Actros MPII-Basic Training

Truck • Complete Vehicle
ACTROS • Models 930-934
Basic Training
As at 07/03
Truck • Complete Vehicle <> ACTROS •

Models 930-934 • Basic Training
This document is intended solely for use in training and is not subject to regular updating.
Printed in Germany Note:

ã 2003 Copyright DaimlerChrysler AG The term »employees« does not imply any preference of
gender and incorporated male and refers to maler and
Publisher: Global Training female employees alike.
This document with all its sections is protected under the laws of copyright. Its use for any purpose whatsoever
requires the prior written consent of DaimlerChrysler AG. This applies in particular to its reproduction, distribution,
modification, translation, recording on microfilm or storage and/or processing in electronic systems, including
databases and on-line services.
1511 1286 02 - 1st edition 07.03 222 As at 07/03

Contents 28.08.2003
Title Page
Preface .....................................................................................................................................................................................................................................................1
Procedure.................................................................................................................................................................................................................................................2
Learning Goals Tour of Vehicle/Cab........................................................................................................................................................................................................3
Tour of vehicle..........................................................................................................................................................................................................................................4
Electrical System Learning Goals ..........................................................................................................................................................................................................19
Electrics .................................................................................................................................................................................................................................................20
Power Distributor ...................................................................................................................................................................................................................................21
Jump Starting .........................................................................................................................................................................................................................................22
German Hazardous Goods Road Transport Regulations (GGVS) Functions Battery Disconnect Switch (BTS) .....................................................................................23
Vehicle Networking Basics.....................................................................................................................................................................................................................24
Virtual Control Units, Integrated Functions ...........................................................................................................................................................................................30
Base Module (GM)..................................................................................................................................................................................................................................32
Base Module Function ...........................................................................................................................................................................................................................34
Relays and Fuses ...................................................................................................................................................................................................................................35
Central Data Memory (ZDS) in Base Module .........................................................................................................................................................................................37
Trailer Socket.........................................................................................................................................................................................................................................38
Circuit Diagrams ....................................................................................................................................................................................................................................40
Front Module (FM) and Rear Module (HM) ............................................................................................................................................................................................42
08/03 Truck • Complete Vehicle <> ACTROS • Models 930-934 • Basic Training
Contents I 1
Front and Rear Module Functions..........................................................................................................................................................................................................44
Base (GM), Front (FM) and Rear Module (HM).......................................................................................................................................................................................45
Instrument Cluster .................................................................................................................................................................................................................................46
Sound Module – Instrument Cluster 2002 ............................................................................................................................................................................................49
Driver Information System.....................................................................................................................................................................................................................50
Multifunction Steering Wheel.................................................................................................................................................................................................................52
Star Diagnosis (DAS)..............................................................................................................................................................................................................................56
Practice <> Instrument Cluster and On-Board Diagnosis ......................................................................................................................................................................60
Modular Switch Panel (MSF) - Design....................................................................................................................................................................................................69
Modular Switch Panel – Components....................................................................................................................................................................................................71
Modular Switch Panel Switch NEW........................................................................................................................................................................................................72
Modular Switch Panel and Lighting........................................................................................................................................................................................................74
Retrofitting of Load and Signal Switches NEW ......................................................................................................................................................................................75
Xenon Headlamps - Design and Function NEW .....................................................................................................................................................................................77
Gas Discharge Lamp - Design and Function ..........................................................................................................................................................................................79
Practical <> Modular Switch Panel and Lighting....................................................................................................................................................................................81
Current Pickoff.......................................................................................................................................................................................................................................86
Connector X7 on Base Module ..............................................................................................................................................................................................................87
Retrofitting Radio ...................................................................................................................................................................................................................................88
Retrofitting Telephone ...........................................................................................................................................................................................................................89
Retrofitting Work Lamp..........................................................................................................................................................................................................................90
Retrofitting Position Lamps ...................................................................................................................................................................................................................91
Contents I 2
Learning Goals <> Power Train ..............................................................................................................................................................................................................92
Engine: Model Series 500 ......................................................................................................................................................................................................................93
Model Series 500 Technical Features ...................................................................................................................................................................................................95
Technical Data for Model Series 500 in ACTROS, Models 930-934......................................................................................................................................................96
Performance Graph in ACTROS, Models 930-934.................................................................................................................................................................................97
Engine: oil circuit....................................................................................................................................................................................................................................98
Engine Sealing Front and Rear Crankshaft on Model Series 500....................................................................................................................................................... 102
ACTROS Cooling System, Models 930-934 ........................................................................................................................................................................................ 103
Checking Cooling System Tightness................................................................................................................................................................................................... 104
Engine: Valve Setting .......................................................................................................................................................................................................................... 106
Setting Valve Clearance Model Series 500 ........................................................................................................................................................................................ 107
Engine: Engine Brake .......................................................................................................................................................................................................................... 110
Pump Line Nozzle InjectIon System.................................................................................................................................................................................................... 113
Unit Pump: Designation and Delivery Phases..................................................................................................................................................................................... 114
PLD Injection Control.......................................................................................................................................................................................................................... 115
Fuel Circuit.......................................................................................................................................................................................................................................... 121
Fuel Prefilter with Heated Water Separator, Code K81 ...................................................................................................................................................................... 125
Telligent Engine System; ACTROS Models 930-934........................................................................................................................................................................... 126
System Distribution for Telligent Engine System; Exercise ................................................................................................................................................................ 127
Operating Modes on Control Lever for Engine Control / Permanent Brake Control......................................................................................................................... 128
Driving Systems Control Concept, ACTROS Models 930-934............................................................................................................................................................ 130
FR Driving Function Operating Modes, ACTROS Models 930-934 ..................................................................................................................................................... 131
Contents I 3
Practice – Engine ................................................................................................................................................................................................................................ 132
Foot Throttle Actuator Teach In ACTROS, Models 930-934............................................................................................................................................................... 134
MR Actuation in DAS; Exercise ........................................................................................................................................................................................................... 135
Unit Pump Classification..................................................................................................................................................................................................................... 137
Telligent Maintenance System (WS) ................................................................................................................................................................................................... 139
Overview of Maintenance System (WS) Function Models 930-934 Actros MPII................................................................................................................................ 140
Individual and Combined Service........................................................................................................................................................................................................ 142
Individual Service 1............................................................................................................................................................................................................................. 143
Individual Service 2............................................................................................................................................................................................................................. 144
Combined Service............................................................................................................................................................................................................................... 145
Practical – Maintenance ..................................................................................................................................................................................................................... 146
TIPS - General ..................................................................................................................................................................................................................................... 151
Chassis: Steering, LS 6 BK, LS 8 BK ................................................................................................................................................................................................... 152
Clutches ACTROS, Models 930 - 934 ................................................................................................................................................................................................. 155
Transmission Overview ....................................................................................................................................................................................................................... 159
Telligent Gearshift System GSII Code GS7 ......................................................................................................................................................................................... 162
Telligent Automatic Gearshift System EASII Code GE2 ...................................................................................................................................................................... 167
Telligent Gearshift System II, Teach-in Process and Teach-in Faults GS II......................................................................................................................................... 171
Hydraulic-Pneumatic Gearshift System (HPS) Code GS3 ................................................................................................................................................................... 173
Practical: Transmission ....................................................................................................................................................................................................................... 177
Learning Objectives <> Towing Regulations ....................................................................................................................................................................................... 178
Chassis: Towing Regulations............................................................................................................................................................................................................... 179
Contents I 4
Telligent Level Control (NR): Advantages ........................................................................................................................................................................................... 181
Design of Level Control (NR)............................................................................................................................................................................................................... 182
2-Bellows-type Air Suspension ........................................................................................................................................................................................................... 185
Practice: Level Control NR Operating Module .................................................................................................................................................................................... 188
Practice: Axle Load Display................................................................................................................................................................................................................. 190
Disk Brake........................................................................................................................................................................................................................................... 192
Telligent BS Brake System.................................................................................................................................................................................................................. 197
Front Axle/Rear Axle Control Circuit.................................................................................................................................................................................................. 200
Control Circuit for Trailer Control ....................................................................................................................................................................................................... 201
Pneumatics Functional Plans .............................................................................................................................................................................................................. 202
Telligent Brake System (BS) - Redundancy......................................................................................................................................................................................... 204
Semitrailer Tractor Pressure Limiter................................................................................................................................................................................................... 205
Semitrailer Tractor Auxiliary Brake Valve ........................................................................................................................................................................................... 206
6 x 2 Brake pressure Control at Trailing Axle ..................................................................................................................................................................................... 208
Practice: Brake System....................................................................................................................................................................................................................... 209
Contents I 5
Contents I 6
Preface 28.08.2003
“A New Encounter with the ACTROS”

is the motto with which the ACTROS models 930-934 are being
introduced to the customers.
At the fore of the development of this vehicle was the intention to

launch a reliable and high-grade product into the market.
More and more requirements are being placed on a modern truck.

For this reason the model refinement for the ACTROS took the
increased demands of the drivers and companies into
consideration. Proven and tested technology served as the
development basis for ensuring continuous advance development
and implementation of numerous technical model refinement
measures.
On top of this, the ACTROS will be available with a brand new, driver-
oriented interior concept that has been developed and implemented
to fulfill the requirements in terms of comfort and safety.
GT00_10_0021_C75
The wide range of engines in the new ACTROS will be available as performance-enhanced versions – while retaining their economy.
Taken together all these advance developments contribute to providing a more economic, ergonomic and comfortable manner of dealing with the vehicle and, in
particular, they ensure one thing for certain on Europe’s roads:
a new way of experiencing long-distance haulage.
Preface 1
Procedure 28.08.2003
Day 1 Day 2 Day 3 Day 4
· Welcome · Instrument cluster · Engine · Telligent level control
· Tour of vehicle · Multifunction steering wheel · Practical: engine · Practical: Telligent level
control
· Cab/body · DAS introduction · Telligent maintenance system
· Telligent braking system
· Voltage supply · Practical: on-board diagnosis · Practical: Telligent
instrument maintenance system · Practical: Telligent
· Vehicle networking braking system
· Modular switch panel · Steering
· Base module · Final test
· Exterior lights · Clutch
· Trailer socket
· Practical: modular switch · Transmission
· Reading circuit diagrams panel, exterior lights
· Front/rear module · Retrofits
* The learning goals are described in the documentation before each sub-section. n
Procedure 2
Learning Goals Tour of Vehicle/Cab 28.08.2003
After completing this section you will be able to...
Vehicle tour:
· assign the most important control and equipment elements to their location in the cab.
· open the maintenance flap.
· determine the most essential components on the outside of the cab.
· locate the crash elements of the vehicle’s cab mounting.
· locate the installation sites of the transmission operating modules.
· assign the installation locations for the specified components on the chassis.
Cab:
· name model-refined Actros models.

· describe the task of the crash elements.
· name the equipment options on the cab with galley and video system.
· name the various co-driver seat variants.
· describe special features in removing/installing a door module.
Learning Goals Tour of Vehicle/Cab 3
Tour of vehicle 28.08.2003
Task m In order to gain an initial impression of the Actros MPII, start off with a tour of the vehicle. The tour is
divided up into 3 stations in accordance with the graphic. After approx. 30 min. a change of station
takes place.
Cab interior
Transmission/Chassis 3 2 Cab exterior
P00.00-1185-11
Tour of vehicle 4
Station 1 <> Cab interior
Task 1 m Draw in the installation locations of the stated components. Note down special features.
Lane Assistant Diagnosis socket
Base module with elect.

Steering wheel buttons
fuses
Switch for mirror

Shelves
adjustment
GT68_00_0028_C81
Bunks Modular switch panel
Tour of vehicle 5
Station 2 <> Cab exterior
Model plate Front cab mounting
Elect. connector
chassis/cab (FF) Cab rear wall
Maintenance flap lock Stowage compartments
Adaptive cruise control Headlamps
N00.00-2607-50
Tour of vehicle 6
Station 3 <> Transmission/chassis
Gate module
Sensor Split
Control unit for

transmission control
Gear module
Range module
N26.10-2066-06
Tour of vehicle 7
‫‪71_01‬‬ ‫‪11.02.98‬‬ ‫‪Tex71_01‬‬
‫ﻣﻜﺎن ﻏﻴﺎرات اﻝﻄﻮارىء‬ ‫ﺣﺴﺎس اﻝﺘﺮوس‬ ‫ﺑﻠﻒ ال‪Range group‬‬ ‫ﺣﺴﺎس ال آﻢ & اﻟﺴﺮﻋﺔ‬
‫‪G 210 EPS‬‬
‫‪N26.10-2038-08‬‬
‫إﺱﻄﻮاﻧﺔ ﺕﻌﺸﻴﻖ اﻝﺘﺮوس‬ ‫إﺳﻄﻮاﻧﺔ دﺧﻮل اﻟﻬﻮاء‬ ‫إﺳﻄﻮاﻧﺔ ﺧﺮوج اﻟﻬﻮاء‬ ‫ﺣﺴﺎس ﺣﺮارة زﻱﺖ اﻝﻔﺘﻴﺲ‬ ‫ﺣﺴﺎس ﻋﺪد ﻝﻔﺎت ﻋﻤﻮد اﻝﺸﺠﺮة‬ ‫ﺣﺴﺎس ﻋﺪد ﻟﻔﺎت اﻟﻔﺘﻴﺲ‬
‫اﻟﺨﺎص ﺑﺘﻌﺸﻴﻖ اﻟﺘﺮس‬ ‫اﻟﺨﺎص ﺑﺘﻌﺸﻴﻖ اﻟﺘﺮس‬ ‫ﻓﻘﻂ ﻓﻰ ﺣﺎﻟﺔ ‪EAS‬‬
‫‪02/00‬‬ ‫‪NGUG <> Transmission Repairs G210 - 260‬‬

