

Nm 80+10 (SW = 30 mm) (SW = 27 mm)
Nm 150 Nm 200
Page 83 of 179
Air compressor "coolant-cooled"
1 Nuts
2 Spring washers
3 Air compressor
4 Nut
5 Gear wheel
6 O-ring
Page 84 of 179
10.3 Drive for generator and air-conditioning compressor
(tensioning device)
!Note!
This drive is self-tightening and therefore requires no maintenance. Only ribbed V-belt 2 must be
checked for wear.
10.4 Checking the condition of the ribbed V-belt

The ribbed V-belt is located at the front of the diesel engine, and depending on configuration of the diesel engine, the run of
the ribbed V-belt differs, for example for generator with air-conditioning compressor and generator drive with air-conditioning
compressor.
The diesel engine is fitted with a tensioning device for the ribbed V-belt.
This is self-tightening and therefore requires no maintenance.
Damages to the ribbed V-belt include:

rib fractures
transversal fractures in the ribs
rubber nodules at the base of the ribs
accumulation of dirt and stones
detachment of ribs from the belt
transversal fractures on the back of the belt
Replacing the ribbed V-belt:

Insert pawl, specifications in accordance with DIN 3122 D 12,5 (1/2 ) into the square hole of the tensioning device, pos. (1).
Swing back
the tensioning device, pos. ( 1) against the spring force in an anticlockwise direction up to the stop and remove the ribbed V-
belt, pos. (2).
Fit the new ribbed V-belt 2 with the tensioning device swung back 1 onto the belt pulleys of the crankshaft, air-
conditioning compressor, pos. ( 6 ), generator, pos. ( 5) or deflection pulley, pos. ( 4 ) and return the tensioning device,
pos. ( 1 ) into the tensioning position once again.
!Note!
When replacing the ribbed V-belt, pos. (2) check the tension pulley, pos. (3) and deflection pulley, pos. (4) for easy freedom-
of-movement
and clearance. Replace faulty tension pulleys, pos. (3) or deflection pulleys, pos. (4)
Page 85 of 179
8
1
8
1
66
7
7
44
2 5
2
33 5
1 Tensioning device
2 Ribbed V-belt
3 Tension pulley
4 Deflection pulley
5 Belt pulley - generator
6 Belt pulley - air-conditioning compressor
7 Generator
Page 86 of 179
11 Electrical system
11.1 Starter
Depending on the engine design, the starters are fitted featuring 24 volts and/or 4 KW, 5.4 KW, 6.6 KW and 9 KW.
Dismantling:
Disconnect the battery and dismantle the electrical lines from the starter.
Unscrew the nuts and remove the spring washers.
Remove the starter from the stud bolts in the flywheel housing.
!Note!
For starters which are sealed on the flywheel housing side, an O-ring has been fitted on the starter flange.
Check the O-ring, replace as necessary and apply a thin coating of oil before installing.
Installing:
Push the starter onto the flywheel housing using the stud bolts, affix the spring washers and nuts and tighten.
Fasten the electrical lines on the starter and connect the battery cable.
Page 87 of 179
11.2 Checking the starter
All measurement during the starting procedure
Prerequisite: volt meter or multimeter 8502956 + accessory measuring cable 5616316.
1 Battery voltage: at least 17 V

2 starter gear not turning: check the voltage at the starter.
Connect terminal 31 with 50 / voltage = battery voltage
3 starter gear turning: check the voltage at the starter.

Connect terminal 30 with 31 / voltage = battery voltage
If the voltage is OK for points 2 and 3, the starter must be replaced. After dismantling, do not forget
to check the starter ring
If the voltage is not OK for points 2 and 3, measure the drop in voltage:
Starter terminal 30 = battery + ( max. 1V )
Starter terminal 31 = battery ( max. 1 V )
Starter terminal 50 = battery + ( max. 2 V )
If the aforementioned values (max.1V / max. 2 V) are exceeded, then carry out an error search:
cable connections, battery connections, earth, battery circuit breaker, etc.
Terminal 50
Contact ( + )
Terminal 31
Earth ( - )
Terminal 30
Battery ( + )
Page 88 of 179
11.3 Checking the alternator
Checking an alternator:
Prerequisite: volt meter or multimeter 8502956 + accessory measuring cable 5616316.
If the battery runs flat, despite the display lights extinguishing, it should be ensured before checking the alternator that the
consumers being used in the vehicle are no longer consuming power as the nominal output (or 2/3 of the maximum power)
of the alternator. Should this not be the case, the engine speed can be rapidly increased from idle speed with the travel light
switched on. When the light becomes brighter, the alternator is being charged. It is also possible to check whether the
alternator is being charged by checking the acid density. If the acid density is between 1.24 and 1.28 it is hardly likely that the
alternator is supplying too little power.
Gauging the alternator:

Charging indicator lamp lights up with the engine switched off: Yes / No
If yes: carry out the following measurements:

1. Measure the battery voltage with the engine switched off.
2. With an engine speed of approx. 1400 1500 rpm. and with max. electrical consumers, check the charging voltage at
battery connections B+ and B- and generator connections B+ and B-.
This voltage must be greater than the battery voltage of that measured for a diesel engine which is not running.
Max. 29.4 volts. If the voltage is greater than 29.4 volts: Replace the generator as the batteries are starting to overheat.
If values are varying between battery and generator: measure the lines as follows:
Voltage drop in measurement from B+ (generator) to B+ (battery): max. 1 volt
Voltage drop in measurement from B - to B -: max. 1 volt
If no: earth terminal D+ with the indicator lamp. No diodes test lamp !
If the charging indicator lamp lights up = generator faulty
If the charging indicator lamp does not light up = check line D+ and charging indicator lamp.
Generator OK.
!Note!
Two different alternators have been installed. Alternator N1 (see picture) and
diagnostic description above and alternator NCB2. To diagnose the NCB2 alternator,
see the technical info ( 3GA 2003051 ). The visible difference between the alternators is:
The N1 alternator features an exterior fan and the NCB2 alternator features an interior fan.
Terminal D+
Terminal D+
Terminal B-
Terminal B-
Terminal B+
Page 89 of 179
11.4 Heater flange
With different engine designs, a heater flange 1 is installed in place of the flame-type kit to improve the start-aid properties.
The heater flange 1 is integrated in the air induction pipe.
Function:
In the preheat position, the heater flange 1 is charged with a current and the coiled filament 2 begins to glow. Upon start-up,
streaming induction air is heated by the glowing coiled filament 2 and supplied to the engine. The engine therefore starts
quicker in cold ambient temperatures. The heater flange is not energised during the start procedure. Depending on the
temperature, the heater flange continues to glow following the start procedure
(afterglow).
Technical data:
Nominal voltage: U = 24 V
Nominal output after 50 sec. at 24 V: 1.9 kW +/- 10 %
Resistance (ohms) : 0.25 +/- 10 % at 20 °C
Checking the heater flange:
Disconnect the electrical connector cable on the heater flange. Connect the ohmmeter or multimeter to the poles and check
the resistance. If the heater flange is sound, the resistance must correspond with the values in the above specified technical
data, otherwise the heater flange must be replaced.
22
2
Page 90 of 179
12 Maintenance
12.1 Maintenance chart
Maintenance and inspection chart
Abbreviations used in this chapter:

Bh = operating hours
BA = operating instructions
WH = workshop manual
AFP = authorised, specialist personnel
Different indicators (circle or box filled in or circle or box left blank) divide the maintenance tasks into two groups.
Meaning of the indicators:

Circle or box filled in means that it is the sole responsibility of the machine user, or their maintenance personnel, to
carry out the maintenance tasks.
All maintenance tasks are due: every 10 and 50 operating hours ( Bh )
Circle or box filled in means that authorised, specialist personnel designated by Liebherr or one of their appointed
dealers must carry out, or supervise, the maintenance or inspection tasks.
The maintenance tasks are due: upon commissioning and after every 500, 1000, and 2000 operating hours ( Bh ).
Page 91 of 179
Customer : .. Machine: Type Service no. Operat. h. Date
Maintenance and inspection Work to be carried out

tasks due
by maintenance personnel by
Operating hours authorised specialist personnel
one-off task one-off task
Repeat interval Repeat

interval
as required as
required
Every 1000 operating hours
Upon commissioning
once a year at the onset of the cold season

Special intervals
Diesel engine
Check diesel engines for leaks, contamination and damages
Check the flap of the diesel engine brake
Check batteries and cable connections
Check ribbed V-belt
Check intake and exhaust system for sound condition and

for leaks
Grease the starter ring gear on the flywheel
Page 92 of 179
Ensure secure seating of oil sump, engine mount and diesel
engine brackets
Check the heater flange:
Check the vibration damper for leaks and distortion
Cylinder head
Check and adjust valve clearance
Lubrication system
Check oil level
Check the lubrication system for sound condition and for

leaks
Change the diesel engine oil (or at least once a year) :

Caution ! Only E 4 and E 5 diesel engine oil may be used.
Difficulty factor, see fuels and lubricants
Replace the oil filter (or at least once a year)
Replace the oil separator filter element
Cooling system
Check the coolant level
Check cooling and heating system for sound condition and

for leaks
Check the concentration of anticorrosive and antifreeze in

the coolant
3000 Change the coolant (or at least every 2 years) (by authorised,
h specialist personnel only)
Degrease the cooling system
Decalcify and derust the cooling system
Fuel system
Page 93 of 179
Drain the water from the fuel prefilter, or whenever the
indicator lamp lights up
Drain the water and sediment in the fuel tank
Check the fuel system for sound condition and for leaks
Replace the fuel prefilter (or if output deficiency occurs)
Replace the fuel fine filter (or if output deficiency occurs)
Bleed the fuel system (CAUTION ! the injection lines may

only be loosened 3 times).
Page 94 of 179
Customer : .. Machine: Type Service no. Operat. h. Date
Maintenance and inspection tasks due Tasks to be performed ................................................................

by authorisedby maintenance personnel ...........................
Operating hours
one-off task
one-off task
.....................................................Repeat interval


