LARGE ADT’s MK III

ENGINE
OM 501 LA

Issue: 3
(April 2004)

Technical Training Documentation

BELL EQUIPMENT COMPANY

Richards Bay
Chapter 5 ENGINE LARGE D-SERIES MK III
THEORY OF OPERATION

1 2 3 4 5 6 7 8 9 10

10

14 11

13 12

16 15

1. Final Fuel Filter.

2. Oil Filter.
3. Engine Exhaust Valve Rocker Arm.
4. Engine Intake Valve Rocker Arm.
5. Engine Exhaust Valve Brake.
6. Fuel Delivery Nozzle.
7. Electronic Unit Pump.
8. Intake Manifold.
9. Turbo Charger
10. Camshaft
11. Starter Motor.
12. Crankshaft.
13. Alternator.
14. Fuel Pump.
15. Flywheel.
16. Oil Pump.

The engine is liquid cooled, 90° V-6 cylinder. The cast iron block is one piece and each cylinder
has a separate cylinder head. It has overhead valves, 4 per cylinder, two intake valves and two
exhaust valves. Roller cam followers ride on the camshaft which move the push rods that open
and close the valves. The Unit pumps also ride on the camshaft which send pressurized fuel
through a solenoid to the fuel pipe to the fuel delivery nozzles, which are located directly over
the top of the piston. The unit pumps are electronically controlled by the MR (Motor Regulator)
or PLD controller, a crankshaft position sensor, camshaft position sensor and unit pump
solenoids.

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Chapter 5 ENGINE LARGE D-SERIES MK III
FUEL SYSTEM

7.1 8.1 9.1 10.1 11.1 12.1

7 8 9 10 11 12

6
13
4.2
4
5 4.1

5.1
ENGINE

2 1.1

14
1

TR000475

1. Fuel Tank 1.1. Fuel Cap with intergrated check valves

2. Racor Filter (Primary) 3. Fuel Pump

4. Fuel Filter (Secondary) 4.1. Filter Drain Valve (Open when loosened)

4.2. Orifice 5. Cold Start Solenoid

5.1. Cold Start Glow Plug 6. Fuel Temperature Sensor

7 Unit Pump cylinder 1 7.1. Injector cylinder 1

8 Unit Pump cylinder 2 8.1. Injector cylinder 2

9 Unit Pump cylinder 3 9.1. Injector cylinder 3

10 Unit Pump cylinder 4 10.1. Injector cylinder 4

11 Unit Pump cylinder 5 11.1. Injector cylinder 5

12 Unit Pump cylinder 6 12.1. Injector cylinder 6

13. Fuel pressure relief valve 4.5 Bar (65 psi) 14 Heat exchanger

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Chapter 5 ENGINE LARGE D-SERIES MK III
ELECTRONIC UNIT PUMP - FUEL INJECTION

TR000481

The Unit Pump system is designed to precisely control:

• The start of injection,
• An accurate delivery of a calculated amount of fuel.
• A sharp end of injection.

The fuel system consists of four sub-systems;

• Low Pressure Supply System,
• High Pressure System - Unit Injectors,
• Fuel Delivery Nozzles,
• Control System.

The Unit Pump system has these notable features:

• Precision control of timing and fuel delivery,
• Field proven reliability,
• Electronic control of each cylinder,
• One unit injector per cylinder,
• High injection pressures,
• Low emissions,
• Compact design,
• Eliminates injection pump,
• No injection timing adjustment required

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Chapter 5 ENGINE LARGE D-SERIES MK III
FUEL DELIVERY
Suction Stage
1 2
4 3
5

12

11 6
7

10
8

13 RETURN FUEL
9 14 LOW PRESSURE
40D3001CFM

1. Fuel Delivery Nozzle.

2. Connector Pipe.
3. Unit Pump.
4. Valve.
5. Solenoid.
6. Supply Gallery in Crankcase.
7. High Pressure Chamber.
8. Pump Plunger.
9. Engine Camshaft.
10. Pressure Relief Chamber.
11. Return Flow Gallery in Crankcase.
12. Bleed-Off Chamber.
13. Return Fuel.
14. Low Pressure.