‫‪TR‬‬ ‫‪Peripheral components and lines‬‬ ‫‪7/1‬‬
‫‪71_01‬‬ ‫‪11.02.98‬‬ ‫‪Tex71_01‬‬
‫ﺣﺴﺎس ال ‪Range Group‬‬ ‫ﻗﻮاﻋﺪ اﻟﻔﺘﻴﺲ‬ ‫ﺣﺴﺎس وﺿﻊ ال ‪Splitter‬‬ ‫ﺣﺴﺎس اﻟﻼﻓﻴﺔ‬ ‫إﺱﻄﻮاﻧﺔ إﺧﺘﻴﺎر اﻟﻼﻓﻴﺔ‬
‫‪G 210 EPS‬‬
‫‪N26.10-2039-08‬‬
‫ﺑﻠﻒ هﻮاء أﺧﺘﺒﺎر اﻟﻼﻓﻴﺔ‬ ‫ﺑﻠﻒ هﻮاء ال ‪splitter‬‬ ‫ﻓﻴﺸﺔ اﻟﻔﺘﻴﺲ اﻟﺮﺋﻴﺴﻴﺔ‬

‫‪71_01‬‬ ‫‪11.02.98‬‬ ‫‪Tex71_01‬‬
‫ﺑﻠﻒ ﺕﻐﻴﻴﺮ وﺿﻊ‬

‫‪Range Group‬‬
‫إﺱﻄﻮاﻧﺔ إﺧﺘﻴﺎر اﻟﻼﻓﻴﺔ‬
‫‪G 210 HPS‬‬
‫‪N26.10-2040-08‬‬
‫ﺣﺴﺎس وﺿﻊ اﻟﺪﺑﺮﻳﺎج‬ ‫ﺣﺴﺎس ﺣﺮارة‬ ‫ﺣﺴﺎس ﻋﺪد ﻟﻔﺎت‬ ‫ﻓﻴﺸﺔ اﻟﺮﺗﻴﺎردر‬ ‫ﺣﺴﺎس ال ‪PTO2‬‬
‫واﻟﺘﺄآﻞ ﻓﻰ اﻷﺱﻄﻮاﻧﺔ‬ ‫زﻳﺖ اﻟﻔﺘﻴﺲ‬ ‫ﻋﻤﻮد اﻟﺸﺠﺮة‬ ‫) ﻣﺨﻔﺾ اﻟﺴﺮﻋﺔ (‬

‫‪71_01‬‬ ‫‪11.02.98‬‬ ‫‪Tex71_01‬‬
‫ﺱﻮﻳﺘﺶ اﻟﻐﻴﺎر اﻟﺨﻠﻔﻰ‬ ‫ﺑﻠﻒ ال ‪Splitter‬‬ ‫ﻓﻴﺸﺔ ﻣﺮآﺰﻱﺔ ﻟﻠﺮﻱﺘﺎردر‬

‫ﺣﺴﺎس وﺿﻊ اﻟﻤﻮر‬ ‫)ﻣﺨﻔﺾ اﻟﺴﺮﻋﺔ (‬
‫)‬
‫‪G 210 HPS‬‬
‫‪N26.10-2041-08‬‬
‫ﺑﻠﻒ ﺕﻌﺸﻴﻖ ال ‪PTO 1‬‬ ‫ﺣﺴﺎس ال ‪PTO 1‬‬ ‫ﻓﻴﺸﺔ ﻡﺮآﺰﻳﺔ ﻟﻞ ‪PTO‬‬ ‫ﻓﻴﺸﺔ ﻡﺮآﺰﻳﺔ ﻟﻠﻔﺘﻴﺲ‬
‫أﺱﻄﻮاﻧﺔ إﺥﺘﻴﺎر اﻟﺘﺮس‬

7/5
647/6
7/7
7/8
Schaltmöglichkeiten:
SH SL 4 3 2 1 R RL RH
Split langsam: SL
Split schnell: SH Õ Ö Õ Ö Õ Ö Õ Õ Ö
Gang: 1
2
3
4
R
Range langsam: RL
Range schnell: RH
G210 GS
7/9
SL SH 3 4 2 1 R RL RH
Split langsam: SL
Gang: 1
2
3
4
R
Range langsam: RL
Range schnell: RH
G240 GS
7/10
SH SL 3 4 2 1 R RL RH
Split langsam: SL
Gang: 1
2
3
4
R
Range langsam: RL
Range schnell: RH
G260 GS
7/11
7/12
Piston rod Piston
Connecting to clutch
Sensor
Sensor plunger
Clutch Wear
Zero Point, Clutch closed
7/13
* HPS Shifting mechanism
7/14
W32.33-0024-01 GT42_10_0007_C71 W54.21-1218-11 W32.33-0025-01 Battery carrier W31.00-1023-71

NR VA sol. valve HA redundancy valve Rear module NR HA solenoid valve Integral rear end
2 bellows air
W54.21-1217-11 suspension GT32_33_0001_C71
Front module
GT42_10_0007_C71
VA redundancy valve Power distributor

N31.00-2083-50 GT54_10_0023_C72
Tour of vehicle 8
Model overview
The table contains a list of the individual models with the attendant vehicle versions.
ACTROS ACTROS MPII Engine Vehicle version
950 930 OM 501 LA, OM 502 LA Platform vehicles

952 932 OM 501 LA, OM 502 LA Dumper vehicles
953 933 OM 501 LA, OM 502 LA Concrete mixer vehicles
954 934 OM 501 LA, OM 502 LA Semitrailer tractors
Vehicle model plate (example)
Additional information is available in the WIS (GF00.10-W-0025-02P).
Tour of vehicle 9
Cab variants
ACTROS cabs
In order to do justice to comply with the service

requirements placed by the various branches and
trades, the ACTROS is available with different cab
variants.
Thus it can be ideally adapted to suit each
transport task. The design of the bodyshell as well
as the use of state-of-the-art safety devices
ensure that a maximum of passive safety is
available for all variants.
DD1 Roof low standing room 1,400 mm
DD2 Roof low standing room 1,560 mm
DD3 L-cab with lowered standing room
1,400 mm
F02 Long cab, single cab
F04 Long and high cab
F05 Medium long cab
F07 Short cab
F15 Megaspace cab
F18 Megaspace cab, single cab
F24 Straight rear wall, all
S Short cab
M Medium cab
L Long cab
LH Long/high cab
GT60_00_0033_C11
Tour of vehicle 10
Cab mounting
All cab mountings in the ACTROS models 930-934 are mounted in maintenance-free 4-point suspension. Reinforced cab mountings are available for special
service conditions. The new cab mountings are available as usual in two comfort stages: standard and comfort mounting. The comfort mounting version is
available on request as steel or air suspension.
W60.80-1088-78
1 Rubber pivot bearing
2 Stabilizer mount (rubber molecular bearing)
3 Crash element
All cab mounting versions have a crash element mounted at the front on each side to act as a passive safety feature. The crash element will ensure that the cab
is held on the vehicle frame following a typical truck rear-end collision even when the bolted connections or fastening brackets have been fractured.
Tour of vehicle 11
Exterior
· 3-piece plastic bumpers (steel for · Reduction in side window and mirror
construction site vehicles) contamination
· Improved exit for cleaning windshield · Optimization of cd value
· Fender shape modified, thus reducing side
wall contamination
· Reduction in door-handle contamination
GT88_10_0006_C71 GT88_10_0004_C72
· Large-volume stowage compartments at · Reduction in spray mist with reduced

left/right for L and LH cabs overall height
· Accessible from inside and outside
GT88_60_0004_C71 GT88_10_0003_C72
Tour of vehicle 12
Seats
Driver seat:
· Sensor unit circuit fastened to hinge-mounted
console on driver seat.
· New fabric covers, seat bolster now higher.
· Backrest now wider.
Co-driver seat:
The function seat is standard equipment for all cab
variants. The co-driver function seat comes from a
new seat generation and is equipped with all
components required to ensure sufficient safety and
comfort for passengers: seat-integrated 3-point seat
belt with ETR, belt force limiter, inertia reel and
integrated, padded head restraints. The co-driver’s
function seat means that the new space concept has
GT 91 10 0011 C81
been ideally implemented. Where the seat is not
required (i.e. no co-driver), the hinged seat area
(similar to cinema chair) provides the driver with
additional space and unrestricted passage to the co-
driver door. The folding backrest unit provides the
driver with greater freedom of motion particularly
where the bed is used.
GT_91_10_0013_C72
Tour of vehicle 13
Reclining seat, code SC1 Reclining seat, codes F02, F18
GT91_10_0014_C81 GT91_10_0016_C81
The reclining seat mounted on the co-driver’s side (special equipment) for The most important equipment features:
L- and MEGASPACE cabs is specifically intended to aid the driver’s · Forward horizontal folding backrest (together with the 2/3 bed section
recuperation (during rest periods) and the co-driver’s (during a journey). this then provides a high-quality, continuous bed).
· Wide, comfortable armrests
For this reason the velour padded seat is equipped with a: · Separate reading lamp
· particularly wide seat cushion · 3-point seat belt on cab side wall (C-pillar)
· wide backrest
· folding and padded armrests
· integrated head restraint with height-adjustable neck bolster
· reading lamp
· 3-point seat belt with ETR, belt force limiter, inertia reel
Tour of vehicle 14
Bunks
Used for the first time in the new ACTROS is a combination that provides both
the driver and co-driver with previously unknown sleeping comfort: the lower
bed is equipped with a pocket spring-cushioned mattress and it can also have
a washable fitted sheet. The upper bed has a tried-and-tested foam mattress
and a contour supporting, sprung slatted frame. When not used it can be
folded up and secured in place; in the sleeping position a catch net protects
the sleeper against falling out.
The lower, one-piece standard bed is basic equipment for long-distance

haulage vehicles with L or LH cabs (for SC1 in F02 and F18: 1/3-, 2/3-
version). The rear wall has a recess in the area of the upper torso, to help
widen the reclining area.
The standard bed comes with a one-piece, high quality spring-cushioned
mattress. It can be taken out and easily covered with a fitted sheet.
The outstanding sleeping comfort enables the driver and co-driver to enjoy
recuperation within a brief period. The improved support for the vertebral
column both in the lower and upper bunks help to ensure long-term health.
GT91_75_0003_C81
Tour of vehicle 15
Stowage areas/ accessories
Stowage area options in vicinity of instrument panel, in roof area and rear wall
· Stowage compartment with non-skid mat on instrument panel, drawer below ashtray
· Cup holder for driver and co-driver, storage compartment at left and right in footwell
· Storage areas accessible from inside and outside
· Valuables compartment over windshield (for high roof only), compartments over windshield and doors
· Megaspace in total approx. 475 L storage capacity
· Two different galleys are available as accessories, as well as a TV-video-DVD combination.
GT68_00_0022_C71 GT68_00_0023_C71 GT68_00_0024_C71
Tour of vehicle 16
Galley/entertainment components
GT68_00_0026_C80 GT68_00_0027_C71
An absolute highlight in the range of accessories: for the new ACTROS with L The attractive TV-video-DVD combination makes it possible.
and Megaspace cabs we are offering two Westfalia galleys, in order to Integrated into the co-driver area in the storage module above the
accommodate both the large and small hunger pangs: a Compact and a windshield it enables you to play rock and pop music, movies when
Comfort version. Both are installed in the upper section of the cab’s rear wall, you’re having a break, evening viewing, video games etc. High-tech,
in order to provide ample space for the microwave, coffee percolator, 25 L which is not only worth seeing, but also hearing – and it is available
refrigerator etc. Truly a practical furnishing, which contributes significantly to as individual components. In other words:
ensuring that the driver remains fit. And being able to cook on your own · 10-inch TV screen (with automatic tuning for
means you can save some money. contrast/brightness and automatic demagnetization) including
digital Sat system (3,000 memory places, timer, remote
Additional accessory highlights: control).
· CD changer · DVD/CD player (NTSC/PAL system, front connection for
· CB radio external devices, e.g. games console).
· Stainless steel entrance trim · Video player (PAL/SECAM, infrared remote control, repeat
· Chrome steps function).
· Velour foot mats In the event that one or the other of the entertainment components
· Parapet box is not used then its designated installation space can be used as
additional storage space.
Tour of vehicle 17
Remove/install door module
Task 1
m The video demonstrates how the door module is removed and installed.
Note down the essential key points, which have to be observed during
removal and installation!
-
W72.10-1021-11
The removal and installation of the door module is described in 1 Window pane
(AR72.10-W-0900A). 2 Window guide
3 Electrical connector
4 Guide rail
s
Tour of vehicle 18
Electrical System Learning Goals 28.08.2003
After completing this section you will be able to...
· understand the voltage supply for the electrical modules.