Upon commissioning
...........................................as required a
Special intervals once a year at the onset of the cold

season
Air filter
Check the air filter low-pressure display
Clean the dust discharge valve of the air

filter
Replace the dry air filter main element (as

indicated by the air filter low-pressure
display, or at least once a year)
Replace the dry air filter safety element (with

every 3rd replacement of the main
element, or at least once a year)
Electrical system
Ensure sound condition of the control unit

mount
Ensure sound condition of sensoric and

cable connections
Page 95 of 179
12.2 Setting the valves
Valves for cylinders in the D 934
overlap 4 2 1 3
adjust 1 3 4 2
Valves for cylinders in the D 936
overlap 6 2 4 1 5 3
adjust 1 5 3 6 2 4
Check / adjust intake valve clearance 0.30 mm - cold
Check / adjust exhaust valve clearance 0.40 mm - cold
Insert feeler gauge between valve fitting and rocker arm and check valve clearance.
If the valve clearance does not correspond with the Technical data ,
loosen the lock nut on the adjusting screw of the rocker arm and adjust the setting.
Tighten the lock nut.
Check the setting again.
After checking or adjusting all valves, mount the cylinder head cover with new seals
and tighten with the prescribed torque.
Dismantle the turning gear.
!Note!
Intake valve clearance can be optional. Note the identification plate.
Page 96 of 179
12.3 Setting the valves for the engine auxiliary brake system (ZBS )
Checking valve clearance:
Adjusting valves:
Intake valve: checking the same as without ZBS
Exhaust valve: Loosen the lock nut, pos (2) and continue to unscrew the adjusting screw, pos (2) until the counter surface of
the adjusting screw disappears in the ZBS retainer.
Loosen the lock nut, pos. (1) and turn back the adjusting screw, pos. (1) until it is possible to insert the 0.4 mm feeler gauge
between valve fitting and adjusting screw, pos. (1). Screw in the adjusting screw, pos. (1) until the piston touches the stop and
the 0.4 mm feeler gauge becomes clamped.
Set the valve clearance of 0.4 mm, whereby the adjusting screw, pos. (1) should only be turned back far enough so that the
feeler gauge can only be removed against reasonable resistance. Tighten the lock nut (1) with 45 Nm.
!Note!
The piston may not be pressurised with oil.
Continue to screw in the adjusting screw (2) until the 0.2 mm feeler gauge can still be inserted between the ZBS valve fitting
and adjusting screw (2). Insert the feeler gauge and screw in the adjusting screw, pos (2) until the piston reaches the stop
and the feeler gauge becomes clamped.
Set the valve clearance of 0.2 mm, whereby the adjusting screw, pos. (2) should only be turned back far enough so that the
feeler gauge can be removed against reasonable resistance only. Tighten the lock nut (2) with 45 Nm.
Check: the push rods must indicate clearance.
Adjusting screw 1
Adjusting screw 2
Lock nut 2 Lock nut 1
ZBS retainer
Valve fitting with ZBS
Piston
Page 97 of 179
13 Fuels
Fuels and lubricants
Handling fuels and lubricants
Conscientious adherence of the guidelines for handling fuels and lubricants increases reliability and life-expectancy of the
diesel engine.
It is of particular importance that the specified change intervals and qualities of lubricant are respected.
The diverse details regarding the prescribed intervals can be obtained in the chapters Maintenance and inspection .
The diverse details regarding the carrying out of lubrication, checking levels and changing of fuels
can be obtained in the chapter Maintenance under Maintenance tasks .
Handle the fuel and lubricants as follows and observe the environmental guidelines.
Environmentally-protective measures
Environmentally-protective measures must be met at all times.

Observe the guidelines of the respective countries.
Ensure that fluids will be properly disposed of prior to draining.
Disposal of used materials
These used materials include for example:

Oils, lubricants, coolant, refrigerants from air conditioners, etc.
Fuels
Filters, oil cartridges, etc.
Observe the guidelines for environmental protection when disposing of used materials.
Collect all used materials separately in suitable containers, store and dispose of in an environmentally-friendly manner
at official sites only.
Observe the guidelines of the respective countries.
Fuels and lubricants specifications
Adherence of the guidelines for fuels and lubricants increases reliability of the diesel engine.
It is of particular importance that the prescribed specifications are maintained.
Diesel fuels
The diesel fuels must comply with the minimum requirements of the fuel specifications listed as follows.
Permissible fuel specifications:
- DIN EN 590
- ASTM D ( 89a ) 1D and 2D
Further fuel specifications are only available upon consultation with the diesel engine development department, LIEBHERR
Machines Bulle S.A.
In accordance with DIN EN 590, a max. 50 mg/kg = max. 0.005 weight % of sulphur content is permissible.
Low-sulphur diesel fuels featuring a sulphur content of below / less than 0.05% are only permissible if lubricity can be
guaranteed with the addition of additives.
Lubricity of the diesel fuel must be a max. 460 µm in accordance with HFRR (60) Test. (Lubricity of new wearscar diameter
1.4 at 60 °C ).
For diesel fuels featuring a sulphur content of over / more than 0.5 weight %, the oil change intervals are to be halved.
Diesel fuels featuring a fuel content of over / more than 1 % are not permissible.
Note:
Fuel standard ASTM D 975 does not make provisions for the fact that fuels have undergone a lubricity test. A written
confirmation of the fuel supplier should be requested Any additives should be introduced by the supplier in his capacity as the
person responsible for fuel quality.
Page 98 of 179
The introduction of secondary lubricity additives by the customer is not recommended.
- A cetane number of at least 45 is required for fuels in accordance with ASTM D 975. A cetane number above 50 should be
preferred, especially in temperatures below 0 °C or 32 °F.
Paraffin crystals in the diesel fuel become separated as ambient temperatures drop, increasing flow resistance in the fuel filter
to such an extent that a sufficient supply of fuel to the diesel engine can no longer be guaranteed.
Note:
A mixture of petroleum and regular benzine is not permissible for technical and safety reasons. If cold-flow properties of the
diesel fuel is not sufficient or if ambient temperatures are below -20 °C, we recommend the utilisation of fuel filter heating.
Special diesel fuels are available for arctic climates.
Page 99 of 179
Coolant for diesel engines
Reliable functioning of the cooling system can only be guaranteed if it is working under initial pressure. It is therefore essential
that it is kept clean and leak-free, that the radiator cap and working valves are functioning correctly and that the coolant is
maintained at the required level.
Anticorrosives and antifreezes authorised by Liebherr guarantee sufficient protection against cold, corrosion and cavitation,
are not aggressive to seals and hoses and do not foam.
Coolants which contain unsuitable anticorrosive / antifreeze, or which have been insufficiently or incorrectly prepared, could
cause aggregates and components in the cooling circuit to fail as a result of damage caused by cavities or corrosion.
Furthermore, heat-insulating depositions can build up on heat-carrying parts, leading to overheating, and eventually to failure
of the diesel engine.
Note:
Emulsifiable anticorrosive oils are not permissible
In special cases, the utilisation of anticorrosives (inhibitors) is possible.
Water:
Colourless, clear, drinkable tap water which is free of mechanical contamination, and featuring the following restricted
analysis values, is suitable to use as fresh water
Sea water, brackish water, brine and industrial water is not suitable.
Fresh water quality

Designation Value and unit
Total of earth alkalis (water hardness) 0.6 to 3.6 mmol/dm3 ( 3 to 20° d )
Ph value at 20 °C 6.5 to 8.5
Chloride-ion content max. 80 mg/ dm3
Sulphate-ion content max. 80 mg/ dm3
Fresh water quality with the utilisation of anticorrosive DCA 4

Designation Value and unit
3
Total of earth alkalis (water hardness) 0.6 to 2.7 mmol/dm ( 3 to 15° d )
Ph value at 20 °C 6.5 to 8.0
3
Chloride-ion content max. 80 mg/ dm
Sulphate-ion content max. 80 mg/ dm3
Permissible coolant - mix ratio

Contact the respective communal authorities to enquire about water analyses
°C *F Water % Anticorrosive / antifreeze %
Ambient -37 -34 50 50

temperature
Ambient -50 -58 40 60

temperature
Temperature-dependent selection of mix ratio for anticorrosive and antifreeze

A = percentage % of antifreeze in the coolant
Page 100 of 179

Checking and changing the coolant
Always top up any loss of coolant with a mixture of water and min. 50 vol. % anticorrosive / antifreeze.
Never allow the concentration of anticorrosive / antifreeze to drop below 50 vol. %.
Never use more than 60% anticorrosive / antifreeze, as a higher percentage will reduce efficiency and frost-protection.
Selection of antifreeze concentration
Page 101 of 179

Anticorrosives (inhibitors)
In exceptional cases and if ambient temperatures constantly remain above freezing point, for example in tropical regions
where there is no apparent anticorrosive/antifreeze available, product DCA 4 ( Diesel Coolant Additives 4 ) may be used as a
coolant without the addition of antifreeze.
The scope of maintenance tasks requires that the DCA 4 concentration must be checked and regulated as required.
We recommend test kit CC 2602 M from Fleetguard be utilised for testing. The DCA 4 concentration must be between 0.6
and 1.6 units per litre. Product Clatex / Chevron Texaco / Havolin / Total without antifreeze.
The scope of maintenance tasks requires that mix ratio of Clatex / Chevron Texaco / Havolin / Total must be checked
whenever these products are used, and regulated as required.
We recommend the utilisation of refractometer 2710 from the Gefo Company for testing. The correct mix ratio must be 7.5 %
anticorrosive and 92.5 % water.
Checking the mix ratio with the refractometer
Gefo refractometer no. 2710
Refractometer:
Adjusting screw for setting to the 0 line (water line)

Visual acuity is adjusted by turning the ocular.
Soft eye-piece on the ocular.
Rigid metal casing.
Optimum grip via rubber armour.
Measuring procedure:
Clean cover and prism thoroughly.

Apply 1 or 2 drops of test fluid to the prism.
Closing the flap will distribute the fluid.
Look through the ocular against a bright background and adjust the scale so that it can be seen clearly.
Read off the values on the blue parting line.
Page 102 of 179

Conversion table
Concentration measured using a Brix refractometer for

Chevron Texaco Heavy Duty Extended Life Corrosion Inhibitor Nitrite
Free / Chevron Texaco
Havoline Extended Life Corrosion Inhibitor ( XLI ) ARTECO
Caltex CL Corrosion Inhibitor Concentrate / Caltex
Total WT Supra / Total
Permissible water-soluble anticorrosive (concentrate) for diesel engine cooling system
Product description Manufacturer
D DCA 4 Diesel Coolant Fleetquard / Cummins

Additives Filtration
C Calltex CL Corrosion Chevron Texaco

Inhibitor Concentrate
Chevon Texaco Heavy Duty Chevron Texaco

Extended Life Corrosion
Inhibitor Nitrite Free
H Havoline Extended Life Chevron Texaco

Corrosion Inhibitor ( XLI
T Total WT Supra Total Paris
The coolant must be changed once a year.