The Unit Pump (3) ride on individual lobes on the engine camshaft (9). There is one Unit Pump
per cylinder. The Unit Pumps are mounted in the block of the engine under the intake manifold.
There are passages in the block that route fuel to and from the Unit Pumps. The fuel delivery
nozzles (1) are located in the cylinder head and are positioned directly above the pistons. A
connector pipe (2) is used to direct fuel from theUnit Pump to the injector nozzles. Internal pas-
sages in the cylinder heads allow excess fuel from the nozzles to be bled off. A solenoid (5)
controls the fuel metering valve (4). During the suction stage, the pump plunger (8) moves
down. As a result of the constant fuel excess pressure of approximately 600kPa (6 bar) (87
psi) in the fuel low pressure circuit, the high pressure chamber (7) of the unit pump is fitted with
fuel through the supply gallery (6)

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Chapter 5 ENGINE LARGE D-SERIES MK III
Pre-Delivery Stage

1 2
4 3
5

12

11 6
7

10
8

13 RETURN FUEL
14 LOW PRESSURE
9
40D3002CFM

1. Fuel Delivery Nozzle.

2. Connector Pipe.
3. Unit Pump.
4. Valve.
5. Solenoid.
6. Supply Gallery in Crankcase.
7. High Pressure Chamber.
8. Pump Plunger.
9. Engine Camshaft.
10. Pressure Relief Chamber.
11. Return Flow Gallery in Crankcase.
12. Bleed-Off Chamber.
13. Return Fuel.
14. Low Pressure.

During the pre-delivery stage, the pump plunger (8) moves up. As the valve (4) is not yet
closed, the fuel is first forced into the pressure relief chamber (10), then into the return gal-
lery(11).

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Chapter 5 ENGINE LARGE D-SERIES MK III
Delivery Stage

1 2
4 3
5

12

11 6
7

10
8
13 RETURN FUEL
14 LOW PRESSURE
15 HIGH PRESSURE
9 40D3003CFM

1. Fuel Delivery Nozzle.

2. Connector Pipe.
3. Unit Pump.
4. Valve.
5. Solenoid.
6. Supply Gallery in Crankcase.
7. High Pressure Chamber.
8. Pump Plunger.
9. Engine Camshaft.
10. Pressure Relief Chamber.
11. Return Flow Gallery in Crankcase.
12. Bleed-Off Chamber.
13. Return Fuel.
14. Low Pressure.
15. High Pressure.

As soon as the valve (4) is closed while the pump plunger (8) is moving towards its top dead
centre, the unit pump is in the delivery stroke. Fuel injection into the combustion chamber takes
place in the delivery stage. During this stage the fuel pressure in the high pressure chamber
(7) rises to a pressure approximately 160 000 kPa (1600 bar) (23 206 psi).

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Chapter 5 ENGINE LARGE D-SERIES MK III
Residual Stage

1 2
4 3
5

12

11 6
7

10
8

13 RETURN FUEL

14 LOW PRESSURE

9
40D3004CFM

1. Fuel Delivery Nozzle.

2. Connector Pipe.
3. Unit Pump.
4. Valve.
5. Solenoid.
6. Supply Gallery in Crankcase.
7. High Pressure Chamber.
8. Pump Plunger.
9. Engine Camshaft.
10. Pressure Relief Chamber.
11. Return Flow Gallery in Crankcase.
12. Bleed-Off Chamber.
13. Return Fuel.
14. Low Pressure.