· state the installation location of the power distributor.
· assign the fuses in the power distributor to the corresponding modules.
· state the installation location for the battery circuit breaker.
· name the advantages of vehicle networking.
· understand the design of the KontAct vehicle networking.
· describe the tasks of the base, front and rear modules.
· state the electrical connection and electrical fusing of the trailer socket.
· read circuit diagrams.
· operate the instrument with the aid of the multifunction steering wheel.
· understand the design of the modular switch panel.
· explain the controls of the exterior lights.
· state the procedure when retrofitting radio, phone and lighting.
Electrical System Learning Goals 19
Electrics 28.08.2003
Overview of voltage supply in vehicle with integral rear end
GM
Alternator FM
(Compact alternator HM
80 or 100 Amps)
Battery
(165 AH or
220 AH)
Starter
(Reduction-gear
starter as previously)
Power distributor
with jump starting for integral rear end
Note: Vehicle frame without ground potential. When retrofitting route ground lines to ground points. n
Electrics 20
Power Distributor 28.08.2003
On vehicles with an integral rear end, the path from the battery compartment to the starter is twice as long. For this reason the battery cables on these vehicles
are split up into two and the line cross section increased to 95 mm 2
A separation point is provided in the frame for easier assembly.
On vehicles with an integral rear end, the power distributor can be jump started in the event of a breakdown (arrows), because on vehicles towing a trailer it is
not possible to jump start at the battery itself. The power distributor contains two fuses. They protect the front module with 80 Amps and the rear module with
60 Amps. The base module is not fused.
GT54_10_0008_C71 GT54_10_0009_C71
Power distributor installation location Power distributor for integral rear end X128 Power distributor terminal 30
F51 Front module fuse 80 A
F52 Rear module fuse 60 A
Power Distributor 21
Jump Starting 28.08.2003
Task 1 m With discharged batteries the engine can be started with the aid of booster cables and the batteries
of another vehicle.
In the task, number the sequence in which the jump start process should be conducted!
Remove booster cables, first the negative terminals and then the positive terminals.
Vehicle providing current: let engine run at higher speed.
Insert key into steering lock and turn through to stop.
Vehicle accepting current: Turn key inserted into steering lock to drive position. Start engine and
allow to idle. Switch on one major consumer, e.g. driving light.
On vehicles with flame starting system: Before starting engine, wait until indicator lamp goes out.
Fit booster cable to the batteries’ positive terminals first and then the negative terminals.
Caution:
Observe safety measures in owner’s manual!
Jump Starting 22
German Hazardous Goods Road Transport Regulations (GGVS) Functions Battery Disconnect 28.08.2003
Switch (BTS)
The GGVS vehicle behaves similarly to any other vehicle. Radio remote control as well as the convenience locking system have the same functionality, as vehicles
without GGVS equipment. The tachograph is supplied with voltage by the battery disconnect switch (K2). Only when at least one of the emergency stop switches
is pressed, is the on-board electrical system disconnected from the battery. An emergency stop switch is located in the cab, with another one at the right behind
the cab. If a switch is pressed the BTS control unit issues a PWM signal to notify the base module (GM) that terminal 15 will be switched off for all consumers
and thus the engine is also switched off. The battery disconnect switch (K2) is connected to the GM via the frame CAN bus and is thus capable of diagnosis.
K2 Battery disconnect switch
German Hazardous Goods Road Transport Regulations (GGVS) Functions Battery Disconnect Switch (BTS) 23
Vehicle Networking Basics 28.08.2003
When using the first electronic control units each

one was responsible in its own right for recording
the data it required via sensors.
Example: coolant temperature
N00.19-2006-10
Today a control unit records the sensor data and

sends them on over a data line (CAN-Bus) to the
other control units.
Advantage:
· Fewer sensors
· Wiring outlay reduced.
N00.19-2007-10
Vehicle Networking Basics 24
CAN (Controller-Area-Network) data transmission lines
N54.18-2007-71 N54.18-2078-01 N54.18-2040-01
K-line bus High-Speed CAN bus Low-Speed CAN bus

This is the data line with the lowest data transfer Data is transferred here over 2 twisted lines with The data speed here lies in the range between the K-
speed and also the line to the diagnosis system. extremely high speed line and the high-speed CAN. For shielding purposes
2 are added, which are then twisted with the data
No specified length limit lines. These can also be used for the voltage supply
Max. line length approx. 2 m by the connected control units.
Max. line length approx. 15 m
Task 1 m Note down the advantages of data transmission over a CAN bus.
-
Data transmission using example of engine CAN bus
The language for the data exchange is a binary code, i.e. only logical values 1 and 0 are used. The voltage
level for value 1 lies at approx. 2/3 of the battery voltage and for value 0 at approx. 1/3 of the battery
voltage. The voltages may have other values for the various CAN bus connections.
W07.15-0011-01
To ensure that interference signals are detected, the voltage level of CAN-H(igh) and CAN-L(ow) are each
inverted. If the signal in one of the two lines (CAN-H, CAN-L) is superimposed by an interference pulse,
then the faulty area of the control unit can be recognized.
W07.15-0012-02
KontAct – Conception of Electronic Networking in the Actros
Essential networking points
· Networking components distributed throughout entire vehicle

· Only a few electronic circuits are centrally located in the electrical compartment
· The installed components are connected via data lines
· New CAN bus systems have been integrated
· Important tasks in networking have been re-assigned to the components in the vehicle
· Functions in older control units have been distributed to new components
· Control units are fully integrated into other components and are thus no longer present as hardware, but as software only
· Diagnosis depth has been extended
Note
Existing systems such as, e.g. PSM, retarder or BS have in the main been adopted without any modifications from the previous ACTROS.
647/6
KontAct networking diagram
n
AM Axle modulator LA Lane Assistant
AG Automatic gear selection SR Stability control
ANH Trailer electronics CAN interface SRS Supplemental restraint system
ART Adaptive cruise control TCO Tachograph
AUF Body electronics CAN interface TF Driver door module
BS Braking system TB Co-driver door module
BTS Battery disconnect switch GGVS TP Telematics platform
LWS Steering angle sensor WR Roll control
EAB Electronic trailer brake CAN interface WS Maintenance system
ATA Anti-theft alarm system WSK Torque converter clutch
RRC Radio remote control X13 Data link connector
FLA Flame starting system ZDS Central data memory
FM Front module ZHE Auxiliary heater
FR Drive control ZL Additional steering
GM Base module Z2 Terminal point 2
GS Transmission control
HM Rear module
HZR Heater control A Special versions CAN bus with 500 kBaud
INS Instrument 1 Vehicle CAN bus with 500 kBaud
KB Clutch operation 2 Interior CAN bus with 125 kBaud
KDiag K-line diagnosis 3 Frame CAN bus with 250 kBaud
KNot K-line emergency running mode 4 Engine CAN bus with 125 kBaud
KOM Communication interface 5 Transmission CAN bus with 250 kBaud
KR Clutch control 6 Brake CAN bus with 500 kBaud
LWS Steering angle sensor 7 CAN interface trailer electronics with 125 kBaud
MSF Modular switch panel 8 CAN interface body electronics with 125 kBaud
MR Engine control 9 Telematics CAN bus with 250 kBaud
NR Level control 10 TCO CAN bus with 125 kBaud
PSM Parameterizable special module 11 CAN interface EAB with 125 kBaud
TPM Tire pressure monitor
RS Retarder control
Components in the KontAct network 03.12.2002
12/02 Trucks Elektriks On Board Networks and System Networking Specialist Training
Components in the KontAct network 29/1 6
Virtual Control Units, Integrated Functions 28.08.2003
Virtual control units Control units have been summarized as part of the new networking in the ACTROS KontAct. This means that they no longer have
their own housing, and are only present as a software control unit. The following electronic circuits are integrated into the base
module:
· WS Maintenance system
· KOM Communication processor
· EDW Anti-theft warning system
· FFB Radio remote control receiver
· ZDS Central data memory
Note
Virtual control units are not available as a component, but they can be selected and edited with the diagnosis device
and behave like genuine control units.
Integrated functions Several previous control units are integrated into other control units. These are not virtual control units.
They no longer appear in the DAS and can no longer be called up there. Their actuations, fault codes and actual values appear
under a new number in another control unit. The following control units have been integrated:
· AG Automatic gear selection incorporated into the FR
· KR Clutch control incorporated into the FR
· NR Level control is distributed in the front module and the rear end module.
· WR Roll control is distributed in the front module and the rear end module.
Note
Integrated functions are distributed to other control units and available there in the DAS. For this reason the functional entry
has been incorporated into the DAS.
Virtual Control Units, Integrated Functions 30
In order to deal with the networking in the ACTROS, you should study the new networking diagram more closely and process the following tasks. Note down your
findings
Task 1 m Allocate the following designations from the networking diagram to the CAN bus systems!
Frame CAN bus

Vehicle CAN bus
Transmission CAN bus
Brake CAN bus
Engine CAN bus
Interior CAN bus
Telematics CAN bus
Tacho CAN bus
Task 2 m Which control units use the frame CAN bus?
Task 3 m Which control units use the interior CAN bus?
Virtual Control Units, Integrated Functions 31
Base Module (GM) 28.08.2003
The base module GM is located in the cab in the electrical compartment

and can be accessed from outside and inside.
The GM is bolted to the frame of the chassis-cab connector.
The base module tasks can be split up into 2 groups:
· current distribution
· housing of relay and fuses
· information processing
· electronic fused load control
Input and output signals from the area of the cab are recorded and issued
here.
Base module with chassis-cab connector
Base Module (GM) 32
W54.21-1269-06 W54.21-1270-06
Rear view of base module Front view of base module
The stud is used to supply voltage to the base module.

4 different colored connectors are used in the base module. Each color used has its own mechanical coding. They are used in the 6-, 9-, 12-, 15-, 18- and 21- pin
versions.
Base Module (GM) 33
Base Module Function 28.08.2003
The base module assumes the following functions and tasks as part of the networking (KontAct):
Important tasks, for which the base module is used as a control unit:
ATA Anti-theft alarm system

KOM Provision of telematics data
WS Maintenance system
RRC Radio remote control
ZDS Central data memory
Exterior lights Actuation and monitoring
Interior lights Actuation and monitoring
Windshield and headlamp cleaning Actuation and monitoring
Power take-offs Actuation and monitoring
Cab lock Monitoring
Trailer supply Voltage supply
Interface for body manufacturer connector X7 X7 connector
Function pins Parameterizable functions stored
Horns Actuation and monitoring
Turn signal ind. and hazard warning flashers Actuation and monitoring
Base Module Function 34
Relays and Fuses 28.08.2003
Please complete the questions on the base module. To do so use the owner’s manual!
Task 1 m The base module has 5 slots for relays.

Whch tasks do the relays fulfill?
K1 -
K2 -
K3 -
K4 -
K5 -
Task 2 m Look at the melting fuses in the base module.

What do the fuses stated protect?
No. Ter. ... Designation No. Ter. ... Designation

F1 F15
F6 F21
F9 F23
F10 F25
F12 F31
Relays and Fuses 35
Additional fuses, relays and diodes can be
installed using additional strips on the base
module
Auxiliary fuses A1, A2

Auxiliary relay (micro) A31
Auxiliary relay (large) A32
Diodes D
Relays and Fuses 36
Central Data Memory (ZDS) in Base Module 28.08.2003
The base module contains a central data memory (ZDS), in which all the parameters for the electronic circuits installed in the vehicle are
stored. The ZDS has a memory capacity of 2,048 kB.
The central data memory maintains permanent data for the control units. When required, e.g. when exchanging a control unit, the
parameters are written from the central data memory into the new control unit.
The following data is stored for each control unit in the ZDS:
· MB part number
· Hardware and software version
· Diagnosis version
· Diagnosis data
· Date of last diagnosis session
· Parameter data
· Service life data, for WS only
Each time terminal 15 is switched on the date of the last parameter modification in the control units is checked and compared with the
ZDS. In the event of any changes to the parameters or control unit versions the ZDS must be updated uisng the diagnosis device.
In the instrument cluster the data from the ZDS are stored in a mirror memory (128 kB) for safety. This in turn makes it possible to replace
the base module yet also to recover all the data.
Note The data for the MR, FLA, MTCO and ART control units are not stored in the ZDS.
Central Data Memory (ZDS) in Base Module 37
Trailer Socket 28.08.2003
The trailer socket receives its supply voltage from the base module.
Trailer recognition
The trailer recognition is realized using a quiescent current via the left standing lamp output for the trailer and the output for the trailer’s right and left turn signal
indicators. Trailer recognition is performed when terminal 15 is activated. If a load is detected at two of these outputs, the trailer is deemed to have been
recognized by the base module.
Electronic protection of outputs

The current which flows at the terminal pin is measured. If this current exceeds the design-specified value for approx. 20 ms, then the terminal pin is switched
off (electronic protection).
The software detects that the driver has been switched off and re-assumes the actuation of the driver. If the request is sent again the driver is switched on again
if terminal 15 has been switched off and on again previously.
Bulb failure indicator (using turn signal indicator example)

A current measurement is made the first time the left and right turn signal indicator flashes following a “Trailer present” trailer recognition and the current
consumption is then compared on both sides.
By comparing a bulb’s current consumption with a stored value it is possible to determine whether one or two bulbs are present on the trailer.
If the readings are of a plausible magnitude then the values are stored.
As of the subsequent turn signal sequence, the current measurements are then compared with the stored value. Any difference is regarded to be a bulb failure
and this is then displayed as a malfunction.
For this particular fault case, the base module generates a flasher cycle with double the frequency.
Trailer Socket 38
Current load of 15-pin trailer socket:
Designation Pin Max. current Configured for