When changing anticorrosive / antifreeze to anticorrosive, or vice versa, the coolant must be drained completely.
Disposing of anticorrosive / antifreeze

Undiluted anticorrosive / antifreeze is to be treated as hazardous waste. When disposing of used coolant (mixed with water),
the guidelines of the respective authorities must be observed.
Page 103 of 179

Permissible anticorrosive /
antifreeze for diesel engines
Product description Manufacturer Country

Liebherr Antifreeze Concentrate LIEBHERR D
Addinol Antifreeze Super Addinol Lube Oil GmbH, Leuna D

Agip Antifreeze Plus Aral AG BochumEni S.p.A., Rome I
Agip Langzeit Frostschutz Eni S.p.A., Würzburg D
Antigel DB G48 Sotragal SA, St Priest F
Aral Antifeeze Extra Aral AG, Hamburg D
Aral Antifreeze APN G48 Avia Mineralöl AG Munich D
BP Isocool BP p.l.c. London GB
Caltex Extended Life Coolant Chevron Texaco *

Castrol Antifreeze NF Castrol London GB
Chrvron Extended Life Control Chevron Texaco *
Deutz Kühlerschutzmittel Deutz Service International D

0101 1490 GmbH Cologne
ESA Frostschutz G 48 ESA Burgdorf CH
Fuchs Fricofin Kühlerfrostschutz Fuchs Petrolub AG, Mannheim D
Glacelf Auto Supra ( antifreeze ) Total Paris F

Glyco Shell Longlife Shall International Petrolium Company, GB
London
Glycol Shall N Shall International Petrolium Company, GB
London
Glysantin G 48 BASF AG, Ludwigshafen D
Havoline Extendend Life Antifreeze / Chevron Texaco *

Coolant
Havoline XLC ARTECO B
Motorex Antifreeze Ptotect G 48 Bucher AG, Langenthal CH

Motul Inugel Optimal Ultra Motul SA, Aubervilliers Cedex F
OMV Kühlerfrostschutz / Coolant Plus OMV Refining & Marketing GmbH, A

Vienna
Do not mix different products with each other!
* = Global / worldwide
Page 104 of 179

Permissible anticorrosive / antifreeze /
50:50 premix for diesel engine cooling systems
Product description Manufacturer
Liebherr Antifreeze Mix Liebherr D
Calltex Extended Life Coolant Chevron Texaco *

Pre-Mixed 50/50 (ready-to-use-
version)
Chevron DEX-COOL Extended Chevron Texaco *

Life Pre - Diluted 50/50 Antifreeze
Coolant
Coolelf Auto Supra -37 °C Total Paris F
Havolin XLC 50/50 ARTECO B
Chevron DEX-COOL Extended Chevron Texaco *

Life Prediluted 50/50 Antifreeze
Coolant
Lube oils for diesel
Products are not suitable for engines
mixing with each other!
Nowadays, only high-alloy
* = Global / worldwide lube oils are used for
modern diesel engines.
They are comprised of base oils with mixed additives. The lube oil guidelines for Liebherr diesel engines are based following
specifications and directions.
Designation Specification
ACEA-classification E4, E5, E6, E7

(Association des
Constructeuers
Europeens de
Automobile) Caution: particle
filter operation only
permissible with
E6
API classification CI 4, CH 4
(American Petrolium Caution: respect
Institute) reduced oil-
change intervals Selection of the lube oil viscosity can be obtained in
accordance with the SAE classification (Society of
Automotive Engineers).
Page 105 of 179

The ambient temperature is definitive for correct selection of the SAE class. Selection of the SAE-classification gives no
indication of the quality of a lube-oil.
Too high a viscosity can lead to starting difficulties, too low a viscosity can compromise the lubrication efficiency.
The temperature ranges listed in the diagram are guidelines which may be briefly exceeded or fallen short of.
Page 106 of 179

Temperature-dependent selection of the SAE classes.
The following diesel engine oil is recommended (for an ambient temperature of -20 °C / 4 °F to +45 °C / 113 °F).
Liebherr diesel engine oil:
Liebherr engine oil 10W 40 Specification ACEA E4
Liebherr engine oil low ash Specification ACEA E6
Lube-oil change intervals
Change intervals:
Oil filter change: see chapter, Maintenance and Inspection Chart
Oil change in accordance with climate, sulphur content in the fuel and quality in compliance with the following table.
If the prescribed operating hours (Bh) have not expired within one year, the diesel engine oil and filter must be replaced at
least once a year.
Difficulty factors
Varying difficulty factors or complicated operating conditions directly influence the maintenance intervals.
Difficulty factors or complicated operating conditions may be for example:
- repetitive cold-starts
- sulphur content in the fuel exceeding 0.5 %.
- Application temperature below -10 °C.
If difficulty factors or complicated operating conditions arise, the oil change interval prescribed in the maintenance and
inspection chart must be revised in accordance with the following table.
Page 107 of 179

Difficulty factor Oil quality
CI - 4
CH - 4
E4
E5
E6
E7
Operating conditions Sulphur content in the fuel Interval
Climate normal down to up to 0.5% 250 Bh 500 Bh

-10 °C
above 0.5% 125 Bh 250 Bh
up to 0.5% 125 Bh 250 Bh

below -10 °C
above 0.5% Not permissible 125 Bh
Oil change intervals in operating hours (Bh)
Page 108 of 179

14 Mechanical fault list
Malfunctions
Troubleshooting for diesel engines could prove difficult See the table Troubleshooting for possible diesel engine problems
with suggested causes and remedial measures.
!Note!
For a diagnosis of faults in the diesel engine, an error code is displayed on the equipment display. The explanation and the
remedy are described in the respective equipment documentation.
Essential mental steps are laid out in the following list to assist with the diagnosis.
- Familiarise yourself with the diesel engine and its affiliated systems
- Examine the problem thoroughly
- Relate the symptoms with your knowledge of the diesel engine and its systems
- Make a diagnosis of the problem, whereby the simplest assumptions should be made first
- Double check before commencing disassembly
- Determine the causes and carry out the repair work thoroughly
- Following repair, allow the diesel engine to run under normal operating conditions and ensure
that the problem and the cause have been remedied
Page 109 of 179

Fault Possible causes: Remedy
Unusual amount of errors in Voltage supply and/or Check voltage supply and/or
the error memory grounding conductors of the ground connection to
control unit not in order control unit
Starter will not crank Main fuse faulty Replace fuse
Battery connections are Clean and tighten loose

loose connections
Battery voltage insufficient Recharge or replace battery
Starter circuit interrupted or Check/replace cable harness

contacts corroded and/or plug connections.
(see the circuit diagram for

starter). Note: check the
earth connections.
Starter faulty Replace starter
Starter cranks only slowly Battery voltage insufficient Recharge or replace battery
Battery connections loose or Clean and retighten

corroded connections, as well as plug
connections. Note: check
the earth connections.
Ambient temperature too Observe the measures for

low winter operation
Diesel engine will not start or Fault in the electronics Read out the error memory
cuts out again immediately from the engine control unit
with diagnostic tool and
carry out the repair indicated
by the error respectively
highlighted. Note: check the
earth connections. (see
chap. 8.3)
Fuel tank empty Refuel and bleed the fuel

system (see chap. 9.12)
Fuel filter clogged Replace and bleed fuel filter
Page 110 of 179

(see chap. 9.12)
Fuel lines, pre-cleaner or Clean and bleed the fuel

sieve in fuel tank clogged system
Seal exterior leaks on the system

fuel
Fuel not cold-resistant Clean filter system, use

winter fuel. Install filter
heating if ambient
temperatures below -20 °C
Ambient temperature too Observe the measures for

low winter operation
Heater flange faulty Check heater flange, replace

wherever necessary (see
( at cold temperatures ) chap. 6.4 )
Page 111 of 179

Diesel engine having Fault in the electronics Read out the error memory
difficulty starting from the engine control unit
with diagnostic tool and carry
out the repair indicated by the
error respectively highlighted.
Note: check the earth
connections. (see chap. 8.3)
Leakages or insufficient Leak test

pressure in fuel low-pressure
circuit (visual inspection). Remove
both fuel lines, supply lines
and return flow-lines on the
fuel tank. Connect a pressure
gauge to the return-flow line
and apply a pressure of 2 bar
via the supply line. Reseal
any leakage points should
pressure drop. Low-pressure
circuit is pressurised with 2.5
- 3.5 bar. Measure pressure. If
this pressure is not available,
replace the pressure relief
valve. Max. drop in pressure
in the system 50 mbar. Check
and/or replace the fuel tank
filler cap and riser in the fuel
tank.
Diesel engine compression Check valve clearance before

insufficient testing the compression.
Ensure that the engine brake
flap is open. Check
compression. Combustion
pressure for engines 934 S
and 936 S should be 20 -34
bar. For engines 934 L and
936 L, combustion pressure
should be 20 to 34 bar (see
chap. 3.4 )
Page 112 of 179

Heater flange faulty (with cold Check heater flange and
temperatures) replace wherever necessary
(see chap. 6.4 )
Diesel engine suddenly cuts Fault in the electronics Read out the error memory
out from the engine control unit
connections.
(see chap. 8.3)
Electric, or electronic voltage Check (measure) voltage

supply interrupted supply from the battery to the
control unit and from control
unit to components (sensors)
on the engine. Note: check
earth connections.
Page 113 of 179

Diesel engine suddenly cuts Leakages or insufficient Leak test

out pressure in the fuel low-
pressure system and/or fuel (visual inspection). Remove
system contaminated. both fuel lines, supply lines
in the system 50mbar. Check
fuel tank, fuel lines and fuel
filter for contamination.
Check fuel tank filler cap and
riser in the fuel tank
Fuel pump faulty Replace fuel pump
(see chap. 5.4 )
Cooling water level sensor Check and/or replace cooling

faulty. No error is being water level sensor.
indicated in the electronics.
(depending on the
prescriptions of the
equipment manufacturer)
Page 114 of 179

Poor diesel engine output Fault in the electronics Read out the error memory
(output deficiency) from the engine control unit
connections. (see chap. 8.3)
Check the fuel system Leak test
(visual inspection). Remove

both fuel lines, supply lines
in the system 50mbar. Check
fuel tank, fuel lines and fuel
filter for contamination.
Check fuel tank filler cap and
riser in the fuel tank
Page 115 of 179

Poor diesel engine output Insufficient boost pressure Check air filter and air supply
(output deficiency) to the turbocharger. Check
charge air system, check for
loose clamps, faulty seals,
broken hoses, broken
intercooler, faulty pressure
regulating valve on the
turbocharger, check intake
manifold for leaks and
turbocharger. Check
pressure sensor
Charge air temperature too Intercooler contaminated,

high check fan control, ambient
temperature too high. Check
(automatic decrease in temperature sensor
output via control unit)
Coolant temperature too Check coolant for

high. contamination, check fan,
cooling water thermostat
(automatic decrease in and the sealing cap of the
output via control unit) expansion tank. The cooling
system must feature a
pressure of 0.6 to 0.8 bar.
Check temperature sensor
Fuel temperature too high Check fuel cooler and air