After the valve (4) has opened (end of delivery), The fuel pressure in the high pressure cham-
ber (7) is collapsing. The remaining fuel delivery by
the pump plunger (8) up to the apex of the camshaft (9), is again forced into the pressure relief
chamber (10) and the return flow gallery (11).
The pressure relief chamber serves as an expansion chamber for the pressure peaks of the
unit pump in the residual stage. This prevents the pressure ratio of the adjacent unit pumps
being affected through the return flow gallery.

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Chapter 5 ENGINE LARGE D-SERIES MK III
CHARGE AIR SYSTEM

An entirely new concept has been developed for the charge air ducting of the 500 Series En-
gine. A compact charge air housing, in single unit format for the V6-engine with combined or
separate cold and hot air pipes is screwed centrally to the crankcase by means of clamps with
vertical bolts. This arrangement makes the housing easy to remove and install. The charge air
housing is elastically isolated from the individual cylinder heads by means of elastomer seals,
thereby reducing noise and compensating the tolerances and differing thermal expansion
rates.The V6-engines has one turbocharger.The turbine and compressor are designed for
rapid and dynamic torque build up even at low engine speeds, with ample torque response be-
tween 1000 and 1500 rpm

TR000478

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Chapter 5 ENGINE LARGE D-SERIES MK III
ELECTRONIC CONTROL
PLD

TR000479

The MR (Motor Regulator) or also known as the PLD is mounted on the right HAND side of the
engine and is the heart of the Electronic control.The PLD has a small Heat Exchanger mounted
on the side of it to cool the unit. Diesel Oil from the tank in vented through this cooler.

The PLD permanently receives all relevant engine data from the numerous sensors on the en-
gine which include crankshaft sensor, camshaft sensor,charge air pressure sensor ,
atmospheric sensor,fuel temperature sensor etc.The information recieved from these sensors
is used to manage the ideal time of fuel injection and quantity, in respect to engine operating
and external factors.

Effective protection of engine from overloading can also be achieved.

Warning signals or critical states (oil pressure, coolant temperature, engine speed etc.) can
also be achieved by activating certain parameters.

The PLD has two Connectors:

55 PIN CONNECTOR

This connector connects all the sensors and solenoids on the engine to the electronic control
unit (PLD).

16 PIN CONNECTOR

The 16 Pin connector connects the ADM or ECU in the cab to the PLD via a Mercedes Benz
Data cable (CAN BUS)
Battery positive,Ignition positive,Ground,Starter input and Outputs are also connected to this
connector.

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Chapter 5 ENGINE LARGE D-SERIES MK III
ELECTRICAL SCHEMATIC

B16
2 BK/ YL 0.5 N3-1

1 BR/ YL 0.5
PLD
N3-20
B15
2 BR/ VL 0.5 N3-19
ENGINE
1 BK/ VL 0.5 N3-2
CONTROL
2 WH/ YL 0.5
UNIT
N3-3
B65
1 RD/ YL 0.5 N3-34
2 BR/ WH 0.5 N3-15
B11
1 GY/ BR 0.5 N3-39
N3-4

N3-5
B90 3 GN 0.5 N3-7
1 BL 0.5 N3-22

4 VL 0.5 N3-29
TEMP
2 BR/ BK 0.5 N3-48

B12 1 GN/ BL 0.5 N3-32

2 GR/ YL 0.5 N3-10 X106

BR/ GY 0.5 MR-1
3 N3-6
MR-3
N3-8
MR-4
2 YL 0.5 N3-49
B14 MR-2
1 WH 0.5 N3-33
MR-9
2 BL/ WH 0.5 N3-30
START MR-11
1 RD/ BK 0.5
S10
MR-15
RD/ WH 0.5 N3-35
2
STOP N3-11
V6 S11
1
N3-12
MR-6