Left turn signal indicator, external relay 1 2A 2 x 21 W; 150 mA
Right turn signal indicator, external relay 2 2A 2 x 21 W; 150 mA
Fog lamp, external relay 3 2A 2 x 21 W; 150 mA
Terminal 31 4 10 A
Trailer socket, left standing lamp, terminal 58 L 5 4A
Left taillamp 2x 10 W
Left clearance lamp 2x 10 W
Left license plate lamp 2x 10 W
Left side marker lamps 7x 3 W
External relay 150 mA
Trailer socket, right standing lamp, terminal 58 L 6 4A
Right taillamp 2x 10 W
Right clearance lamp 2x 10 W
Right license plate lamp 2x 10 W
Right side marker lamps 7x 3 W
External relay 150 mA
Terminal 54 stop lamp 7 7,5 A Fuse F23 15 A
Relay slot K1
Backup lamp, external relay 8 4A 4 x 21 W; 150 mA
Terminal 30 9 10 A Fuse F5 20 A
Reserve 1.5 mm2 10 FF 5.1 18/5
Reserve 1.5 mm2 11 FF 5.1 18/6
Reserve 1.5 mm2 12 FF 5.1 18/7
Terminal 31 13 10 A
Trailer CAN bus CAN-high 14 to PSM
Trailer CAN bus CAN-low 15 to PSM
Trailer Socket 39
Circuit Diagrams 28.08.2003
How do I actually read a circuit diagram?
To make it easier, let’s make a circuit diagram.
Our circuit diagrams have a coordinates system –

similar to a road map.
a) The letters denote the rows.

b) The numbers mark the columns in sequence.
c) The coordinates are always given with a
number at the start.
Task 1
m Determine the coordinates for the

"components" in the graphic!
Coordinate 1
-
Coordinate 2
-
N00.19-2011-05
Circuit Diagrams 40
Task 2 m Look through the circuit diagrams for the work lamp circuit diagram. Complete the table. To do so use
"Using the circuit diagrams".
For semitrailers/trailer combinations For platform vehicles

Work lamp designation - -
Circuit diagram designation and no. - -
Coordinates on circuit diagram - -
Connected to connector and pin - -
Cable cross-section in mm2 - -
Cable colors - -
Designation of additional connectors and pin -
designation between control unit and work lamp
Circuit Diagrams 41
Front Module (FM) and Rear Module (HM) 28.08.2003
The front module (A64) FM on the vehicle is located on the front passenger side below the cab. This is
where all the input and output signals from the front section of the vehicle are picked up and issued. This
means that all sensors and actuators that are located in the front section are connected to the front
module.
W54.21-1217-11
The rear-end module (A65) HM on the vehicle is located behind the rear axle at the right of the frame. This
is where all the tasks that are to be actuated and monitored in the rear of the vehicle are assumed. This
means that all sensors and actuators, which are located in the rear-end area, are connected to the rear
end module.
W54.21-1218-11
Front Module (FM) and Rear Module (HM) 42
The front and rear end module have the same housing. Only
the interior is different.
The components are all connected via the connectors X1 - X6.

The modules do not have any melting fuses. All outputs are
electronically safeguarded with an overload circuit. The inputs
are also short-circuit protected.
The supply voltage terminals 30 and 31 are connected to

connector X7. The front module is supplied directly by way of
the power distributor and protected there with an 80 A
melting fuse, the rear end module is protected with 60 A.
W54.21-1188-14
The terminals can be easily accessed under a cover.
· The plug housings are coded and thus safeguarded against being interchanged. The plug housings are protected against slipping off.
· Each individual line is protected in the plug housing against penetration by water and dirt with a single-wire seal.
Front Module (FM) and Rear Module (HM) 43
Front and Rear Module Functions 28.08.2003
As part of the KontAct networking, the front and rear module assume the following functions and tasks:
Important functions that are integrated into the front module:
· Lighting: Actuation and monitoring of bulbs in front area of vehicle

· Sensors: Reading in and monitoring all sensors in front area of vehicle
· Actuators: Actuation and monitoring of all actuators at front of vehicle
· Block: Actuation and monitoring of all solenoids for interwheel and interaxle differential lock
Important functions that are integrated into the rear end module:
· Lighting: Actuation and monitoring of bulbs in rear area of vehicle

· Sensors: Reading in and monitoring all sensors in rear area of vehicle
· Actuators: Actuation and monitoring of all actuators at rear of vehicle
· Block: Actuation and monitoring of all solenoids of level and roll control
Note: The outputs of the modules are electronically protected.
Front and Rear Module Functions 44
Base (GM), Front (FM) and Rear Module (HM) 28.08.2003
Sensors, switches and actuators are conneced to the modules and networked to each other via CAN bus systems.
Task 1 m In the table mark the module to which the listed components are connected.
For difficult components use the circuit diagrams!
Component FM GM HM Component FM GM HM
Travel sensor VA for level control Horn

Travel sensor HA for level control Air horn solenoid
Condensate sensor Front axle differential lock solenoid
Brake wear sensors Front axle differential lock control switch
Parking brake switch Rear axle differential lock solenoid
Outside temperature sensor Rear axle differential lock control switch
Rear-axle temperature Heater air drier
Wiper motor for windshield Cab lock
High-beam headlamp Control switch for steering oil level
Taillamps Fuel level sensor
Side marker lamps Interior lights
Base (GM), Front (FM) and Rear Module (HM) 45
Instrument Cluster 28.08.2003
W54.30-1224-05
· 5 separate control buttons

· 8 places for retrofitted indicator lamps
· No main task in networking
· Mirror memory (128 kB) for central data memory (ZDS)
· Acoustic function replaces warning buzzer
· Time counter for auxiliary heater control
· Integrated alarm
There are 4 different versions, which differentiate in the speed display up to 125 km/h or up to 140 km/h. In the tachometer range there are also two different
features: variable or printed tachometer range.
Instrument Cluster 46
Task 1 m The instrument cluster is operated using 5 function buttons.
Use the owner’s manual to find out what the pushbuttons do.
Indicator lamps in instrument cluster
Left turn signal High beam Permanent Parking brake STOP Cab lock ASR / SR Permanent Right turn
lamp tractor / brake active brake for signal lamp
trailer automatic tractor / trailer
transmission
Retrofit slots Dumper Flame starting Lane Assistant Torque Auxiliary steering Hill holder Frequent-stop Retrofit slots
control system (FLA) (SPA) converter (ZL) brake
clutch (WSK)
Sound Module – Instrument Cluster 2002 28.08.2003
The sound module integrated in the instrument cluster generates different, contextual
warning and feedback sounds and controls their output. The triggering of a sound can be Sound module
internally by the instrument cluster itself or by other control units, which communicate
via the CAN bus with the instrument cluster.
Warning tones
· Warning buzzer
· Lights-on buzzer
· Warning buzzer for ART
Feedback sounds
· Shift lever noise
· Turn signal noise
· Button actuation
· Handsfree system signal
The instrument cluster actuates the second coil in the center speaker for acoustic
playback of the generated sound. Only one sound (arranged according to priority) can be
generated.
B28 Center speaker in roof

X124.1 Connector
GT54_30_0017_C03
Sound Module – Instrument Cluster 2002 49
Driver Information System 28.08.2003
The DIS is used to show the driver information on the vehicle’s

operating status.
In addition to this diagnosis functions and configuration options are
available for the display. The graphic-capable display is located in the
center of the INS and is controlled over the steering wheel buttons.
Default screen
The FIS default screen can be selected by the driver.
· a black screen
· a digital speedometer
· the current date
· the temperature of the interior heater
With the exception of the gear display all displays can be

shown and hidden.
Event display
In the event of a malfunction an event display is shown in the middle of
the display. Depending on the valency, the event display background is
either yellow or red.
1 Status display (red)

2 Brake system reservoir
pressure
3 Fault location
4 Function restriction
5 Instructions
Driver Information System 50
The multifunction display is divided up into specific areas. 01 Actros-info 01
1 Navigation bar
2 Configured default image
3 Level control
4 Gear display with split position and display of pre-selected gear
5 Memory field for fault displays for serious BS and TCO faults only are
displayed with the system symbol
6 Display window for lock ups and power take-off
7 Display window for cruise control or ART functions
Reduction of “display stress”, through systematic filtering of event messages.

Only events that are relevant for the driver or are assigned to one of the following criteria are displayed:
· statutory prescribed displays
· display is safety relevant
· fault may lead to consequential damage
Driver Information System 51
Multifunction Steering Wheel 28.08.2003
The multifunction steering wheel is an innovation in the commercial vehicle sector.
General
The multifunction steering wheel enables the driver to control and call up
various systems (depending in model and equipment). All the functions
available in the FIS (Driver Information System) are summarized:
To call up the functions the following menus are also available:
· “Check information”, for example for calling up the coolant temperature or

the engine oil level.
· “Audio”, for volume control or for control of the CD or cassette player
· “Maintenance”, for calling up calculated service dates
· “Telephone”
· “Destination”, for operation of navigation system
· “Trip computer”
· “Settings”, for example for setting the time
· “Latest news”, for vehicles with FleetBoard
1 Function keys W46.10-1009-81
Multifunction Steering Wheel 52
Function keys
Task 1 m Work out the meaning of the function keys in the multifunction steering wheel.
Use the owner’s manual to do so.
Navigation in Driver Information System (FIS) 01 Actros info 01
To scroll through the menus, use the keys in the multifunction steering wheel;
01 Actros info 01
to scroll forwards or to scroll backwards.
Note:
Depending on the equipment, the main menus are displayed. 02 Check info 01
The keys in the multifunction steering wheel can be used within the selected menu
01 Actros info 01
to navigate upwards or downwards.
Note:
Depending on the equipment the sub-menus are displayed. 01 Actros info 02
Options can be selected or the volume control operated using the or

keys in the multifunction steering wheel.
The following menus can be selected using the function keys:
n
Star Diagnosis (DAS) 28.08.2003
STAR DIAGNOSIS saw the introduction of a high-performance diagnosis system which serves to further optimize the advantages of DaimlerChrysler AG products
in the service area. To this end STAR DIAGNOSIS uses current data processing technologies and is oriented towards future developments in this area. With STAR
DIAGNOSIS workshop processes can be speeded up and failure rates reduced, whereby the quality of work is improved. The system is forward-looking in design.
STAR DIAGNOSIS is currently available in three system versions:
STAR DIAGNOSIS Station MT STAR DIAGNOSIS Compact STAR DIAGNOSIS basic
GT00_00_0003_C11 GT_00_00_0002_C11 GT_00_00_0085_C01
Star Diagnosis (DAS) 56
STAR DIAGNOSIS Station MT is based on familiar applications that have undergone further development in several areas. The hardware components consist of
a stationary trolley, into which the diagnosis device with standard laptop in a plastic shell and a laser printer are installed. The diagnosis device can be taken out
of the trolley without any problem for mobile deployment on site. MT stands for the integrated engine test and Measurement Technology functionality.
STAR DIAGNOSIS Compact differentiates from the STAR DIAGNOSIS Station MT mainly in terms of hardware. This further developed concept enabled the
mobile handling to be yet further improved and thus extends the range of STAR DIAGNOSIS products. This unit also includes a standard laptop.
STAR DIAGNOSIS Compact is optionally available for ordering or retrofitting with the engine test functionality MT, from the Hermann Electronic GmbH company.
This provides a variety of different measurement and testing options on the vehicle and is designated as STAR DIAGNOSIS Compact MT.
HMS 990 (Hermann Measurement Technology

System)
P00-.00-2706-01
STAR DIAGNOSIS basic is a small high-performance computer, which can be used everywhere that mobility and dynamic contribute to enhancing customer
satisfaction through reduced immobilization and waiting times, e.g. at customer acceptance and the 24hr service. To ensure simple handling within the workshop
area operation of the STAR DIAGNOSIS basic is by touchscreen.
Software
Since the introduction of STAR DIAGNOSIS the software has undergone significant further development. Windows NT 4.0 currently serves as a platform for the
various application programs. The Diagnosis Assistance System (DAS) supports troubleshooting on the vehicle with the aid of decision trees and vital
information. HHT-WIN includes all functions of the previous HHT. The interfaces to the Workshop Information System (WIS) are integrated into STAR DIAGNOSIS.
The Hermann Measurement Technology System (HMS 990) with its many measurement and test options supplements the overall diagnosis system effectively.
Support responsibility
In order to ensure an optimum support for all service operations, the introduction of STAR DIAGNOSIS Compact will be by way of a globally-operating general
contractor. This function is assumed by IBM: hardware, pre-installation, country-specific certification (DIN, ISO etc.), service, system maintenance, hotline
support. The distribution of data and updates will ensue in future through the DaimlerChrysler AG channels, which are currently used for the WIS, EPC, HHT and
products and the service literature.
Advantages of STAR DIAGNOSIS
STAR DIAGNOSIS
· Enables guided testing, graphically displays installation positions (photos) and additionally offers a presentation of excerpts from circuit diagrams and
technical drawings on one and the same device. This in turn helps avoid any unnecessary searching for information.
· Offers the full functionality of the current HHT on a laptop as a separate application (HHT-WIN) with "short test", "read/delete DTC memory", "perform
actuations and parameterization", "display actual values". The user interface corresponds to the current HHT.
· Provides a new diagnosis quality thanks to a higher degree of detail, a lower fault diagnosis rate and a reduction in removal of OK parts.
· Provides improved services for the user. The global introduction took place in 1998. The training course is conducted on a modular concept. In addition to
this, right from the start, any queries and incidents will be dealt with by a global STAR DIAGNOSIS Hotline Support in six languages (English, German, French,
Spanish, Italian and Japanese).
· Enhances customer satisfaction, because immobilization times are yet further reduced, unnecessary repairs are avoided, the rate of repeat repairs drops
significantly and maintenance and service costs are reduced.
· Complies with the requirements of future service operations due to continuous advance development of all components.
DAS simulation
The simulation is started with a <click> on the corresponding menu option,
whereby a separate starting of DAS is no longer applicable.
The simulation provides enables the user to display all control units, relevant
fault codes, actual values and diagnosis scopes for the selected vehicle.
Therefore, if the customer is shown a fault code over the on-board diagnosis,
then the technician can make a fast estimate regarding the complexity of the
complaint – and do so without actually being on site.
Furthermore, the simulation is also used for training purposes.
GT00_00_0021_C06
n
Practice <> Instrument Cluster and On-Board Diagnosis 28.08.2003
Practical work on vehicle in 2 groups
Driver Information System On-Board Diagnosis

Instrument Cluster DAS Simulation
Goal: Goal:
To describe control of FIS in instrument cluster. To correctly allocate and interpret display of on-
State innovations in FIS. board diagnosis.
Task: Task:
To read out relevant practical information in the FIS. To recode and determine specified fault codes via
Presentation of results by a group. DAS simulation. Presentation of results by a group.
Time:
Time: 30 minutes
30 minutes
Practice <> Instrument Cluster and On-Board Diagnosis 60
Station 1 <> Driver Information System, instrument cluster
Please work through the practical tasks on operating the FIS in the instrument cluster of the ACTROS. To do so use the owner’s manual.
Note down your procedure.
Task 1 m The diagnosis menu has to be enabled.