(automatic decrease in supply in the engine
output via control unit) compartment. Check
temperature sensor
Application area more than No remedy. Diesel engine

1800 meters above seal level output has been
automatically reduced.
Engine brake flap, if featured, Check engine brake flap and

faulty control for engine brake flap,
replace as necessary (see
chap. 7.2 )
Injection nozzles not Remove and check injection

functioning properly nozzles, replace nozzle
inserts as necessary. (see
chap. 9.14)
Page 116 of 179

Compression insufficient Check battery voltage.
Check valve clearance
before testing the
compression. Ensure that
the engine brake flap is
open. Check compression.
Combustion pressure for
engines 934 S should be 20 -
34 bar. For engines 934 L
and 936 L, combustion
pressure should be 20 to 34
bar (see chap. 3.4 )
Poor diesel engine braking Faulty electronics Read out the error memory
action from the engine control unit
with diagnostic tool and
chap. 8.3)
Engine brake flap not Check engine brake flap and

functioning control for engine brake flap,
replace as necessary (see
chap. 7.2 )
Page 117 of 179

Diesel engine becoming too Faulty electronics Read out the error memory
hot (according to the coolant from the engine control unit
temperature display) with diagnostic tool and
chap. 8.3)
Insufficient cooling water Top up the cooling water.

and/or air in the cooling Bleed the cooling system.
system. Check the sealing cap of the
expansion tank. The cooling
system must feature a
pressure of 0,6 to 0,8 bar.
(see chap. 5.1)
Cooler contaminated or Clean or decalcify

calcified
Thermostat faulty Replace thermostat. Note:

never allow the engine to run
without a thermostat. The
engine will become too hot
(see chap. 5.2)
Coolant temperature sensor Check sensor, replace as

faulty necessary.
(see chap. 8.5)
Water pump faulty. Replace water pump
(see chap. 5.4 )
Fan output insufficient Check fan drive, replace as

(hydrostatic drive only) necessary.
Charging current indicator Ribbed V-belt and/or tension Check ribbed V-belt and/or
lamp lights up when engine pulley faulty tension pulley, replace as
is running necessary.
(see chap. 10.4 )
Page 118 of 179

Generator mount loose Check generator mount,
repair as necessary
Cable connection loose or Fasten cable, replace as

disconnected necessary. Note: check the
earth connections.
Generator, rectifier or Replace generator. (see

governor faulty chap. 11.3 )
Black smoke is being Air supply insufficient Check air filter, replace as
emitted from engine necessary
Suction system leaking Check hoses, lines,

turbocharger, intercooler
and intake manifold, replace
as necessary
Engine brake flap, if featured, Check position of engine

is closed or is getting stuck. brake flap and check control
for engine brake flap. (see
chap. 7.2 )
Injection nozzles damaged Check injection nozzles,

or carbonised replace as necessary. (see
chap. 9.14)
Turbocharger faulty (boost Check turbocharger, replace

pressure insufficient) as necessary
(see chap. 6.2) )
Exhaust gases are blue Engine oil level too high Adjust oil level correctly.
Page 119 of 179

Exhaust gases are blue Lube oil is being channelled Clearance too great between
into the combustion valve stem and valve guide,
chamber piston rings worn, broken or
have seized, traces of
corrosion on the piston and
cylinder liners. Overhaul or
replace cylinder heads,
replace piston and cylinder
liners.
Crankcase breather faulty Replace crankcase breather.
(see chap. 2.2 )
Exhaust turbocharger faulty Replace exhaust

turbocharger. Clean charge
air system. Check whether
oil is entering the intercooler
from the faulty turbocharger,
if necessary, replace
turbocharger.
(see chap. 6.1.1 )
Exhaust gases are white Cylinder head gasket faulty Replace the cylinder head
and cooling water is entering gasket
the combustion chamber.
(see chap. 3.3 )
Uncombusted fuel or Carry out a configuration of

incorrect cetane number the UP 20. Check fuel and/or
bleed fuel system (see chap.
8.8 )
Cylinder head broken Replace cylinder head
(see chap. 3.3 )
Cylinder liner damaged as a Replace cylinder liners.

result of cavitation. Water Check content of antifreeze
entering the combustion in the cooling water. (see
chamber. chap. 2.1.4 )
Diesel engine knocking Injection nozzles leaking or Check and adjust injection
are not spraying nozzles and replace as
Page 120 of 179

necessary (see chap. 9.14 )
Diesel engine rattling Valve clearance too great Check valve clearance and
adjust as necessary
(see chap. 12.2 )
Injection nozzles damaged Check and adjust injection

or carbonised nozzles and replace as
necessary (see chap. 9.14 )
Piston rings worn or broken, Check piston and cylinder

piston corroded liners, replace as necessary
(see chap. 2.1.4 )
Main bearing or connecting Remount overhaul or

rod bearing faulty replace engine.
Whistling noises Suction side or exhaust side Check suction (from

not properly sealed causes turbocharger to manifold)
whistling noises and reseal as necessary.
Lube oil pressure insufficient Oil level too low. Fill in oil up to the prescribed
marking.
Lube oil too thin. Replace engine oil and filter.
Oil pressure sensor or Check oil pressure manually

pressure gauge faulty and replace damaged oil
pressure sensor or pressure
gauge.
(see chap. 8.5)
Reduction valve on lube oil Check reduction valve on

pump blocked in open lube oil pump, replace as
position necessary.
(see chap. 4.2.1 )
Lube oil pump faulty. Replace lube oil pump.
(see chap. 4.2.1 )
Page 121 of 179

Lube oil pressure insufficient Suction hose on lube oil Replace the suction hose or
pump broken or leaking. reseal.
Bearing clearance too great Replace or reposition

due to excessive wear or engine.
bearing damaged.
Lube oil in the cooling Oil cooler, oil cooler grill or Press out oil cooler, replace
system seal leaking if leaking, replace seal
(see chap. 4.5 )
Water pump for engine side Replace water pump

leaking
(see chap. 5.4 )
Cooling water in the lube oil Oil cooler, oil cooler grill or Press out oil cooler, replace
seal leaking if leaking, replace seal
(see chap. 4.5 )
Water pump for engine side Replace water pump

leaking
(see chap. 5.4 )
O-rings of the cylinder liners Remove cylinder liners and

leaking reseal. (see chap. 1.2 )
Oil in the fuel Incorrect fuel in tank Clean fuel system

completely and replace fuel
filter.
Fuel pump on the engine Replace fuel pump

side leaking
(see chap. 9.4.1)
Page 122 of 179

Fuel in the oil O-ring or O-rings between Remove pump elements and
pump element UP 20 and replace the O-rings, bleed
engine block side leaking. the fuel system.
Fuel is running into the
engine block. Increase in oil Replace engine oil with
level engine oil filter. (see chap.
9.11 )
Page 123 of 179

Fuel in the oil Injection nozzle faulty and/or

Remove and inspect
injection nozzles. Replace
O-ring sealing of injection faulty injection nozzle and/or
nozzle. faulty O-ring.
Replace engine oil with

engine oil filter.
Store the dismantled

injection nozzles in a clean
receptacle containing clean
diesel fuel.
O-ring and seal of the

injection nozzle must be
replaced.
Always replace the

dismantled pressure pipe
tube.
The pressure pipe tube

features a centering point
and will fit in the cylinder
head in one position only.
(see chap. 9.14)
Note:
CleanlinessNowadays,
components of the diesel
injection are made of high-
precision parts which are
subjected to extreme
stresses. Due to this high-
precision technology,
utmost cleanliness must be
observed when working on
the fuel system, as even dirt
particles measuring only
0.02 mm can cause
components to malfunction
and thus lead to engine
damage.
Page 124 of 179

Cooling water in the fuel Fuel tank contaminated Clean entire fuel system.
Replace fuel filter and bleed
the fuel system
O-ring seal of the steel Remove oil leakage pipes.

ferrules in the cylinder head Undertake a cooling water
leaking. pressure test. If cooling
water is flowing from one or
more
oil leakage boreholes, the

cylinder head(s) is/are to be
replaced by way of
exchange. The steel ferrule
may not be replaced as there
is a danger that the cylinder
head will start leaking.
Dismantle the cylinder head,

(see chap. 5.6)
Page 125 of 179

15 Electronic fault list
In the following error parameter list, the causes of the individual errors, as well as the reaction of the governor, are described.
Additionally, measures for the remedying of these errors are also listed.
The errors are entered simultaneously in the actual, and in the permanent error memory, upwards of parameter 3000.
The errors are sorted with numbers in ascending order.
The governor only reacts to actual errors, the permanent error memory serves solely for the collection of occurring errors.
3001 ErrOperating1 Operating error1
0 Type of error Accelerator pedal actuated with active engine brake

Cause Operating error
Reaction None
Measure Deactivate support operation
1 Type of error Accelerator pedal actuated with support operation activated

Cause Operating error
Reaction None
Measure Correct operation
0 Type of error: yet to be defined

Cause: Operating error
Reaction: yet to be defined
Measure: Correct operation
3004 ErrLWECanInput CAN-subscriber
0 Type of error: E/A-module (Id90x) transmission faulty, cycle time exceeded

Cause: CAN-Bus-connection problem or E/A-module faulty
Reaction: Emergency operation: torque and speed limitation of engine
Measure: Inspection cable / plug / E/A-module(s)
1 Type of error: Rx-Timeout: Id. 556 (coupling)

Reaction: last reception value or substitute value
Measure: Inspection cable / plug / coupling module
2 Type of error: Gear (Id564) transmission faulty, cycle time exceeded

Cause: Gear (Id564) transmission faulty, cycle time exceeded
Measure: Inspection cable / plug / gear module
3 Type of error: Rx-Timeout: Id. 564 (gear)

4 Type of error: Rx-Timeout: Id. 668 (gear)

Page 126 of 179

5 Type of error: ABS/ASR 1 (Id512) transmission faulty, cycle time exceeded

Measure: Inspection cable / plug / ABS/ASR-module 1
6 Type of error: Rx-Timeout: Id 513 (ABS/ASR 1)



9 Type of error: Rx-Timeout: Id. 772 (retarder)

Measure: Inspection cable / plug / retarder module
10 Type of error: Rx-Timeout: Id. 776 (transformer)

Measure: Inspection cable / plug / transformer module
11 Type of error: Overrun of reception buffer

Cause: Internal engine control unit error
Switch ignition off and on again; if error can not be remedied, load new software in the engine control
Measure:
unit or replace control unit
3005 ErrLweCanOutput CAN-engine control unit
0 Type of error: not specified