GY/ BK 1.5
MR-8
N3-54
Y9 4 1 Y6 MR-12
GY/ WH 1.5 N3-53
WH/ RD 1.5 MR-13
N3-47

Y10 Y7 N3-16
5 2
GY/ BL1.5 N3-44
RD/ BL 1.5 N3-9
Y11 6 3 Y8 WH/ BL 1.5

GY/ YL 1.5 N3-45

N3-14

N3-17

N3-18
N3-21

LEGEND
N3-24
UNIT DESCRIPTION
N3-26
B11 OIL TEMPERATURE SENSOR
N3-27
B12 OIL PRESSURE SENSOR
N3-28
B14
CAM SHAFT SENSOR N3-31
B15
B16 CRANK SHAFT SENSOR N3-36

B65 COOLANT TEMPERATURE SENSOR

B90 CHARGE AIR PRESSURE AND TEMPERATURE SENSOR N3-40

S10 START BUTTON N3-41

S11 STOP BUTTON N3-42
Y6 UNIT PUMP SOLENOID CYLINDER 1 N3-43
Y7 UNIT PUMP SOLENOID CYLINDER 2 N3-46
Y8 UNIT PUMP SOLENOID CYLINDER 3 N3-50
Y9 UNIT PUMP SOLENOID CYLINDER 4 N3-51
Y10 UNIT PUMP SOLENOID CYLINDER 5
N3-52
Y11 UNIT PUMP SOLENOID CYLINDER 6
N3-55

TR000476

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Chapter 5 ENGINE LARGE D-SERIES MK III

REMOVE PAGE AND

INSERT PLD SCHEMATIC
TR001094

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Chapter 5 ENGINE LARGE D-SERIES MK III
COLD START OPERATION

2
3

1. Glow Plug.
2. Solenoid.
3. Cold Start Jet.

The cold start system operates only when the engine coolant temperature is below 15° C
(59° F). When the key switch is tuned to the “ON” the position, the glow plug (1) begins to heat
up and the indicator light on the dash will light up. Light will stay on and the glow plug will con-
tinue to heat up for approximately twenty seconds.
When the key switch is turned to the START position, the solenoid (2) is energized, allowing
fuel to flow to the cold start jet (3). The fuel from the jet is sprayed on the glow plug causing
the fuel to atomize. The atomized air/fuel mixture is directed to the cylinders by the incoming
air through the intake manifold.

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Chapter 5 ENGINE LARGE D-SERIES MK III

ENGINE MALFUNCTIONS
Table 1:

Symptom Problem Solution

Starter motor turns engine too Batteries under charged Recharge or replace batteries.
slowly
Poor engine ground connection. Repair, clean or secure
connections.

Loose or dirty battery terminals. Clean and tighten battery

terminals.

Worn starter motor. Perform starter load test.

Hydraulic Cut Off Solenoid Check if brakes are chargring

Valve. while cranking.Check for
hydraulic pressure on ML1 while
cranking, If a pressure is visible
replace solenoid.

Hard starting when cold Defective cold start aid. See previous page.

Incorrect valve clearance. Adjust valve clearance .

Compression too low. Test compression.

Engine turns but does not start Insufficient fuel in fuel tank. Fill tank and bleed system.

Compression too low. Test compression.

Low fuel pump pressure. Test fuel pump pressure.

Engine stops soon after starting Insufficient fuel in fuel tank. Fill tank and bleed system.

Air in fuel system. Bleed system, check and repair

air entry.

Blocked fuel filters. Replace fuel filters.

Low fuel pump pressure. Test fuel pump pressure

Check fault codes.

Engine misfires Incorrect valve clearance. Adjust valve clearance.

Compression too low. Test compression.

Low fuel pump pressure. Test fuel pump pressure

Low engine oil pressure Incorrect grade of oil. Change oil.

Low pump output. Test oil pump pressure.

Pressure relief valve stuck. Install new pressure relief valve

Engine bearings worn. Remove, inspect and repair.

Abnormal oil consumption Crankcase breather or line Inspect and repair.

blocked.

Valve stem seals worn Replace valve stem seals.

Valve guides worn. Replace valve guides.

Piston rings worn; cylinders Test compression

scored.