How can one activate the diagnosis menu in the FIS using the steering wheel buttons?
Task 2 m How can an event code be read out in the FIS, after activating the diagnosis menu?
Task 3 m Read out the brake wear level and enter the values.
(MV = measured value)
Front module Rear end module

Axle A1 left % MV 2 Axle A3 left % MV2
Axle A1 right % MV 3 Axle A3 right % MV 3
Axle A2 left % MV 4 Axle A4 left % MV 4
Axle A2 right % MV 5 Axle A4 right % MV 5
Note:
Parking brake to be released as otherwise implausible values will be displayed!
Task 4 m Read out engine oil level. How should you proceed?
Task 5 m How is Service work confirmed in the WS?
Task 6 a) In which menu can the alarm be set?
b) How can the driver be woken up?
Task 7 m Readjust the clock by 1 hour. Note down any special features relating to the tachograph.
Task 8 m Read out the reservoir pressure in the multifuction display and enter the values!
Circuit 1 - bar
Circuit 2 - bar
Task 9 m The windshield wiper interval has a continuously variable setting. Use the owner’s manual to find out
the min. and max. time to which the interval is to be set.
Min.: -
Max.: -
Station 2 <> Driver Information System, instrument cluster
To change a bulb the headlamp can be swiveled out.
Task 1 m Swivel out the headlamp. Observe the headlamp’s fastening and setting options. Note down the task
of the screws displayed.
Screw no. 1 -
Screw no. 2 -
Screw no. 3 -
Events are displayed to the driver in the Driver Information System (FIS). Depending on the type of event the status indicator will light up yellow or red.
Event message with instruction Event message with symbol

Example: Example:
5 Instruction 2 Coolant temperature symbol

6 Reminder field 7 Status display yellow
8 Reminder field
Task 2 m What instructions are there in the owner’s manual with regard to when the faults with yellow and red
status indicators are to be rectified?
Yellow status indicator: -
Red status indicator: -
Additional event information is available in the diagnosis menu in the FIS
Event display in FIS example:
1 Event number 3 Event valence 5 Event text

2 Current event 4 Event code 6 Instruction
The event code can be decoded using the DAS simulation. Information on the symbols used can be called up with the F6 key.
Task 3 m Decode the following event code using the DAS simulation. The valency is not taken into
consideration when decoding.
Event code Event text Brief information, possible causes (F3 key)
BS 24041 - -
HM 1241E - -
MSF 13D15 - -
Task 4 m Use the DAS simulation to determine the following information:
a) What can you parameterize in the FM, if you retrofit side-marker lamps?
b) Enter the central data memory (ZDS) by way of the DAS simulation to provide yourself with an
overview. What options are available in the ZDS in the "Special functions" menu?
Modular Switch Panel (MSF) - Design 28.08.2003
By redesigning the switch panel the ergonomics for the driver have
been improved. The switches with vital functions that have to be
performed when driving are summarized in the easy-to-reach
modules.
Additional switch panels are located in the headliner above the

driver seat and in the side wall.
Advantages:
· Reduces the number of lines and connectors
· Cable sets and weight have been reduced
· Installation space and routing radii optimized
· Improved individual adaptation
· Simplified retrofitting
GT54_25_0011_C81
Modular Switch Panel (MSF) - Design 69
Modular switch panel networking
W54.25-1022-79
1 ASIC data bus A69 Parapet switch module 9 A81 Parapet switch module 8
10 Driver parapet section A70 Rear wall switch module 13 A82 Switch module for interlock switch 6
11 Center parapet section A71 Roof switch module 11 A83 Roof switch module 10
12 Left parapet section A76 Parapet switch module 2 A84 Rear wall switch module 12
13 Roof section A77 Parapet switch module 1 CAN2 Interior CAN
14 Rear wall section A78 Parapet switch module 3 S24 Light switch
A7 Base module A79 Parapet switch module 5 S25 Combination switch
A68 Master switch module 4 A80 Parapet switch module 7 S26 Headlamp range adjustment
Modular Switch Panel (MSF) - Design 70
Modular Switch Panel – Components 28.08.2003
Master module
Function
* Read in signal switches of all connected components
* Read in CAN messages of all signal switches
* Accommodating 2 signal switches
* Hazard flasher switch integrated
* Transfer of switch signals to base module
* Actuation of switch illumination
* Switch monitoring
GT54_25_0003_C80
Slave module
Function
* Read in CAN messages of all signal switches
* Recording of max. 4 signal or load switches
* Transfer of switch signals to master module
* Actuation of switch illumination
GT54_25_0004_C80
Modular Switch Panel – Components 71
Modular Switch Panel Switch NEW 28.08.2003
ASIC switches (signal switch) when actuated or in response to a request send a data telegram via the ASIC data bus to the modular
switch panel and then forward each respective switching request to the master switch panel.
Each switch transmits a separate data telegram and has a permanently assigned function, i.e. its own identity and a separate part
number.
Function
· Transmission of separate switch identification via the ASIC data bus
· Transmission of switch information on the ASIC data bus
· Recording of data via the ASIC data bus
· Actuation of switch lighting
· Actuation of indicator lights in switches
Special feature
Individual functions such as e.g. interior lights, can be switched on both by the driver and from the bunk.
In order to avoid problems, switches with identical part numbers may not be installed more than once in the MSF!
GT54_25_0013_C71
Load switches
Load switches always have load pins in addition to their connection pins on the ASIC data bus, in order to be able
to actuate each function from the switch itself.
Function
· Switches consumers directly via conventional load pins
· Recording of data via ASIC data bus
· Actuation of switch lighting
· Actuation of indicator lights in switches
Load pins
· Switches respective function directly, max. load 20 A
GT54_25_0012_C71
Modular Switch Panel Switch NEW 72
Steering gear pitman arm
Functions
· Left right turn signal indicators
· Low/high beam
· Headlamp flasher
· Wiper 3-stage, interval wipe, windshield wiper/washer system , touch-control wiper
· Horn
· Switch position notified to MSF
The steering gear pitman arm is connected to the master switch panel in the MSF. Switch
signals in the steering gear pitman arm are read in there, monitored and then sent via the CAN
to the base module.
The steering gear pitman arm may not be used together with other consumers!
Exterior lamp switch
Functions
· Standing lamp
· Low beam
· Fog lamp
· Rear fog lamp
Internal microswitches are used to read in the position of the exterior lamp switch in the master
switch panel and thus the relevant switch position is detected.
The switch is monitored by the modular switch panel, interpreted and the switch position notified
to the base module.
The exterior lamp switch may not be used together with other consumers!
Modular Switch Panel Switch NEW 73
Modular Switch Panel and Lighting 28.08.2003
In the event of a failure in the modular switch panel certain functions may be restricted. Answer the following tasks in order to familiarize yourself with the
modular switch panel.
Task 1 m What are the effects on the tilting/sliding roof’s function if the supply voltage for the modular switch
panel is interrupted?
a The switch is a signal switch. If the supply voltage fails then the ASIC sub bus system also fails and
the function is not performed.
b The switch is a load switch, which does not receive its supply voltage from the master module. The
function is not impaired.
Task 2 m How can the tilting/sliding roof be closed in an emergency?

Use the owner’s manual!
Task 3 m What are the effects on the switching the tail lift on and off function, if the supply voltage of the
modular switch panel has been interrupted?
a The switch is a signal switch. If the supply voltage fails then the ASIC sub bus system also fails and
the function is not performed.
b The switch is a load switch, which does not receive its supply voltage from the master module. The
function is not impaired.
Modular Switch Panel and Lighting 74
Retrofitting of Load and Signal Switches NEW 28.08.2003
Load switches
Three load switches are available for retrofitting: Load switch Load switch
· retrofit 1 retrofitting in retrofitting for
· retrofit 2 general axles
· retrofitting of axles
The switches enable any loads to be switched on and off using the switch.
To this end it is necessary to wire the load to be switched at the switch itself.
Interior circuit diagram:
· Grid
· Dual rocker
· 2 x normally open contacts
· Load switch
· 2 x FA (direct) function display
· 2 x SB (switch light)
Retrofitting of Load and Signal Switches NEW 75
Signal switches
The signal switches for retrofitting are called: Signal switch for
· retrofit 1 function pin and retrofitting
· retrofit 2 function pin
The switches are to be plugged into any slot on the modular switch panel; this in turn ensures that the switch functions.
The signals for these switches are analyzed in the base module (GM) and the function pins actuated. Parameterization
options are provided in the base module for this purpose.
The body manufacturer can attach the symbols itself for the retrofitted switches.
Special switches are available for the retrofitting of scopes, which are also available as special equipment.
Necessary work when retrofitting switches in the MSF:

1) Plug in switch
2) Signal switch: Switch is automatically initialized; the signal is then immediately available
Load switch: Switch to be correspondingly wired.
3) Adaptation of parameterization: A specified equipment list for all switches is stored in the master module. The new switch should be entered here as
“installed”. In the event of any deviation to the actual switches detected, the control unit files a fault (“switch missing/too many”). Currently, monitoring is
switched off for all retrofitted and reserve switches, i.e. the switches can not be inserted as retrofit switches without generating a fault.
Retrofitting of Load and Signal Switches NEW 76
Xenon Headlamps - Design and Function NEW 28.08.2003
In model refined ACTROS a new generation of headlamps is now being used. In these clear glass headlamps the distribution of the light is no longer done by way
of a lens, but rather by the shape of the reflector.
ACTROS as of 2003
5 4
2
3
2
3
4
GT82_10_0011_C71
1 Low beam The Xenon headlamp lamp unit consists of:

2 High beam
3 Standing lamp 1 Gas discharge lamp
4 Fog lamp 2 Ignition module/ control unit
5 Turn signal indicator 3 Electrical connection (to front module)
Note
Because of the high luminous efficiency of the high beam, the ACTROS may
not have any additional headlamps fitted to it!
Xenon Headlamps - Design and Function NEW 77
Function
When the low beam is switched on the control unit activates the ignition
module within a few milliseconds by way of the control voltage. A high-tension
surge of the ignition device of approx. 20 kV, enables an arc to be formed
between the electrodes and the Xenon lamp is then ignited.
If an arc of sufficient stability is detected, the control electronics switch over

to output limiting mode. Electrical output is regulated to 35 W. A voltage
converter generates a voltage of approx. 85 V for the reliable function of the
Xenon lamp.
Xenon headlamp control unit GT82_10_0013_C80
Headlamp cleaning system

Dirt particles on the surface of the headlamp lens cause the light beams to be
deflected and thus to dazzle oncoming traffic. For Xenon headlamps this
dazzling effect, contingent on the large luminosity of the headlamps, is very
high.
For this reason headlamp systems with gas discharge lamps must (legally
prescribed) be equipped with headlamp cleaning systems.
The nozzles are located in a telescope above the lamp unit. The headlamp
cleaning system is activated by means of a separate switch.
Xenon Headlamps - Design and Function NEW 78
Gas Discharge Lamp - Design and Function 28.08.2003
Function
The combustion chamber of the Xenon lamp is filled with xenon and a mixture of metal halogenide salts.
This mixture is ignited by a high voltage. The color of the light is similar to that of daylight.
The Xenon lamp technology means that they have a temporary startup characteristic. After switch on
only 50 % of the brightness is available after 1 to 2 seconds and then after approx. 30 seconds the full
brightness.
Xenon discharge lamp

GT82_10_0015_C73
Luminous efficiency comparison:
Halogen low beam (H7) Xenon lamp
Gas Discharge Lamp - Design and Function 79
a Danger to life through high voltage on Xenon headlamps
Safety regulations when dealing with Xenon headlamps

WIS: AS82.10-Z-0001-01A
Danger to life
Xenon headlamps operate in a hazardous range of performance. Because of the high voltages any contact with the voltage
carrying part may be dangerous to life!
Electrical shocks may lead to heart fibrillation or cardiac arrest. The consequences of an electrical shock may not become
discernible until a few minutes have passed so one should always be seen by a physician.
Rules of conduct/protective measures
* People who wear electronic implants (e.g. heart pacemaker) may not perform any work on Xenon headlamps.
* When working on Xenon headlamps (e.g. replacing parts, connecting test devices etc.) the lights must be switched off first.
* Do not touch and parts carrying high voltage when the Xenon headlamps are switched on.
* Always wear safety shoes (with rubber soles).
Gas Discharge Lamp - Design and Function 80
Practical <> Modular Switch Panel and Lighting 28.08.2003
Practical work in 3 groups

Modular switch panel
Lighting on vehicle
Goal: 1
To perform relevant practical work relating to modular switch panel
and lighting.
Task:
To perform following task sheets at 3 stations.
Note what happens.
Presentation of results by a group.
Time:
3 2
25 minutes each
Lighting safety
Lighting theory concept
P00.00-1185-11
Practical <> Modular Switch Panel and Lighting 81
Station 1 <> Modular switch panel – lighting on vehicle
Please complete the tasks on ACTROS lighting, in order to enhance your knowledge of lighting and networking.
Use the workshop literature to answer the questions.
Task 1 m What happens to the vehicle’s lighting when the MSF system has a malfunction?
* To this end detach the light switch connector on the master module.
* Switch on the ignition.
Following this, clear the fault on the vehicle!
-
Task 2 m What happens to the vehicle’s lighting when the MSF system has a malfunction?
* To this end detach the base module connector on the master module.
* Switch on the ignition.
-
Task 3 m Remove both buttons S45 (rear wall and roof at top) for the interior lighting and note down the part
numbers. Insert the buttons at the correct position again!
Side wall button -
Parapet top button -
Station 2 <> Safety concept – lighting on vehicle
Task 1 m What happens to the vehicle’s lighting when the supply voltage of the FM or HM is interrupted?
* Disconnect the battery
* Remove the fuse in the power distributor for the FM
* Connect the battery again
* Switch though the lights one after the other.
Vehicle with standing lamp -
Vehicle with low beam -
Vehicle with low beam and hazard warning flasher -
Task 2 m The WIS document GF8210-W-3013MP describes this emergency light actuation. Please answer the
following questions!
a) Which line is used to supply voltage to the front module?
-
b) What is the maximum current that flows there?
Task 3 m Connect the Star Diagnosis to the vehicle. Select the front module. Actuate the lighting. Note down
the lights that are to be actuated.
Station 3 <> Lighting - theory
Task 1 m Please complete the questions on ACTROS MPII lighting.