Cause: not specified
Reaction: not specified
Measure: not specified
1 Type of error: Overrun of transmission buffer

Measure:
Page 127 of 179

2 Type of error: Data communication CAN interference or disconnected (transmission timeout)
Cause: CAN-Bus connection problem or CAN-subscriber faulty
Measure: Inspection cable / plug / CAN-subscriber
3 Type of error: Data communication CAN aborted (passive error)

4 Type of error: Data communication CAN aborted (bus off)

3006 ErrBaumaCan CAN construction machinery
0 Type of error: Timeout request global process image

Cause: CAN-Bus connection problem or master faulty
Reaction: Engine cut-out / emergency operation - dependent on configuration
Measure: Inspection cable / plug / master
1 Type of error: Timeout upon reception of complete output data

2 Type of error: Timeout upon transmission of messages

Cause: CAN-Bus connection problem or LH-ECU-UP/CR faulty
3 Type of error: Passive error

Cause: CAN-Bus connection problem or one CAN-subscriber faulty
4 Type of error: Bus off

3007 ErrAMETCan CAN AMET
0 Type of error: Timeout request global process image

Page 128 of 179

1 Type of error: Timeout upon reception of complete output data

Cause: CAN-Bus connection problem or LH-ECU-UP/CR faulty
3 Type of error: Passive error

4 Type of error: Bus off

3008 ErrJ1939Can CAN J1939
0 Type of error: Rx-TimeOut tachograph

Cause: CAN-Bus connection problem or tachograph faulty
Reaction: Torque limitation of engine depending on vehicle configuration
Measure: Inspection cable / plug / tachograph
1 Type of error: Rx-TimeOut TSC1


3 Type of error: Passive error identified

4 Type of error: Bus off identified

Page 129 of 179

3009 ErrCanBaudrateDetect CAN communication status
0 Type of error: CAN A - 125kB

Cause: CAN A - no connection to 125kB possible
Reaction: None
Measure: None

Reaction: None
Measure: None

Reaction: None
Measure: None
3 Type of error: CAN A - 1MB

Cause: CAN A - no connection to 1MB possible
Reaction: None
Measure: None
4 Type of error: CAN B - 125kB

Cause: CAN B - no connection to 125kB possible
Reaction: None
Measure: None

Reaction: None
Measure: None

Reaction: None
Measure: None
7 Type of error: CAN B - 1MB

Cause: CAN B - no connection to 1MB possible
Reaction: None
Measure: None
8 Type of error: CAN was resynchronised

Cause: There was a CAN-malfunction
Reaction: None
Measure: None
9 Type of error: CAN was in timeout

Cause: There was a CAN timeout
Reaction: None
Measure: None
Page 130 of 179

10 Type of error: CAN A - initialisation was resulted at 1MB instead of 250 kB
Cause: The actual Baud rate could not be identified
Reaction: None
Measure: Check CAN-bus and the other CAN-subscriber
11 Type of error: CAN B - initialisation was resulted at 1MB instead of 250 kB

Cause: The actual Baud rate could not be identified
Reaction: None
Measure: Check CAN-bus and the other CAN-subscriber
3010 ErrIntern Internal error
0 Type of error: Stack overrun

Reaction: Engine will not start or engine cut-out
Measure:
1 Type of error: Exception

Measure:
2 Type of error: Program test

Measure:
3 Type of error: RAM-test

Measure:
4 Type of error: Overrun in error memory

Reaction: None
Measure:
5 Type of error: Error in computing time

Reaction: None
Measure:
6 Type of error: Error index too large

Reaction: The error which occurred can not be displayed
Measure: Switch ignition off and on again; if error can not be remedied, load new software in the engine control
Page 131 of 179

0 Type of error: EEPROM-access

Measure: Switch ignition off and on again; if the error can not be remedied, replace the engine control unit
1 Type of error: Faulty parameter checksum

2 Type of error: EEPROM invalid

3 Type of error: ECU-page checksum error

Reaction: None
4 Type of error: NMI-checksum error

Reaction: None
5 Type of error: WorkData-page checksum error

Reaction: None
6 Type of error: Load collective-page checksum error

Reaction: None
7 Type of error: Structure size of load collective has changed

Reaction: None
8 Type of error: Load collective memory full

Reaction: None
9 Type of error: Permanent data checksum error
Page 132 of 179

Reaction: None
3012 ErrPowerSupply Error voltage supply
0 Type of error: Power supply insufficient (<9V)

Engine control unit-power supply too low (< 9V). Onboard power supply faulty (battery, alternator,
Cause:
cabling, plug).
Measure: Check onboard power supply (battery, alternator, cabling, plug).
1 Type of error: Power supply too great (>33V)

Engine control unit-power supply too great (> 33V). Onboard power supply faulty (battery, alternator,
Cause:
cabling, plug).
Reaction: Engine will not start or engine cut-out; communication only still possible with diagnosis tool
Measure: Check onboard power supply (battery, alternator, cabling, plug).
2 Type of error: Digital output short circuits following supply voltage

Cause: Line or component faulty; control unit is supplied via short circuit
Reaction: Engine cut-out; communication only still possible with diagnosis tool
Measure: Check cabling and engine control unit; if necessary replace engine control unit
3 Type of error: Error with authorisation of power outputs

Cause: Power outputs can not be activated or deactivated
Reaction: Power outputs can not be activated or deactivated
Measure: Check cabling and engine control unit; if necessary replace engine control unit
4 Type of error: Error with PS1-voltage supply

Cause: Engine control unit supply voltage PS1 faulty (battery, alternator, cabling, plug).
Measure: Check onboard power supply (battery, alternator, cabling, plug) relating to PS1.
5 Type of error: Error with 12V-reference: voltage insufficient (<10V)

Cause: Line or component faulty; control unit is supplied via short circuit
Measure: Check onboard power supply (battery, alternator, cabling, plug) relating to PS1; engine control unit.
6 Type of error: Error with 12V-reference: voltage too great (>14V)

Cause: Line or component faulty; control unit is supplied via supply voltage
Measure: Check onboard power supply (battery, alternator, cabling, plug) relating to PS1; engine control unit.
3015 ErrConfiguration1 Configuration error1
0 Type of error: Fan control

Reaction: The fan control is deactivated. The fan is running at maximum
Measure: New data record, or replace engine control unit
Page 133 of 179

1 Type of error: Fan control
Reaction: Adaptation of the output curve is restricted internally
2 Type of error: Monitoring of the pedal unit

Reaction: The pedal unit is not monitored
3 Type of error: Pump code

Cause: Internal engine control unit error The pump coding is incorrect for at least one element.
Reaction: Injector class 3 is used a substitute value
Measure: Check and modify pump coding (via equipment diagnosis or corresponding diagnosis tool)
4 Type of error: Allocation error for the high-pressure sensors

Reaction: Emergency operation: cut-out of the CR-high-pressure pump
5 Type of error: No high-pressure pump activated

6 Type of error: Current output for high-pressure pump 1 not active

7 Type of error: Current output for high-pressure pump 2 not active

Type of error: yet to be defined

Cause: yet to be defined
Measure: yet to be defined
Type of error: yet to be defined

Cause: yet to be defined
Measure: yet to be defined
Page 134 of 179

3019 ErrVelocity Error speed recording
0 Type of error: Maximum speed difference gear / tachograph too great

Cause: Cabling engine control unit to speed sensor or speed sensor faulty
Reaction: None
Measure: Check cabling engine control unit to speed sensor or speed sensor
3020 ErrAlternator Error pedal unit
0 Type of error: Insufficient voltage with engine start

Cause: Cabling engine control unit to alternator faulty or alternator faulty
Reaction: The greater speed value is used
Measure: Check cabling engine control unit to alternator and alternator.
1 Type of error: Voltage insufficient with engine running

Cause: Cabling engine control unit to alternator faulty, alternator faulty or V-belt broken
Reaction: None
Measure: Check cabling engine control unit to accelerator pedal. Check / replace accelerator pedal
3021 ErrAccelerator Error speed recording
0 Type of error: Idle switch

Cause: Accelerator pedal unit faulty; idle switch and accelerator pedal position do not match
Reaction: Utilisation of the low value.
Measure:
1 Type of error: Difference in current for channels 1 and 2

Cause: Accelerator pedal unit faulty
Reaction: Utilisation of the low value.
Measure: Check cabling engine control unit to accelerator pedal. Check / replace accelerator pedal
3029 ErrAirFlap Error air flap
0 Type of error: Short circuit following earth or cable break

Cause: Output value and read back value do not match
Reaction: Air flap is not activated
Measure: Check cable harness / plug / air flap / engine control unit
1 Type of error: Short circuit following supply voltage

2 Type of error: Hardware error (transistor faulty)

Cause: Transistor status does not correspond with the read back status
Measure: Check engine control unit
3 Type of error: Deviation negative (set value < actual value, regulated PWM tending toward minimum
Page 135 of 179

Cause: Set value < actual value, regulated PWM tending toward minimum
4 Type of error: Deviation positive (set value > actual value, regulated PWM tending toward maximum
Cause: Set value > actual value, regulated PWM tending toward maximum
Threshold infringement when switched off (current greater than the permissible minimum value,
5 Type of error:
although not powered)
Cause:
6 Type of error: Threshold infringement (current less than the permissible minimum value)
Cause: Threshold infringement (current less than the permissible minimum value)
7 Type of error: Threshold infringement (current greater than the permissible maximum value)
Cause: Threshold infringement (current greater than the permissible maximum value)
3030 ErrCurrentOut1 High-pressure pump1
0 Type of error:
Cause:
Reaction:
Measure:
1 Type of error:
Cause:
Reaction:
Measure:
2 Type of error:
Cause:
Reaction:
Measure:
3 Type of error: Deviation negative

Cause: Current can not be regulated - remains insufficient
Measure: Check cable harness / plug / CR high-pressure pump / engine control unit
4 Type of error: Deviation positive

Cause: Current can not be regulated - remains excessive
Page 136 of 179

5 Type of error: Current too great (switched off)

Cause: Threshold infringement while switched off
6 Type of error: Current too low (activated)

7 Type of error: Current too great (activated)

8 Type of error: Overcurrent LowSide

Cause: Current at PWM-output > 5A
9 Type of error: Overcurrent HighSide

10 Type of error: PWM at maximum

Cause: PWM-ratio at maximum
3031 ErrCurrentOut2 High-pressure pump2
0 Type of error:
Cause:
Reaction:
Measure:
1 Type of error:
Cause:
Reaction:
Measure:
2 Type of error:
Cause:
Reaction:
Measure:
3 Type of error: Deviation negative
Page 137 of 179

Cause: Current can not be regulated - remains insufficient
4 Type of error: Deviation positive