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Chapter 5 ENGINE LARGE D-SERIES MK III
Table 1:

Symptom Problem Solution

Excessive vibration at any Worn or broken engine Inspect, repair or replace.

speed. mountings.

Drive shaft out off balance. Balance or replace.

Black smoke from exhaust. Inlet system restricted. Service and repair inlet system.

Incorrect grade of fuel. Reset valve clearance.

Worn fuel delivery nozzles. Replace fuel delivery nozzles

White smoke from exhaust. Engine running too cold. Check that thermostats are not
stuck open.

Worn fuel delivery nozzles. Replace fuel delivery nozzles

Pistons, rings or liners scored. Test compression.

Check cylinder head gasket.

Coolant entering cylinder bores. Replace cylinder head gasket.

Cold start solenoid defective. Test solenoid.

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Chapter 5 ENGINE LARGE D-SERIES MK III
ENGINE ADJUSTMENTS
DISPLAY MENU TACHOMETER

bell 4206d

0N
712 n/min

2314

27.7 volts

GD1029CFM

The tachometer on the Menu Display Unit is accurate for test work.

SLOW AND FAST IDLE ADJUSTMENT

There is no slow or fast idle adjustment. If slow or fast idle is not within specification, check for
an engine mechanical problem or an electrical failure.

Slow Idle Speed RPM’s - - - - - - - - - - - - - - - - 600 ± 20

Fast Idle Speed RPM’s- - - - - - - - - - - - - - - - 2240 ± 20

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Chapter 5 ENGINE LARGE D-SERIES MK III
VALVE CLEARANCE ADJUSTMENT

To prevent accidental starting of the engine while performing valve adjustments, always turn battery
disconnect switch to “OFF”

NOTE:Check and adjust valve clearance only when engine is COLD.

Remove rocker arm cover.

Install cranking device DC280088.

There is 37 slots (1) machined in the flywheel. One slot has a dimple in it. This is the TDC tim-
ing mark. Turn engine in the direction of rotation until TDC timing mark (2) on flywheel lines up
in centre of the window in timing case.

Note: All valves can be adjusted in two crankshaft positions.

Rocker arms and push rods for number one cylinder should be loose. If not, rotate engine 360°.
Engine must be at TDC on the compression stroke for number one cylinder.

Note: When adjusting valve clearance, the bolt on the valve bridge should on no account be loosened.

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Chapter 5 ENGINE LARGE D-SERIES MK III
Measure the valve clearance between the rocker arm and the valve bridge with a feeler gauge.

4
1

5
2

6
3

With number one cylinder on TDC, Check the valve clearance on cylinder one - intake and ex-
haust, cylinder two - exhaust, cylinder three - intake, cylinder four - exhaust and cylinder six -
intake. Crank engine until cylinder five is on TDC (cylinder one valve overlap):
Check valve clearance on cylinder two - intake, cylinder three - exhaust, cylinder four - intake,
cylinder five - intake and exhaust and cylinder six - exhaust.

Intake Valve Clearance - - - - - - - - -0.40 mm (0.016in.)

Exhaust Valve Clearance - - - - - - - -0.60 mm (0.024in.)
Locknut tightening torque - - - - - - - - - - 50Nm (37 lb-ft)

To adjust clearance: Loosen locknut (1) and turn adjusting screw (2) in or out depending on
gap to big or small. Tighten locknut to specification while holding adjusting screw in position.
Adjust valves in same order used for checking. Check clearance again after tightening locknut.

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Chapter 5 ENGINE LARGE D-SERIES MK III
EXHAUST BRAKE ADJUSTMENT

With engine off, check the clearance between the control arm (1) and the stop (2). In the brake
valve “OFF” position, the control arm should be resting on the stop.
Disconnect the air line (3) from the cylinder. Connect a regulated air supply line to the cylinder.
Regulate air pressure so pressure is approximately 740 - 810 kPa (7.4 - 8.1 bar) (107 - 117
psi).