To do so use the workshop literature and circuit diagrams!
Enter in the table the modules that are responsible for actuation of the stated lights!
Low beam
TMB
Entrance lights
Entrance lights in door

GM FM
Rear fog lamp
Front position lamps

HM
Side-marker lamps
MSF
Fog lamp
Trailer lighting
Trailer turn signal indicators INS

FH interior lights
TMF
Task 2 m Arrange the components and CAN bus system in the correct sequence for actuation of the standing
lamp.
GF82.10-W-3000MP From bse module (GM) via frame CAN bus to FM to rear end module (HM).
Light switch to MSF master module.
From MSF via interior CAN bus to base module (GM).
From base module (GM) to trailer socket.
Task 3 a) Observe additional lighting actuations.

What is the signal path for actuating the stop lamp on BS?
GF82.10-W-3010MP
GF82.10-W-3011MP -
b) What is the signal path for actuating the backup lamp for the GS?
Current Pickoff 28.08.2003
Current pickoff on frame

Additional distributors are provided in the frame for the current pickoff, which are simply plugged onto the given power distributors. Positive and ground are
picked off at these distributors. The positive line is protected by a melting fuse. Depending on requirements several additional pickoffs can be (1-3) taken.
1 2 3
GT54_10_0022_C75
Task 1 m Find out what the max. current (A) value may be that can also be picked off at the power distributor
extension. Notes hereto are available in the design specifications.
Note: The design specifications are available on the Internet at http://mbas-mercedes-benz.de/arl/navigation.html.
Current Pickoff 86
Connector X7 on Base Module 28.08.2003
Connector X7 on the base module is for picking off the most important signals for connecting a body.
W54.21-1288-79
A7 Base module (243) Backup lamp (795) Connector X7 electrical interface to body
Connector X7 on Base Module 87
Retrofitting Radio 28.08.2003
A radio preinstallation is available in the Actros (standard in Germany). The antenna concept will remain unchanged until 07/2003.
After this the telephone antennas on the roof will be replaced by a
GSM/GPS combination antenna. The mirror GSM/GPS antennas are
thus no longer applicable.
2
6
1 5
2 1
3
4
GT82_70_0014_C71 GT82_62_0003_C81
1 Installation location in radio unit 1 CB radio antenna
2 Installation location in speaker 2 Radio antenna
3 GPS/navigation unit antenna
4 GPS/FleetBoard antenna
5 GSM/FleetBoard antenna
6 GSM/phone antenna
Retrofitting Radio 88
Retrofitting Telephone 28.08.2003
Preinstallation for phone, fax (special equipment Code EV5 standard for Germany)
This preinstallation enables any phone to be installed. The required potential is provided by
the X63 connector and is shown in the telephone circuit diagrams PE82.70-W-2000D and
PE82.85-W-2005A. An antenna with a dual-band radiator is already mounted to the roof.
The terminals can be located behind the electrical compartment lining.
GT82_70_0016_C71
Telephone handsfree system (special equipment Code EV7)
This preinstallation enables portable CTELs to easily be connected to the vehicle. To this end
a shell is provided above the accessories (B6 replacement part number and Mercedes star),
which can be connected to the preinstallation. The portable CTEL can be inserted into this
shell. There are portable CTEL shells for the Nokia and Siemens brands.
In order to be able to use all the features it is necessary to use a shell from the Mercedes-
Benz accessories for the ACTROS MP II. Other shells are not fully functional!
GT82_70_0015_C71
Task 1 m Note the installation positions for the radio and telephone preinstallation in the vehicle.
Retrofitting Telephone 89
Retrofitting Work Lamp 28.08.2003
Task 1 m A work lamp is to be retrofitted to customer’s vehicle (with original switch). The comprehensive
networking available in the Actros means that this is a simple procedure.
The function is described in the WIS document GF82.10-W-3018MP.
Complete the block diagram and describe the participating modules!
Retrofitting Work Lamp 90
Retrofitting Position Lamps 28.08.2003
You are to mount an additional position lamp E 47 to the roof of the vehicle’s cab.
Task 1 m Use the circuit diagrams to find the corresponding circuit diagram, control unit, connector and pin to
which the lamp is to be connected. Write them down.
Circuit diagram: -
Control unit: -
Connector: -
Pin: -
Task 2 m a) Connect the lamp to your designated control unit, connector and pin.
m b) Set the corresponding parameters in the control unit such that the position lamp lights together
with the standing lamp. Write down the parameter.
Parameter no.: -
Retrofitting Position Lamps 91
Learning Goals <> Power Train 28.08.2003
M
After this chapter you can . . .
Power train: Steering:
q name the technical features of the BR 500 engines. q describe the design and function of the LS6/8 power steering.
q state the speed at which the greatest torque is developed. q describe steering ventilation.
q roughly describe a power graph. q set and describe the steering play.
q describe the torque multiplication with the aid of a diagram. q set the limiter.
q state the engine’s 4 eco point variants. q describe the steering faults.
q describe the layout of the oil and fuel circuit.
q explain the removal/installation of the unit pumps and injection nozzles.
q describe the design of the various types of fan.
q state / describe the valve settings.
q explain the operating concept of the driving systems.
q state the differences in the clutch.
q explain the design, function and differences in shifting systems.
q understand the modifications in the sensor unit.
q activate the backup drive mode.
q explain the innovations in the clutch actuator.
q state the advantages of the nickel-plated hub of the singe-plate clutch.
q describe the task of the clutch sensor.
q describe the task of the clutch booster.
Learning Goals <> Power Train 92
Engine: Model Series 500 28.08.2003
The engine series 500 is available as a V6 and

V8-cylinder version with 2 liter displacement per
cylinder.
Series 500
The sales designation is similar to model series 400:
6-cylinder V-engine 8-cylinder V-engine

6-cylinder engine: OM 501 LA
8-cylinder engine: OM 502 LA 501 LA 502 LA
. VH = 12 l VH = 16 l
OM 501 LA
Turbocharger
Charge air cooler
1 = 6-cyl. V-engine
2 = 8-cyl. V-engine
Model series 500
Diesel engine
Engine: Model Series 500 93
OM 501 LA engine cross section
N01.00-2010-50 N01.00-2009-50
Querschnitt = cross section Längsschnitt = longitudinal section
Engine: Model Series 500 94
Model Series 500 Technical Features 28.08.2003
ð Outstanding performance and torque characteristics throughout ð Optimized engine cooling with ducted fan
entire speed range ð Viscous fan clutch, electromagnetic fan clutch and high-speed fan
ð Low fuel consumption drive for most powerful engines
ð High-pressure injection with unit pump, Pump-Line-Nozzle system, with ð Rated speed 1,800 rpm or 2,000 rpm
maximum pressures up to 1,800 bar
ð Low maintenance outlay
ð Electronic engine management (MR) with engine-proof electronics and § long service intervals, in long-distance haulage up to 120,000 km
comprehensive engine protection functions § service friendly engine oil and fuel filters mounted at front
ð Direct injection with centrally located 8-hole or 6-hole injection nozzle § maintenance free belt drive
ð 4-valves per cylinder ð Operation with FAME / RME (rape-seed oil methyl-ester) or biodiesel
possible, engine oil service intervals to be halved
ð Constant throttle pneumatic actuation as standard
ð High reliability and long service life (cylinder-head faces selectively
ð Usable engine brake speed well above rated speed of 2,300 rpm
induction hardened, cylinder-head gasket "flanged seal", low wear
ð Coverage of emission legislation EURO 2 or EURO 3 materials for inlet valves and valve seat rings)
ð Turbocharging with charge air cooling ð Low part diversity since many identical parts in 6- and 8-cylinder engines
ð V8 with 2 turbochargers and engine-mounted exhaust-gas ð Engine power take-off to rear ex factory
concentration to form an engine-brake flap
ð Preinstallation for retrofitted frigo block
ð EURO 3 engines with 5 eco points
ð 4 eco points available for delivery in combination with Codes MZ0, MV3,
MV4 . . .
Model Series 500 Technical Features 95
Technical Data for Model Series 500 in ACTROS, Models 930-934 09.10.2002
Engine type / Output Maximum Torque Displacement Code* Stroke/bore Engine weight
homologation at 1800 rpm torque multiplication dry
kW/hp Nm % cm³ mm kg
OM 501 LA 230/313 1530 (1100 rpm) 25.4 MX1

EURO II 260/354 1730 (1100 rpm) 25.4 11 946 MX2 150 / 130 885
(for export) 290/394 1850 (1100 rpm) 20.3 MX3
315/428 2000 (1100 rpm) 19.7 MX4
235/320 1650 (1080 rpm) 32 MV1
OM 501 LA 265/360 1850 (1080 rpm) 32 MV2
EURO III 300/408 2000 (1080 rpm) 26 11 946 MV3* 150 / 130 940
320/435 2100 (1080 rpm) 24 MV4*
335/456 2200 (1080 rpm) 24 MX0**
OM 502 LA 350/476 2300 (1100 rpm) 23.9 MX5
EURO II 390/530 2400 (1100 rpm) 16 15 928 MX6 150 / 130 1125
(for export) 420/571 2700 (1100 rpm) 21.1 MX7
370/503 2400 (1080 rpm) 22 MV6*
OM 502 LA 395/537 2500 (1080 rpm) 19 15 928 MV7 150 / 130 1250
EURO III 425/578 2700 (1080 rpm) 20 MV8
* With Code MZ0 only 4 eco points for Alpine transit through Austria.
** MX0 not available for all-wheel drive vehicles.
Technical Data for Model Series 500 in ACTROS, Models 930-934 96
Performance Graph in ACTROS, Models 930-934 28.08.2003
Engine output diagrams, EURO III
The specific fuel consumption curve should only

be viewed as an approximate value.
N01.00-2380-73 N01.00-2381-73
Performance Graph in ACTROS, Models 930-934 97
Piston series 500 - Modification
Piston Euro 2 N03.10-2051-11 Piston Euro 3 N03.10-205211
As of 02.00 improvement in quality by reducing ring wear and oil As of 03.00 for Euro 3 engines: Change to combustion chamber, use of
consumption as well as optimized bore for improved durability. hub bush for avoiding stress cracking and for improving running properties.
In addition, the ring grooves and piston rings have been modified to further
reduce oil consumption.
05/04 Truck • Engine <> engine models 457, 500, 900 • engine systems and engine mechanics <<>>Basic training Part 1_
Pistons and connecting rods; work order 97/1
The newly developed crown cooling duct piston
improves piston cooling. The oil stays longer in the
piston due to the crown-shaped cooling duct.
The remaining oil can absorb a greater heat
quantity and discharge this during an oil change.
N03.10-2060-72 N03.10-2061-72
Piston rings series 500
The compression ring in the top piston ring groove is a dual trapezoidal ring in a „Niresist“ ring carrier.
The fully sprayed-over chrome-ceramic plasma layer is spherically lapped, resistant to high temperatures
and ensures minimum wear.
The second groove contains a rectangular-section ring with inner bevel - a „reversed torsion ring“ - which
combines the functions of compression ring with an oil scraper effect.
In the third groove, a spring-loaded bevelled ring with chrome-plated and lapped narrow lands guarantees
durably low oil consumption.
This combination of piston rings ensures low wear, constantly low blow-by volumes and low oil
consumption over the entire life of the engine..
Bemerkung : Niresist-Ringträger (Hoch-Nickelhaltige Guss Eisen, Ausdehnung = Alu Ausdehnung )
N03.10-2004-50
Connecting rod series 500
The steel conrod is a single forging. The

separation of the conrod to the conrod cap is
achieved by means of "cracking".
In comparison to the traditional, complicated
separation methods, cracking makes it possible to
achieve high shape stability at the large conrod
eye. The separation point at the large conrod eye
is oblique.
Conrod and conrod cap are connected positively
and frictionally by means of two stretch shank
bolts.
The ignition force at the small, trapezoidal-shaped