Cause: Current can not be regulated - remains excessive
5 Type of error: Current too great (switched off)

Cause: Threshold infringement while switched off
6 Type of error: Current too low (activated)

7 Type of error: Current too great (activated)


9 Type of error: Overcurrent HighSide

10 Type of error: PWM at maximum

Cause: PWM-ratio at maximum
3032 ErrStarter Error at starter
0 Type of error: Short circuit following earth

Cause: Short circuit following earth or cable break
Reaction: Not possible to start engine
Measure: Check cable harness / plug / starter / engine control unit

Cause: Short circuit following supply voltage
Measure: Check cable harness / plug / starter / engine control unit
Page 138 of 179

3033 ErrFan Error fan control

Measure: Check cable harness / plug / fan proportional valve / engine control unit


5 Type of error:
Cause:
3034 ErrEngineBrake Error engine brake

Reaction: Engine brake flap is not activated
Page 139 of 179

Measure: Check cable harness / plug / engine brake flap / engine control unit


5 Type of error:
Cause:
3035 ErrHeatingUnit1 Error heater flange unit1

Reaction: Loss of preheating and after-heating phase
Measure: Check cable harness / plug / heater flange or glow plug unit / external relay / engine control unit

Check cable harness / plug / heater flange or glow plug unit / external relay /
Measure:
Engine control unit
Page 140 of 179

5 Type of error:
Cause:
11 Type of error: No voltage at the heating element

Cause: A low level is read back, despite activation. External relay has not switched properly
12 Type of error: Voltage at the heating element

Cause: A high level is read back if no activation. External relay has not switched properly
3036 ErrHeatingUnit2 Error heater flange unit2

Page 141 of 179


5 Type of error:
Cause:
11 Type of error: No voltage at the heating element

Cause: A low level is read back, despite activation. External relay has not switched properly
12 Type of error: Voltage at the heating element

Cause: A high level is read back if no activation. External relay has not switched properly
3037 ErrMagnetValve Error solenoid valves

Reaction: Loss of after-warm phase
Page 142 of 179

Measure: Check cable harness / plug / solenoid valve / engine control unit


5 Type of error:
Cause:
3038 ErrTurboCharger Error turbocharger

Measure: Check cable harness / plug / solenoid valve turbocharger / engine control unit

Page 143 of 179

5 Type of error:
Cause:
3039 ErrEgr Error exhaust gas recirculation

Reaction: External AGR is not activated
Measure: Check cable harness / plug / AGR-valve / engine control unit


Page 144 of 179

5 Type of error:
Cause:
11 Type of error: AGR open without being activated

Cause: The "open" status will be read back if not activated.
12 Type of error: AGR closed despite being activated

Cause: The "closed" status will be read back despite being activated.
3040 ErrEcyModeLamp Error emergency operation display

Reaction: None
Measure: Check cable harness / plug / warning lamp / engine control unit

Reaction: None

Cause: Output transistor of the engine control unit failed (faulty or excess temperature)
Reaction: None
Page 145 of 179

3041 ErrPreHeatingLamp Error preheating display

Reaction: None

Reaction: None

Reaction: None
3042 ErrAlternatorLamp Error alternator status display

Reaction: None

Reaction: None

Reaction: None
3045 ErrRailPressGov Error at rail pressure system
0 Type of error: Pressure regulating valve 1 opened

Cause: Opening of pressure regulating valve 1
Reaction: High-pressure regulation emergency operation activated
Measure: Check rail circuit 1
1 Type of error: Pressure regulating valve 2 opened

Cause: Opening of pressure regulating valve 2
Reaction: High-pressure regulation emergency operation activated
2 Type of error: Emergency operation

Cause: High-pressure regulation emergency operation
Page 146 of 179

Reaction: Output reduction / high-pressure pump activation switched off
Measure: Check rail circuit ½ / check cable harness / plug
3 Type of error: High-pressure sensor 1 and 2 deviation

Cause: Difference between high-pressure sensor 1 and 2
Reaction: No reaction at the engine the greater sensor value is used
Measure: Check cable harness / plug / rail pressure sensors / check rail circuit 1/2
4 Type of error: High-pressure circuit 1 deviation

Cause: Deviation CR-regulation pump 1
Reaction: None
5 Type of error: High-pressure circuit 2 deviation

Cause: Deviation CR-regulation pump 2
Reaction: None
3049 ErrPickUpOut Error at speed signal output

Cause: Output value and read back value do not match Output has short circuit against earth
Reaction: None
Measure: Check cable harness / plug / connected module

Cause: Output value and read back value do not match Output has short circuit against battery voltage
Reaction: None
Measure: Check cable harness / plug / connected module
3050 ErrCylinderA1 Cylinder errorA1
0 Type of error: No current flow

Cause: Current < (approx.) 1 A
Reaction: None

Cause: Hardware has switched off the cylinder due to overcurrent LowSide
Reaction: None
2 Type of error: Overcurrent HighSide at the PWM-transistor

Cause: Hardware has switched off the cylinder due to overcurrent HighSide at the PWM-transistor
Reaction: None
3 Type of error: Overcurrent HighSide at the FREEWHEEL-transistor

Cause: Hardware has switched off the cylinder due to overcurrent HighSide at the FREEWHEEL-transistor
Reaction: None
Page 147 of 179

4 Type of error: No time-of-flight measured

Cause: CPLD faulty
Reaction: None
Measure: Replace engine control unit
5 Type of error: Time-of-flight insufficient

Cause: Time-of-flight insufficient
Reaction: None
6 Type of error: Time-of-flight excessive

Cause: Time-of-flight excessive
Reaction: None
7 Type of error: No rise time measured

Cause: CPLD faulty
Reaction: None
8 Type of error: Rise time excessive

Cause: Current has not attained the prescribed booting current during the booting phase
Reaction: None

Reaction: None

Reaction: None

Reaction: None

Reaction: None
Page 148 of 179

Cause: CPLD faulty
Reaction: None

Reaction: None

Reaction: None

Cause: CPLD faulty
Reaction: None

Reaction: None

Reaction: None

Reaction: None

Reaction: None

Reaction: None

Cause: CPLD faulty
Reaction: None
Page 149 of 179

Reaction: None

Reaction: None

Cause: CPLD faulty
Reaction: None

Reaction: None

Reaction: None

Reaction: None

Reaction: None

Reaction: None

Cause: CPLD faulty
Reaction: None

Page 150 of 179

Reaction: None

Reaction: None

Cause: CPLD faulty
Reaction: None

Reaction: None
3054 Not yet defined Not yet defined
3058 ErrCylinderB1 Cylinder errorB1

Reaction: None

Reaction: None

Reaction: None

Reaction: None

Cause: CPLD faulty
Page 151 of 179

Reaction: None

Reaction: None

Reaction: None

Cause: CPLD faulty
Reaction: None

Reaction: None

Reaction: None

Reaction: None

Reaction: None

Reaction: None

Cause: CPLD faulty
Reaction: None
Page 152 of 179

Reaction: None

Reaction: None

Cause: CPLD faulty
Reaction: None

Reaction: None

Reaction: None

Reaction: None

Reaction: None

Reaction: None

Cause: CPLD faulty
Reaction: None

Reaction: None
Page 153 of 179


Reaction: None

Cause: CPLD faulty
Reaction: None

Reaction: None

Reaction: None

Reaction: None

Reaction: None

Reaction: None

Cause: CPLD faulty
Reaction: None

Reaction: None
Page 154 of 179

Reaction: None

Cause: CPLD faulty
Reaction: None

Reaction: None
3069 ErrInjection Error at injection system
0 Type of error: Cylinder error

Cause: Cylinder error: engine cut-out, if more than the number of solenoid valves than permissible are faulty
Engine cut-out, if more than the number of solenoid valves than permissible are faulty; otherwise a
Reaction:
reduction in output
1 Type of error: Overlapping of the injection on bench A

Cause: Distance between actual tooth and next tooth on bench A more than 540° crankshaft angle
Reaction: Engine cut-out
Check injection begin and injection duration; select a later pre-injection begin or deactivate pre-
Measure: injection. Select earlier after-injection begin and/or smaller amount for after-injection or deactivate after-
injection.
2 Type of error: Overlapping of the injection on bench B

Cause: Distance between actual tooth and next tooth on bench A more than 540° crankshaft angle
Check injection begin and injection duration; select a later pre-injection begin or deactivate pre-
Measure: injection. Select earlier after-injection begin and/or smaller amount for after-injection or deactivate after-
injection.
3 Type of error: Short circuit High-Side following GND on bench A

Cause: For all injectors on bench A: overcurrent HighSide PWM
Reaction: None
4 Type of error: Short circuit High-Side following GND on bench B

Cause: For all injectors on bench B: overcurrent HighSide PWM
Reaction: None
Page 155 of 179

5 Type of error: Short circuit High-Side following UBat on bench A

Cause: For all injectors on bench A: overcurrent HighSide FREE
Reaction: None
6 Type of error: Short circuit High-Side following UBat on bench B

Cause: For all injectors on bench B: overcurrent HighSide FREE
Reaction: None
7 Type of error: Short circuit Low-Side following GND on bench A

For at least one injector on bench A: rise time excessive or can not be measured. The short circuit
Cause: LowSide following GND can only be identified via evaluation of the time from beginning of current feed
until the booting current is attained (cylinder error report 0x0100 rise time excessive)
Reaction: Cut-out of bench A is resulted with the CR-engine
8 Type of error: Short circuit Low-Side following GND on bench B

For at least one injector on bench B: rise time excessive or can not be measured. The short circuit
Cause: LowSide following GND can only be identified via evaluation of the time from beginning of current feed
until the booting current is attained (cylinder error report 0x0100 rise time excessive)
Reaction: Cut-out of bench A is resulted with the CR-engine
9 Type of error: Short circuit Low-Side following UBat on bench A

For one injector on bench A: overcurrent LowSide for all remaining injectors of this bench: overcurrent
Cause:
HighSide FREE
Reaction: None
10 Type of error: Short circuit Low-Side following UBat on bench B

For one injector on bench B: overcurrent LowSide for all remaining injectors of this bench: overcurrent
Cause:
HighSide FREE
Reaction: None
3070 ErrOverSpeed Error overspeed
0 Type of error: Overspeed speed sensor 1 warning threshold

Cause: The speed of the engine was/is above the safety threshold
Reaction: None
Measure: Check operation of engine (overspeed due to overrun conditions); check engine control unit
1 Type of error: Overspeed speed sensor 2 warning threshold