2 3

1
4

Check control arm (1) to stop (2) clearance. The control arm must not rest on the stop. There
must be slight clearance between the control arm and stop to ensure that exhaust brake is fully
closed.
If adjustment is needed, loosen locknut (3), remove clip (4) and disconnect cylinder from
control arm. Turn rod end (5) for adjustment.

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Chapter 5 ENGINE LARGE D-SERIES MK III

ENGINE TESTS
CYLINDER COMPRESSION TEST
Note: Compression pressures are affected by the cranking speed of the engine. Before beginning the
test, ensure that the batteries are fully charged and the starter motor is in a good working condition.

Remove fuel delivery nozzle from cylinder being tested.

Install compression tester adapter (1) into cylinder head.

Install holddown clamp (2) using an M10 x 1.5 x 70 mm long cap screw (3).
Install compression tester to adapter.

Engine must not be started with fuel line from the unit pump disconnected. Remove the F16 ECU Power
Relay fuse to prevent engine from starting.Remove the F16 ECU/EUI Power Relay Fuse.

Crank engine approximately ten seconds. Record readings and compare to specification.
Engine Compression Pressure - - - - - - - - - - - - - - - - -
- - - - - - - - - - - - - - - - - - - - 2800kPa (28 bar) (406 psi)
Permissible Difference Between Cylinders - - - - - - - - -
- - - - - - - - - - - - - - - - - - - - - - -400kPa (4 bar) (58psi).

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Chapter 5 ENGINE LARGE D-SERIES MK III
FUEL PUMP PRESSURE TEST
Specification
Pressure At Slow Idle210 -300 kPa (2.1 - 3 bar) (30 - 44psi).
Pressure At Fast Idle500 - 600kPa (5 - 6 bar) (73 - 87psi).

Essential Tools
Parker No. 34982-16-6: Banjo Union.
Parker No. 0502-12-12: 1 1/16 - 12M x 3/4 - 14NPT F Adapter.
Parker No. 3/4 x 1/2 PTR: 3/4 - 14 NPT M x 1/2 - 14 NPT F Pipe Thread Reducer.
Parker No. 1/2 x 3/8 PTR: 1/2 - 14 NPT M x 3/8 - 18 NPT F Pipe Thread Reducer.
Parker No. 30182-6-6: 3/8 - 18 NPT M x 3/8 Barb Fitting.

Service Equipment And Tools

Hydraulic Tester.
0.5 to 15 GPM Lt. Flow Meter.

5 4 3

1
1

40D3005CFM

Connect banjo union fittings (1) to fuel pump outlet port and fuel filter inlet.

Connect fittings (2 - 5) to flow meter and flow meter to hydraulic tester.

Run engine at slow idle and measure fuel pump pressure. Compare to specification.

Run engine at fast idle and compare to specification.

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Chapter 5 ENGINE LARGE D-SERIES MK III
OIL PUMP PRESSURE TEST
Specification
Engine Oil Pressure at Slow Idle - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 50kPa (0.5 bar) (7.3psi).
Engine Oil Pressure at Fast Idle - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 250 kPa (2.5 bar) (36.3psi).

Essential Tools
Parker No. 8M16F80MX: M 16 x 1.5 M x 3/4 - 16 M 37° Adapter.
3/4 - 16 M 37° x 3/4 - 16 F 37° Sw 90° Elbow.
7/16 - 20 M 37° x 3/4 - 16 F 37° Reducer.

Service equipment and tools

413 kPa (4.1 bar) (60psi) Gauge.

1
2

40D3006CFM

Remove engine oil pressure sensor.

Install adapter (1), elbow (2) and reducer (3) to engine and connect gauges to fittings.
Note:To achieve an accurate oil pressure reading, warm engine to 105° C (220° F).

Run engine at slow idle. Compare reading to specification.

Run engine at fast idle. Compare reading to specification.

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