conrod eye is uniformly absorbed by means of a
solid bronze bushing, which is adequately supplied
with lubricating oil through a pressurized oil
drilling from the large conrod eye.
N03.10-2002-03 N03.10-2021-02
Because of the intermediate web required on the crankshaft of the V6, the conrod has a defined width As of approx. 06.98 the oil supply at the piston
of 34 mm at the large conrod eye. This width is 37 mm on the V8. pin bearing has been modified. Two oil drillings
(D) for supplying oil to the piston pin bearing are
provided at the conrod eye. The long oil drilling
(C) for the pressurized oil supply of the piston pin
bearing is discontinued.
Conrod series 900
The forged steel conrod has a cracked separation of the rod and cover as a
special production feature. In production the conrod, which is made in one
piece up to this point, is separated by a precisely defined fracture at the large
conrod eye. This achieves a precise, well-fitting bearing fixing when the parts
are subsequently bolted together.
Note:
In the event of a repair, particular care and cleanliness is required due to this
cracked surface structure.
N03.10-2025-10
Engine: oil circuit 28.08.2003
Lubricant circuit
A gear type oil pump with 43 mm gear wheel

width for the V6-engine or 49 mm for the
V8-engine supplies the lubrication and oil circuit.
The gear type oil pump is mounted in the area of
the rear crankshaft end on the crankcase and is
driven by the crankshaft gear over the oil pump’s
drive gear.
An integrated pressure valve keeps the oil at a
constant pressure or restricts it.
All oil ducts are integrated into the engine
housing, only the turbochargers are supplied with
lubricating oil by way of external screwed-on
lines.
In the main oil duct from the oil pump to the heat
exchanger a check valve has been installed right
next to the oil pump, which serves to prevent the
filter and oil ducts from running empty and thus
ensures that oil pressure is built up quickly at the
bearing positions.
N18.00-2011-50
Engine: oil circuit 98
Task 1
¦ Assign the numbers in the graphic opposite to
the corresponding components!
Use the available workshop documentation.
The following components are integrated into the

cast aluminum pressure housing for this mounting
unit:
1 Full-flow oil filter

2 Filter drain valve
3 Filter bypass valve
4 Oil temperature sensor
5 Oil pressure sensor
6 Oil-water heat exchanger (flat pipe)
7 Coolant temperature sensor
8 Terminal for bypass filter (outlet)
9 Terminal for bypass filter (inlet)
10 Riser
11 Terminal for filling oil circuit
N18.20-2020-05
Task 2
For which operations on the components listed below is it necessary to
externally fill the oil circuit?
a Replacing cylinder head gasket

b Replacing unit pump
c Replacing cylinder head compressor
d Replacing injection nozzle
e Mounting new crankshaft
f Replacing connecting rod
g Replacing turbocharger
h Replacing oil filter
i Dismantling/mounting oil filter housing
j Replacing oil pressure switch
k Replacing oil cooler
l Replacing oil sump gasket
m Dismantling/mounting oil pump
n Replacing oil spray nozzles
Task 3 W18.00-0003-06
With what pressure does the oil circuit have to be filled?
1 Screw plug (M33x2)
a 0 - 2 bar 2 Sealing ring
b 2 - 4 bar 3 Adapter
c 5 - 10 bar 4 Oil replenishing canister
d 10 - 20 bar 5 Shutoff valve
Engine ventilation system
Integrated into the overall concept for reduction of the exhaust

emissions and as a contribution towards lowering engine oil
consumption, an oil ventilation has been installed in the timing
case cover.
Blow-by gases flow from the combustion chamber over the piston
rings into the crankcase, where they are mixed with the smallest
oil drops from the oil vapor. In order to prevent the oil vapor from
escaping into the atmosphere this is extracted, cleaned and
routed to the inlet side of the engine.
Here a vacuum membrane controls the pressure (approx.

–0.1 bar) in the engine’s oil chamber.
A cyclone filter element matched to the engine’s service life
serves to reduce the oil vapor percentage to a minimum.
The filtered oil volume is then routed back to the oil chamber by
way of a return element integrated in the ventilation system.
N01.20-2009-12
Engine Sealing Front and Rear Crankshaft on Model Series 500 28.08.2003
A radial shaft seal with PTFE sealing lip and primary fleece dust lip is used for front and rear crankshaft sealing; this serves to prevent any penetration of dirt
particulates and thus reduces wear. The high wear resistance of the PTFE material and the wide contact surface mean that it is not necessary to have a mating
ring on either the front or flywheel side.
Two repair solutions are provided for rectifying any problems with leaks:
1. Assembly of a new radial sealing ring with PTFE sealing lip, as in the series.
2. In the event of a repair, because of the run-in crankshaft/flywheel, a sealing ring with enlarged internal diameter is to be inserted. To this end, an
appropriate race is to be shrunk on as for engines in model series 400; this is included in the replacement parts list.
Front crankshaft seal N03.30-2006-05 Rear crankshaft seal N03.30-2005-12
Engine Sealing Front and Rear Crankshaft on Model Series 500 102
ACTROS Cooling System, Models 930-934 28.08.2003
Highly-effective cooling system
In principle, the cooling system in the ACTROS corresponds to its predecessor. However, it has been geared to the enhanced performance of the Euro 3 engines
and fitted with an improved cooling-air flow. The cooling system consists, among other things, of:
· a fine-meshed bug screen, which is only fitted to the radiator now.

· a condenser (for air-conditioning systems only) made of a corrosion-resistant aluminum alloy.
· a charged-air air-cooler.
· a coolant air-cooler with 2-chamber coolant expansion reservoir. Each of the two chambers is protected by means of an excess-pressure valve. The coolant
temperature is monitored by a one-speed coolant sensor. Integrated into the lower part of the system is the transmission oil coolant radiator as standard or
as special equipment (N55).
· dumpers, platform vehicles and semitrailer tractors (4x4 and 6x6) with V6-engine and a permissible gross weight between 80 t and 120 t are equipped with
the cooling system for V8 engines (Code MP2, boosted cooling system), providing the major-assembly configuration allows for it.
The delivery specification includes: transmission oil cooler or the electromagnetic fan clutch.
· the fan shroud (with recirculated air seal for V6, w/o recirculated air seal for V8) with special inlet nozzle for specific routing of the air onto the engine-
mounted jet ring fan, which has been thoroughly redesigned.
ACTROS Cooling System, Models 930-934 103
Checking Cooling System Tightness 28.08.2003
Task 1 m A pressure test can be used to check the cooling circuit for leaktightness. Determine which
statements on testing the cooling system leaktightness are true. To do so use the given WIS
documentation Group 20.00!
a Testing is done at the filler neck

b The test pressure may not exceed the cover pressure
c The test pressure is approx. 1.0 bar
d The test pressure is approx. 1.2 bar
e A test is made to see if pressure drops within approx. 5 to 10 minutes
f The heater should be switched off
g The heater control should be set to maximum
W20.20-3001-01
Task 2 m Name the possible defects, which can be localized by the coolant pressure tests.
a Water pump sealing, leaking radiator

b When the cylinder liners are wet: the leakage of the O-rings
c Cracks in cylinder head, leakages in cylinder-head gasket
d Leakages in air-compressor area (water-cooled)
e Leakages in oil cooler
f Leakages in retarder cooling system
g Leakages in cooling system’s hose connections
h Leakages in injection nozzle protective sleeve
Checking Cooling System Tightness 104
Types / Design of Fan
Fan drive
· Viscous fan clutch: · High-speed fan: · Electromagnetic fan clutch:

The classic viscous fan clutch, which because of All V8 engines in Euro-3 version are fitted with a The 2nd generation 3-stage electromagnetic fan
an extensive redesign now enables an approx. high-speed fan (ML3) as standard. The belt- clutch can be activated/deactivated by means of
6 percent higher air-flow rate and thus driven high-speed fan (ML3) ensures that permanent magnetic clutches in accordance
significantly improves the cooling system cooling performance is increased. with the eddy-current principle. This clutch is
performance. The fan’s noise level has also been connected via an elastic hub with the front
reduced by 2.5 dB (A). crankshaft end (= engine speed). The clutch’s
maximum torque transfer is 170 Nm, its weight
13.3 kg
N20.40-2028-10 W20.40-0006-09 W20.40-1004-05
Checking Cooling System Tightness 105
Engine: Valve Setting 28.08.2003
Valve gear
The improvement in gas exchange brought about by having 4 valves

per cylinder primarily contributes to a reduction in fuel consumption in
combination with accordingly more favorable emission levels.
Control of the intake and exhaust valves is done by way of roller

tappets in the crankcase guided with a slider in a groove, push rods
and inlet and exhaust rocker arms, each of which actuate, by way of a
valve bridge, the two exhaust and intake valves.
The rocker arm spindle is screwed to the cylinder head together with
the pre-mounted rocker arms and rocker arm bracket.
In order to cut wear for the valve gear as a whole to a minimum for the
duration of its service life, and to absorb the actuating forces of the
high-temperature valve springs or the acting inertial forces and
cylinder pressures, the contact surfaces of the valve, valve bridge,
rocker-arm thumbs as well as the upended ball socket of the push rods
and ball head of the adjusting screw have been induction hardened.
N05.30-2001-50
Engine: Valve Setting 106
Setting Valve Clearance Model Series 500 28.08.2003
Checking and setting valve clearance has not changed from model series BR 400; there are 2 methods.
Method 1
Set intake and exhaust valves for each cylinder in accordance with injection sequence.
The cylinder to be adjusted must be set to ignition TDC, the synchronous cylinder in overlap TDC.
For this method the crankshaft on the 6-cylinder engine has to be cranked six times, on the 8-cylinder
engine it has to be cranked eight times.
Method 2
Set the intake and exhaust valve in two crankshaft positions.
Set, if the 1st cylinder is set to ignition TDC when ready to drive.
Set, if the 1st cylinder is set to overlap TDC when ready to drive.
N05.30-2077-01 P
Task 1 m In the graphic, draw an arrow to mark the position at which the valve clearance is checked.
Valve Clearance Tolerance
Intake 0.40 + 0.20 / - 0.10

Exhaust 0.60 + 0.20 / - 0.10
The valve clearance test tolerance only applies when checking valve clearance.
If the valve clearance is out of the tolerance range then the specified value has to be set.
Setting Valve Clearance Model Series 500 107
Task 2 m On an ACTROS model 930 with an OM 501 engine, you wish to adjust the valves in line with method 2.
Use the WIS to mark the correct points!
th
a Set 6 cylinder to ignition TDC
th
b Set 6 cylinder to overlap TDC
c Set 1st cylinder to ignition TDC
st
d Set 1 cylinder to overlap TDC
N01.00-0200-01
Engine Crankshaft position Cylinder / Valves to be set

1 2 3 4 5 6 7 8
6-cylinder 5th cyl. valve overlap I/E E I E - I
1st cyl. valve overlap - I E I I/E E
8-cylinder 6th cyl. valve overlap I/E E I I E - E I
1st cyl. valve overlap - I E E I I/E I E

N01.00-0201-01
Legend:
I Intake valve
E Exhaust valve
X Flywheel side
Notes:
Engine: Engine Brake 28.08.2003
A constant throttle valve is located in each cylinder head as a “fifth

valve”.
Actuation is done pneumatically by way of the screwed-on connection.
The pressure chamber is sealed upwards by an O-ring in the cap. The cap
is held in place by a clamping collar in the cylinder-head casing.
(Legend: Constant throttle location

engine model series 500)
N01.50-2001-50
Engine: Engine Brake 110
Mode of operation
1. The constant throttle is continuously open after being switched on.
2. During the compression cycle (2nd cycle) while the piston moves quickly from the lower to the upper turning point, only very little air escapes through the
constant throttle into the exhaust port, the desired compression work is thus achieved.
3. During the temporary period in which the piston is at a standstill at the top dead center, the majority of the compressed air escapes through the constant
throttle into the exhaust port.
4. Without a constant throttle the expansion of the compressed air serves to support the subsequent downward movement of the piston (3rd cycle) and thus to
almost fully regain the compression work of the 2nd cycle. Therefore, on conventional engines, it does not provide any appreciable contribution to engine
braking performance. By contrast an engine with constant throttle in the 3rd cycle means that the pressure on the piston is significantly lower. The utilizable
difference between compression and expansion work is therefore significantly greater and thus contributes to engine-braking performance.
5. The effect of the constant throttle together with the series engine-brake flap enables the undesired re-opening of the exhaust valves to be completely
prevented. This in turn serves to significantly relieve the exhaust valves.
6. There is no engine ignition when the constant throttle is switched on. In order to avoid having the engine shut down unintentionally, e.g. through an operator
error, the constant throttle and the engine-brake flap are automatically switched off at a speed less than 900 rpm.
Location and engine braking performance
N01.50-2009-02 N01.00-2429-50
Task 1 m Use the diagram to determine the engine-braking performance of the OM502 engine at a speed of
2,100 rpm and note it down
-
Optimization of the constant throttle cross section to the new swept volume of 2 L/cylinder and a new layout of the engine-brake flap (one-sided
brake flap stop) enabled the specific engine braking performance to be increased yet again in comparison to model series 400.
Pump Line Nozzle InjectIon System 28.08.2003
Unit pump location
Injection is by way of the Pump-Line-Nozzle (PLD)

system, controlled by the electronic engine
management Telligentâ engine system.
On the PLD system the fuel is pumped to the
injection nozzles using unit pumps through short,
relatively rigid high-pressure injection lines and via
the pressure pipe connection screwed into the
cylinder head.
Each cylinder has, assigned to it, a unit pump
installed in the crankcase. This is driven by an
additional timing cam on the camshaft. Therefore,
the camshaft not only assumes the classical task of
controlling the intake and exhaust valves, it is also
responsible for driving the unit pumps.
The unit pump operating principle is also based on
the piston pump principle as with the previously
used in-line injection pump, although without
control edges on the pump plunger.
The injection quantity is determined cylinder-
specifically via solenoid valves by controlling the
start-of-injection and the end-of-injection.
Fig.: Unit pump injection system (model series 500) N07.02-2018-50
Pump Line Nozzle InjectIon System 113
Unit Pump: Designation and Delivery Phases 28.08.2003
Task 1
¦ Arrange the numbers in the graphic to match