Reaction: None
2 Type of error: Overspeed speed sensor 1 safety threshold

Page 156 of 179

3 Type of error: Overspeed speed sensor 2 safety threshold

3071 ErrSynchronisation Synchronisation error
0 Type of error: Loss of synchronisation

Cause: Loss of synchronisation with engine running. Clearance was not correctly identified.
Measure: Switch the ignition off and on again; check speed sensor and phase encoder
1 Type of error: Distance clearance-phase encoder

Cause: Distance between clearance (speed sensor) and phase encoder signal too great
2 Type of error: Number of teeth

In the synchronisation phase, the number of measured teeth between two consecutive clearances
Cause:
does not correspond with the prescribed number of teeth
Measure: Switch the ignition off and on again; check speed sensor
3 Type of error: Synchronisation not possible, insufficient speed

Cause: The speed is insufficient in the synchronisation phase, thus synchronisation can not be effected
4 Type of error: Camshaft sprocket-index-counter

Cause: The extra tooth of the Bosch camshaft sprocket is not measured at the position expected.
3072 ErrPickUp1 Error at speed sensor1
0 Type of error: Speed sensor failed

The speed sensor is not transmitting any signal. Distance from the speed sensor to the flywheel is
Cause:
incorrect, cabling or speed sensor faulty.
Emergency cut-out with simultaneous failure of the redundant sensor (1 or 2). Otherwise speed is
Reaction:
recorded via the redundant sensor.
Check: distance from speed sensor to flywheel (0.5-2.0 mm); flywheel, cabling to speed sensor; speed
Measure:
sensor
1 Type of error: Speed sensor will not start

Cause:
Reaction:
Measure:
sensor
Page 157 of 179

2 Type of error: Gradient error
Cause: Gradient for measuring speed to high. Faults in sensor/cabling. Flywheel damaged.
Reaction:
Measure:
sensor
3 Type of error: Frequency too high

Cause: Speed sensor frequency too high (implausible value). Faults in sensor /cabling, flywheel damaged.
Reaction:
Measure:
sensor
4 Type of error: Polarity inversion of speed sensor

Cause: Speed sensor installed incorrectly or incorrect configuration in the engine control unit.
Reaction:
Measure: Check speed sensor mount and engine control unit.
5 Type of error: Measurement differs from the other sensor

Cause: Speed sensor faulty
Reaction:
3073 ErrPickUp2 Error at speed sensor2
0 Type of error: Speed sensor failed

Cause:
Reaction:
Measure:
sensor
1 Type of error: Speed sensor will not start

Cause:
Reaction:
Measure:
sensor
2 Type of error: Gradient error

Cause: Gradient for measuring speed to high. Faults in sensor/cabling. Flywheel damaged.
Reaction:
Measure:
sensor
3 Type of error: Frequency too high

Cause: Speed sensor frequency too high (implausible value). Faults in sensor /cabling, flywheel damaged.
Reaction:
Measure:
sensor
Page 158 of 179

4 Type of error: Polarity inversion of speed sensor
Cause: Speed sensor installed incorrectly or incorrect configuration in the engine control unit.
Reaction:

Cause: Speed sensor faulty
Reaction:
3074 ErrPickUpIndex Error at phase sensor
0 Type of error: Phase encoder failed

The phase encoder is not transmitting any signal. Distance from the speed sensor to the flywheel is
Cause:
Reaction: The engine, depending on the configuration, will not start. No effect with engine running.
Check: distance from the phase encoder to the camshaft sprocket (0.5-2.0 mm); cabling to phase
Measure:
encoder; phase encoder
4 Type of error: Polarity inversion of phase encoder

Cause: Phase encoder installed incorrectly or incorrect configuration in the engine control unit.
Reaction: The engine, depending on the configuration, will not start. No effect with engine running.

Cause: Phase encoder faulty
Reaction:
3075 ErrAccelerator1 Accelerator pedal1

Cause: Short circuit following earth or cable break in signal line
Sensor replacement value is used. Error disappears if measured values are once again located in the
Reaction:
area defined
Measure: Check cabling of the engine control unit/sensor (short circuit following earth or cable break)
1 Type of error: Short circuit following battery voltage

Cause: Short circuit following supply voltage of the signal line
Reaction:
area defined
Measure: Check cabling of the engine control unit/sensor (short circuit following battery voltage)
2 Type of error: Short circuit to earth of the sensor supply voltage

Cause: Short circuit following earth of supply line
Reaction:
area defined
Measure: Check cabling of the engine control unit/sensor (short circuit following earth)
Page 159 of 179

3 Type of error: Short circuit against battery voltage of sensor supply voltage
Cause: Short circuit following supply voltage of the supply line
Reaction:
area defined
4 Type of error: Warning threshold1 exceeded

Monitoring threshold 1 exceeded or fallen short of. Medium (air, fuel or oil) no longer in normal
Cause:
operating condition
Reaction: Depending on configuration and sensor, engine cut-out, output reduction or no reaction
Measure: Check medium for deficiency within the operating area. Remedy any mechanical problems.

Cause:
operating condition
3076 ErrAccelerator2 Accelerator pedal2

Reaction:
area defined

Reaction:
area defined

Reaction:
area defined
Reaction:
area defined

Cause:
operating condition

Cause:
operating condition
Page 160 of 179

3077 ErrCoolantLevel Coolant level

Reaction:
area defined

Reaction:
area defined

Reaction:
area defined
Reaction:
area defined

Cause:
operating condition

Cause:
operating condition
3078 ErrOilLevel Oil level

Reaction:
area defined

Reaction:
area defined
Page 161 of 179

Reaction:
area defined
Reaction:
area defined

Cause:
operating condition

Cause:
operating condition
3083 ErrAirFilterPress2 Air filter pressure2

Reaction:
area defined

Reaction:
area defined

Reaction:
area defined
Reaction:
area defined

Cause:
operating condition
Page 162 of 179

Cause:
operating condition
3084 ErrBoostPress Boost pressure

Reaction:
area defined

Reaction:
area defined

Reaction:
area defined
Reaction:
area defined

Cause:
operating condition

Cause:
operating condition
3085 ErrOilPress Oil pressure

Reaction:
area defined
Page 163 of 179

Reaction:
area defined

Reaction:
area defined
Reaction:
area defined

Cause:
operating condition

Cause:
operating condition
3086 ErrFuelPress Fuel pressure

Reaction:
area defined

Reaction:
area defined

Reaction:
area defined
Reaction:
area defined
Page 164 of 179

Cause:
operating condition

Cause:
operating condition
3087 ErrAirFilterPress1 Air filter pressure1

Reaction:
area defined

Reaction:
area defined

Reaction:
area defined
Reaction:
area defined

Cause:
operating condition

Cause:
operating condition
3088 ErrCRPressure1 CR1-pressure
Page 165 of 179

Reaction:
area defined

Reaction:
area defined

Reaction:
area defined
Reaction:
area defined

Cause:
operating condition

Cause:
operating condition
3089 ErrCRPressure2 CR2-pressure

Reaction:
area defined

Reaction:
area defined

Reaction:
area defined
Page 166 of 179

Reaction:
area defined

Cause:
operating condition

Cause:
operating condition
3090 ErrAmbientPress Ambient pressure

Reaction:
area defined

Reaction:
area defined

Reaction:
area defined
Reaction:
area defined

Cause:
operating condition

Cause:
operating condition
Page 167 of 179

3091 ErrAirPressureSensor2 Air filter pressure switch2

Cause: Short circuit following earth of signal line
Reaction:
area defined
1 Type of error: Short circuit following supply voltage or cable break

Cause: Short circuit following supply voltage or cable break in signal line
Reaction:
area defined
Measure: Check cabling of the engine control unit/sensor (short circuit following battery voltage or cable break)
2 Type of error: Sensor supply voltage: short circuit following earth

Reaction:
area defined
3 Type of error: Sensor supply voltage: short circuit following Ubatt

Reaction:
area defined

Monitoring threshold 1 exceeded or fallen short of. Medium (air, fuel, water or oil) no longer in normal
Cause:
operating condition
Reaction: Depending on configuration and sensor, output reduction or no reaction

Cause:
operating condition
3092 ErrAirPressureSensor1 Air filter pressure switch1

Reaction:
area defined

Reaction:
area defined
Page 168 of 179

Reaction:
area defined

Reaction:
area defined

Cause:
operating condition

Cause:
operating condition
3093 ErrWaterSensor Water in fuel prefilter

Reaction:
area defined

Reaction:
area defined

Reaction:
area defined

Reaction:
area defined

Cause:
operating condition
Page 169 of 179


Cause:
operating condition
3094 ErrExhaustTemp Exhaust temperature

Reaction:
area defined

Reaction:
area defined

Reaction:
area defined

Reaction:
area defined

Cause:
operating condition

Cause:
operating condition
3095 ErrOilTemp Oil temperature

Reaction:
area defined
Page 170 of 179

Reaction:
area defined

Reaction:
area defined

Reaction:
area defined

Cause:
operating condition

Cause:
operating condition
3096 ErrFuelTemp Fuel temperature

Reaction:
area defined

Reaction:
area defined

Reaction:
area defined

Reaction:
area defined
Page 171 of 179


Cause:
operating condition

Cause:
operating condition
3097 ErrChAirTemp Charge air temperature

Reaction:
area defined

Reaction:
area defined

Reaction:
area defined

Reaction:
area defined

Cause:
operating condition

Cause:
operating condition
Page 172 of 179

3098 ErrCoolantTemp Coolant temperature

Reaction:
area defined

Reaction:
area defined

Reaction:
area defined

Reaction:
area defined

Cause:
operating condition

Cause:
operating condition
3099 ErrInternTemperature Internal temperature

Reaction:
area defined

Reaction:
area defined

Page 173 of 179

Reaction:
area defined

Reaction:
area defined

Cause:
operating condition

Cause:
operating condition
IMPORTANT: Electronic regulator LH ECU UP / CR only cuts out the engine automatically if so-called fatal errors occur.
These errors can be identified in the table above in the Emergency cut-out reaction attribute. For all other errors which
occur, responsibility lies with the superordinate control or the user to undertake the respective measures to prevent injury to
persons, or damage to the machine or the engine!
16 Description of level 1 Parameters and measuring points
1. Introduction
The new Liebherr diesel engines featuring PLD and CR injection systems are equipped with engine
control unit LH-ECU-UP/CR. Using diagnostic tool DC-DESK, the different parameters and measuring
points can be represented, depending on the actual access level. In this document the parameters and
measuring points are described with access level 1. It is possible in diagnostic tool DC-DESK to set the
access level to a lower level to obtain a concise display of the most significant engine data. Setting of
another level is resulted via menu level "Extra", from which the "Settings" dialogue mask can be called
up. Here you will find the Listbox Level in the "General" tab in which a lower access level (e.g. level 1) can
be set.
2. Validity of this document
Page 174 of 179

This document was created based on the Software releases 43.0 for the engine control unit LH-ECU-UP/CR. The
entirety of this document can not be guaranteed for other software versions; it is possible that some descriptions
may be missing or that not all parameters are available in the diagnostic tool.
3. Explanation of document format

The list of parameters (or measuring points) is structured as follows:
Parameter no. Name of the parameter

Context of the parameter
2000 Speed
Level: 1 Speeds
Area: 0.0 ... 4000.0 rpm Actual speed value
Display level
Description
Area and unit
Page 175 of 179

4. List of level 1 measuring points and parameters
2000 Speed
Level: 1 Speeds
Area: 0.0 ... 4000.0 rpm Actual speed value
2009 SpeedCamIndex
Level: 1 Speeds
Area: 0.0 ... 4000.0 rpm Actual speed value from camshaft sensor
2031 SpeedSetp
Level: 1 Set speed
Area: 0...4000 rpm Determined set speed value with P-degree
2033 SpeedSetpSelect
Level: 1 Set speed
Area: 0...4000 rpm via travel pedal, switch (e.g. idle speed) or via set
speed value specified by the CAN-protocol
2185 Power
Level: 1 Output
Area: -3000.0 ... 3000.0 kW Current engine output
2186 TorqueRelDynIntern
Level: 1 Torque
Area: -100.0 ... 100.0 % Maximum torque in relation to the restricted maximum
injection amount
2252 StartFuelQuantity
Level: 1 Start injection amount
Area: 0.0 ... 500.0 mm³/str temperature-corrected flow rate specification from the
engine start DBR-engine characteristics
2310 DeliveryBegin
Level: 1 Delivery begin
Area: -50.00 ... 100.00 °BTDC Effective delivery begin
2346 Consumption
Level: 1 Injection amount
Area: 0.00 ... 655.35 l/h display of the fuel consumption
2350 FuelQuantity
Level: 1 Injection amount
Area: 0.0 ... 500.0 mm³/str actual injection amount
2660 TorqueLimitActive
Level: 1 Injection amount restriction
Area: 0...1 Display that torque-dependent injection amount
restriction is active
2663 RelBoostLimitActive
Area: 0...1 Display that boost pressure-dependent injection
amount description is active
2664 CRGovEcyLimitActive CR
Area: 0...1 Actual restriction is resulted via high-pressure
regulation emergency operation
2680 CoolantTempRedActive
Level: 1 Injection amount reduction
Area: 0...1 Display that coolant temperature-dependent injection
amount reduction is active
2681 ChAirTempRedActive
Level: 1 Inspection amount reduction
Area: 0...1 Charge air temperature-dependent injection amount
reduction is active
2682 FuelTempRedActive
Area: 0...1 Display that fuel temperature-dependent injection
Page 176 of 179

2683 AmbPressRedActive
Area: 0...1 Display that ambient pressure-dependent injection
2684 IntCoTempRedActive
Area: 0...1 Injection amount reduction due to higher charge-air
cooler temperature is active
2685 WaterInFuelRedActive
Area: 0...1 Injection amount reduction as a result of water in the
fuel is active
2900 Accelerator1
Level: 1 Travel pedal
Area: 0.0 ... 100.0 % Effective standardised travel pedal parameter 1
2901 Accelerator2
Level: 1 Travel pedal
Area: 0.0 ... 100.0 % Effective standardised travel pedal parameter 2
2902 CoolantLevel
Level: 1 Sensor values
Area: 0.0 ... 100.0 % Display of the coolant level
2906 Egr1Position
Area: 0.0 ... 100.0 % Position of AGR1-flap
2907 Egr2Position
Area: 0.0 ... 100.0 % Position of AGR2-flap
2908 AirFilterPressure2
Area: -80...0 mbar Actual value of the air filter underpressure
2909 BoostPressure
Area: 0.00 ... 5.00 bar Actual value of the boost pressure
2910 OilPressure
Area: 0.00 ... 10.00 bar Actual value of the oil pressure
2911 FuelPressure
Area: 0.00 ... 10.00 bar Actual value of the fuel pressure
2912 AirFilterPressure1
Area: -80...0 mbar Actual value of the air filter underpressure
2913 RailPressure1 CR
Area: 0.0 ... 2000.0 bar Actual value of rail pressure sensor 1
2914 RailPressure2 CR
Area: 0.0 ... 2000.0 bar Actual value of rail pressure sensor 2
2915 AmbientPressure
Area: 0...2000 mbar Actual value of the ambient air pressure
2916 AirFilterSwitch2
Area: -80...0 mbar Actual value of air filter underpressure sensor 2
2917 AirFilterSwitch1
Area: -80...0 mbar Actual value of air filter underpressure sensor 1
2918 WaterInFuelVolt
Level: 1 Water sensor
Area: 0.000 ... 5.000 V Actual tension value of the water sensor
2919 InterCoolerTemp
Page 177 of 179

Area: -100.0 ... 150.0 °C Actual temperature value of the charge air after the
intercooler
2920 HydraulicOilTemp
Area: -100.0 ... 150.0 °C Actual value of the hydraulic oil temperature
2921 FuelTemp
Area: -100.0 ... 150.0 °C Actual value of the fuel temperature
2922 ChargeAirTemp
Area: -100.0 ... 150.0 °C Actual value of the charge air temperature
2923 CoolantTemp
Area: -100.0 ... 150.0 °C Actual value of the coolant temperature
2930 BoostPressRelative
Area: 0.00 ... 5.00 bar Actaul value of the relative boost pressure (boost
pressure in relation to the ambient boost pressure)
2932 AirFilterPressureMin
Area: -80...0 mbar The smallest value of both air filter underpressure
sensors
3364 FSUFlameGlowPlug1
Level: 1 Flame glow plug
Area: 0...1 Activation of the flame glow plug 1 (allocation of digital
output)
3365 FSUFlameGlowPlug2
Area: 0...1 Activation of flame glow plug 2 (allocation of digital
output)
3367 FSUMagneticValve
Area: 0...1 Activation of the solenoid valve (allocation of digital
output)
3368 FSUStarter
Area: 0...1 Activation of the starter solenoid valve (allocation of
digital output)
3592 WaterInFuel
Level: 1 Water sensor
Area: 0...1 Display if water is detected in the fuel
3600 PowerSupply
Level: 1 Supply voltage
Area: 0.00 ... 55.00 V Actual value of the supply voltage for the power
electronics
3705 IgnitionOn
Level: 1 Ignition
Area: 0...1 Actual binary value at terminal 15 (ignition)
3850 LMBSPFNumber
Level: 1 LMB version management
Area: 0...99 Specification number (SPF)
3863 LMBSoftwareRelease
Level: 1 LMB version management
Area: 0.0...4999.9 Release-level of software
3914 FlangeOn1
Level: 1 Heater flange system
Area: 0...1 Display that heater flange Unit 1 is switched on
3915 FlangeOn2
Level: 1 Heater flange system
Area: 0...1 Display that heater flange Unit 2 is switched on
Page 178 of 179

22000 CR_PressSetpoint CR
Level: 1 Rail pressure set value
Area: 0.0 ... 2000.0 bar Effective rail pressure set value after the ramp
22017 CR_EcyModeOn CR
High-pressure regulation
Level: 1 Display that high-pressure regulation-emergency
Area: 0...1 operation is active
22330 PreInjectionActive CR
Level: 1 Pre-injection
Area: 0...1 Display that pre-injection is active
22331 PostInjectionActive CR
Level: 1 Post-injection
Area: 0...1 Display that post-injection is active
22332 PrepreInjectionActive CR
Level: 1 Pre-pre-injection
Area: 0...1 Display that pre-pre-injection is active
4060 CompressTestOn
Level: 1 Engine diagnosis function switch
Area: 0...1 Activation of the engine compression test
4280 BleedingPCOn PLD
Level: 1 Engine diagnosis function switch
Area: 0...1 Activation of the engine ventilation
Page 179 of 179

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Diesel engine

Uwe Wolf 2007

It is prerequisite that these tasks are performed by trained, specialist personnel.

Modification rights remain reserved LIEBHERR MACHINES BULLE SA

Issued: 30.09.2006 Order no. 10301429

1. Product description ...........................................................................................................................6

2. Description of basic engine...........................................................................................................17

2.2 Crankcase breather..............................................................................................................................................................29

4. Lube oil circuit...................................................................................................................................34

4.3 Oil filter......................................................................................................................................................................................36

6. Suction side .......................................................................................................................................47

6.3 Heater flange...........................................................................................................................................................................49

7. Exhaust side ......................................................................................................................................50

7.3 Engine brake...........................................................................................................................................................................52

7.4 Description of the auxiliary brake system (ZBS).........................................................................................................53

8. Description of the electronic injection system.........................................................................54

9 Description of the mechanical injection system......................................................................62

9.4 Fuel pump ZP 18.5................................................................................................................................................................66

9.7 Draining the upper fuel duct..............................................................................................................................................71

14 Mechanical fault list....................................................................................................................... 109

15 Electronic fault list......................................................................................................................... 126

16 Description of level 1 Parameters and measuring points .................................................. 174

Components of the diesel engine / as viewed from the left

1. Charge air pipe 7. Water pump 13. Exhaust pipe

1. Transportation device 7. Flywheel housing 13. Generator

Injection system PLD (pump, line, nozzle)

Electronic diesel engine regulation

1.3 Special equipment for diesel engine

Diesel engine brake and auxiliary brake system

Diesel engine identification plate

Engine serial number

2004 03 0001 Engine - serial number

2004 Year of manufacture

Firing Cylinder number

Rotational direction of the engine looking

Cylinder classification and rotational

A = Exhaust valve E = Intake valve

1.5 Technical data, adjustment values and test values

Quantity of coolant (without cooling system) 15 20 Litres

Oil pump and oil circuit

Bushing protrusion 0,05 0.10 0,05 0.10 mm

Valve clearance intake (cold) 0,3 0,3 mm

Boost pressure See technical data sheet

Screws for rocker arm support 65Nm

Screw for idler mass Torque 27 Nm

Injection valve mounting bracket 50Nm

Injection lines On same side as pump 25 to 40Nm

Fastening screws pump element 60Nm

Surface finish: screw Mn or phosphated, unlubricated or oiled µm, overall. = 0.14

Standard metric 8.8 10.9 12.9 Standard 8.8 10.9 12.9

Standard metric 8.8 10.9 12.9 Standard 8.8 10.9 12.9

Monotherm piston ( steel )

Piston cooling nozzle

Installing and removing the pistons and connecting rods:

Connecting rod length

Tightening specification for connecting rod bolts:

2.1.1 Connecting rod D 934 L / S D 936 L

Delicate surfaces at connecting points.