the terms in the table
Camshaft
Unit pump magnet
Pump plunger
Suction gallery
High-pressure cylinder
Roller tappet
Valve body
Unit pump crown
Pressure line
Injection nozzle
Pressure pipe
High-pressure chamber
N07.15-2031-06
Unit Pump: Designation and Delivery Phases 114
Unit pump series 457/500 - Design
A unit pump is installed at each cylinder for the injection process of the MR/PLD system. Start of delivery
and the injected quantity are controlled by appropriately operating the unit pump solenoids (10).
1 O-ring
2 Leakage drilling
3 Cover plate
4 Valve stop
5 Thread for union nut at line to injection nozzle
6 Valve spring
7 Fuel filter
8 Valve spring base
9 Intermediate plate
10 Unit pump solenoid
11 Armature plate
12 Spring disk
13 Valve
14 Pump housing
15 Sleeve
16 Pump element
17 Roller tappet spring
18 Spring disk (roller tappet)
19 Roller tappet
20 Oil drilling
21 Roller
22 Roller tappet pin
W07.15-0032-03
Plug-in pump delivery phases:work order 114/1
PLD Injection Control 28.08.2003
Control of start of injection function
Up until now, when installing a new unit pump the start-of-the-control marking
must be noted. The start-of-delivery in the lower speed range was determined
by the mechanical setting. At high speeds a mechanical injection timing
device shifted the start-of-delivery for the injection pump to "advanced".
When installing a unit pump it is not necessary to have a start-of-delivery or
end-of-delivery marking or adjustment.
Start-of-delivery
Shifting the timing of the injection command with relation to the ignition TDC
of the cylinder to be filled, enables the MR/PLD control unit to regulate the
start-of-delivery. Within mechanical limits (limited by shape of cam) the start-
of-delivery can be regulated fully irrespective of the MR/PLD electronic
circuits. The limit values for this engine (max. start-of-delivery 25° before up
to 5° after TDC) are stored in the control unit.
The rpm sensor (TDC sensor, crankshaft position sensor) enables the control
unit to detect the phase in which the individual cylinders are at any given
time. Closing detection (C) denotes the second necessary reference mark for
controlling the actual start-of-delivery. The time delay between the electrical
and actual start-of-delivery is compensated for by the map control in the
control unit.
Schematic 1: El. start-of-delivery 5° before TDC

Schematic 2: El. start-of-delivery 5° after TDC
W07.15-0037-06
PLD Injection Control 115
Fuel delivery control function
Up till now the delivery rate has been set by complicated, precise mechanical
specifications in the injection pump. In the event of complaints in this area,
e.g. for loss of performance, extensive test methods and test devices
(injection pump test bench) are necessary, in order to perform the
complicated adjusting work.
With regard to the MR/PLD, the mechanical unit pump only defines the limit
range in which the electronic control can take place. The max. control range is
determined by the stroke of the unit pump cam (approx. 65.5° NW
[camshaft]) and the max. volume range through the corresponding
displacement volume in the high-pressure cylinder.
Delivery angle
The angle by which the crankshaft has moved on when the engine is running
from the start (C = closing detection) to the end of a delivery stroke (valve
opens), is known as the delivery angle (A). Here the camshaft is only turned
through half the crankshaft delivery angle.
The delivery angle (pulse width) enables the MR/PLD control unit to
determine the injection period and thus the injection quantity.
In schematic 1 the electrical delivery starts with the closing detection (S) 5°
before TDC. At a delivery angle of 10° KW [crankshaft] the delivery stroke
ends 5° after TDC (schematic 2). The actual change in crankshaft angle is
recorded via the rpm sensor on the crankshaft (signal comes every 10°).
W07.15-0036-06
Unit pump delivery phases
Task 1 m The unit pump operating principle is determined by the 4 delivery phases. Name them.
N07.15-2024-11 N07.15-2025-11
Control circuit MR 06.03.2001
The basic work of engine control can be shown as

a simple control circuit.
A control circuit consists of the controlled system Specified Comparison device Injection control
to be controlled (in this case this is the engine)
FR
engine-
and the control device (in this case the control torque Torque difference
module).
Actual engine Given
The FR supplies the specified value in the form of torque Fuel
a specified engine torque. The controlled system, amount
the engine, supplies the actual value in the form Control device Control unit MR
of the actual torque. The MR compares the
specified value with the actual conditions
prevailing, the actual value.
Actual operating
So the actual torque represents the actual condition
operating conditions on the engine which are
recorded via various sensors. Engine
If when compared the actual value is higher than
the specified value, the injection control reduces Combustion
the injection quantity. If the conditions are the Controlled system Sensors
other way around, the injection control increases Pump-unit
the injection quantity.
The actual value is therefore always adjusted to

the specified value Changing Load
condition
N07.15-2027-75
03/01 Trucks • Engine Management, Engines System Series 500, 900

Control circuit MR 117/1
Detecting engine speed, crank angle and TDC 06.03.2001
The principle of the mechanical coupling
The two rotary sensors of "crankshaft angle position sensor" and "TDC sensor cylinder 1" (camshaft angle
position sensor) are linked to each other as a result of the camshaft gear and crankshaft gear being
mechanically meshed.
The completion of a full operating cycle of all the cylinders results in a 720° crankshaft reference system
on the basis of the transmission ratio of two revolutions of the crankshaft to one revolution of the
camshaft.
When it comes to the generation of the signals, the following mechanical coupling exists related to the
position of the crankshaft (° crank angle):
Camshaft series 500

12 pins spaced at 60° crank angle
+1 additional pin at 55° crank angle BTDC
Camshaft series 900

12 holes spaced at 60° crank angle
+1 additional hole 55° crank angle BTDC
Crankshaft series 500 and series 900

36 slots spaced at 10° crank angle
+1 additional slot at 65° crank angle BTDC
N07.15-2028-73

Detecting engine speed, crank angle and TDC 117/2
Rotary sensors
Inductive sensors are used for detecting the current crank angle and the engine speed.
The sensors contain a coil on a soft iron core with connecting permanent magnets which results in the
lines of force of the magnet penetrating through the soft iron core.
The end of the soft iron core is positioned at a minimal clearance opposite the rotating flywheel and
camshaft gear, respectively. As a result of the "markings" (slots, pins) rotating past, a voltage is induced
in the coil as a result of the change in the magnetic flux of the lines of force.
Crankshaft angle position sensor

The sensor positioned on the flywheel, detects the engine speed and the exact position of
the crankshaft, the crank angle, by means of 36 symmetrically arranged slots (1).
In addition, the electronics determines from the detecting signal the change in the rotational
speed of the crankshaft between the individual power strokes and thus controls cylinder
synchronized running in the idle speed range.
Following synchronization of the signal (see below), an additional 37th slot (65° before TDC)
supplies the trigger point for calculating the start of delivery.
TDC sensor cylinder 1 (camshaft angle position sensor)

The sensor positioned at the camshaft gear, supplies the rotational speed, if required, by
means of 12 symmetrically positioned pulse pins (pulse holes). For synchronizing the signal,
an additional 13th pin (13th hole) (55° before TDC) is required as a trigger point for
calculating the start of delivery.
N07.15-2032-03

Detecting engine speed
The speed signal from the engine electronics is used for speed control functions in the vehicle. The speed value supplied over the LS-CAN is checked for
plausibility in the FR electronics with the speed value from terminal W. Only after this check is the engine speed signal sent over the HS-CAN and is thus
made available to other electronic systems.
If the engine speed coming from the LS-CAN is detected as not present or not plausible, the following substitute signal is used for functions and speed
information:
Shortly after clutch closes ð transmission input speed

Otherwise ð terminal W signal

Evaluation of Crankshaft Position and Camshaft Position (TDC) 06.03.2001
When the engine is started, the electronic system is trimmed, i.e. synchronisation of the two signals from the crankshaft position sensor and the TDC sensor.
If both signals are present, all actions are coupled to the crankshaft (Crankshaft position sensor). The crankshaft signal has priority.
The camshaft signal (TDC sensor) is only used to verify that both signals match.
task 1 m The function should be clear to you, but what is the effect of a signal failure?
Mark in the table the possible effects and whether a fault code is displayed.
Double
Signal missing from.... Power torque activation of the Engine does not Engine stops of Fault code
limited. pump-unit per start. own accord. displayed.
working cycle
crankshaft position sensor at start.
crankshaft position sensor fails when engine running.
TDC sensor at start.
TDC sensor when engine running.
both sensors.

Evaluation of Crankshaft Position and Camshaft Position (TDC) 117/5
Overall view of Telligent engine system engin series 500 12.05.2000
A3 FR control unit
A4 FLA control unit
A6 MR control unit
A42 Transponder code read-out electronics
B1 Accelerator pedal
B2 Clutch sensor
B3 Speed sensor, transmission layshaft
B4 Outside temperature sensor
B6 Coolant level switch
B7 Air cleaner sensor
B9 Boost air temperature sensor
B10 Fuel temperature sensor
B11 Oil temperature sensor
B12 Oil pressure sensor
B13 Boost air pressure sensor
B14 Oil level sensor
B15 Crankshaft position sensor
B16 TDC sensor, cylinder 1
B65 Coolant temperature sensor
G2 Generator
M1 Starter
S1 Ignition switch
S2 Control lever, engine control/continuous brake
S3 Splitter switch
S4 Stop lamp switch
S7 Reverse lamp switch
S8 Range change switch
S9 Neutral position switch
S10 Switch engine start
S11 Switch engine stop
Y1 Solenoid valve KDR
Y2 Solenoid valve MBR
Y29 Solenoid valve MS2
Y30 Solenoid valve MS1
N00.19-2034-06
CVs • Engines management • Enginessystems BR 500 and BR 900 • Global Training

Overall view of Telligent engine system engin series 500 117/6
Information exchange Telligent engine system, ACTROS with HPS, A/C and Linnig; Exercise 13.05.03
Exercise Z1
An ACTROS is equipped with Hydro-Pneumatic
Shift (HPS), an air conditioner, and Terminal 30 Demand MB1
electromagnetic clutch and various other Terminal 15 Demand MB2
components. Terminal 31 Demand Limiter S2
A7
D+ Demand Tempomat
What is the resulting supplementary data flow?
Demand reversing light Limiter/Tempomat OFF
Enter the answers in the diagram on the right! Demand brake light Y1
Actuation MB1
S1 Terminal 50 Y2
Actuation MB2
A42 Transponder code
Service brake status B5
D+ A3
G2 Brake pedal status S4
n-signal Tml. W
P3 v-signal C3 Y30
Y29
PWM signal GAS1
B1
PWM signal GAS2 S3
B46 S9
B7 Air filter soiling S7
B6 Coolant level
B2
B4 Ambient air temper. B3
Y70
A6
Y71
TM FR 2_D.ppt
09/03 Trucks • Engine Telligent® Engine systems Series 457, 500, 900 Advanced Training
Information exchange Telligent engine system, ACTROS with HPS, A/C and Linnig; Exercise 117/7
Location of pressure pipe connection, nozzle holder assembly and nozzle protective sleeve
The pressure pipe connection with integrated pin-type filter forms the connection from the high-pressure line to the vertical and centrally located nozzle-holder
assembly with the injection nozzle.
The nozzle-holder assembly is located in a nozzle protective sleeve and screwed to the cylinder head using a clamping claw. Sealing against combustion gases is
done using a copper sealing ring.
The nozzle protective sleeve itself is sealed against coolant with an O-ring and on the pressure side via the thread and the contact surface.
Legend:
1 Injection line
2 Leak fuel line
3 Pressure screw
4 O-ring
5.1 Pressure pipe connection with anti-twist
lock (pressed-in ball)
5.2 Pressure pipe connection without anti-
twist lock
6 Nozzle-holder assembly
7 O-ring
8 Screw
9.1 Ret. clip (up to engine end no. 106096)
9.2 Ret. clip (as of engine end no. 106097)
10.1 Sealing ring (up to eng. end no.
197928)
10.2 Seal. sleeve (as of eng. end no.
197929)
11 Constant throttle cap
12 Adapter
13 Extractor
W07.03-1018-06 W07.03-1019-06
L Screw shank length (8)
Removing, sealing and installing unit pump
Task 2 m Remove unit pumps, but check first to see how it’s done. Which precautionary measures should be
taken? Refer to the workshop documentation and identify the correct tasks.
a Undoing and removing the TORX screw is done as a single operation.
b Detach engine wiring harness on all unit pumps.
c Undo the TORX screws by approx. 6 mm.
d Turn crankshaft with rotating device until the pump cam on the camshaft pushes out the unit pump.
e If the unit pump is jammed in the housing, insert a lever under the solenoid valve to lever it out.
f If the unit pump is jammed in the housing, remove carefully using nozzle deflection tool.
g Once the pump has been released, remove the TORX screws and then the pump.
Task 3 m Install unit pump, but check first to see how it’s done. Which precautionary measures should be
taken? Refer to the workshop documentation and identify the correct tasks.
a Turn crankshaft using rotating device until pump cam faces unit pump.
b O-ring should only be replaced when damaged.
c The pump can only be installed if the camshaft (NW) is in the base circle.
d Before installing the unit pump replace O-ring (special tool).
e Coat the O-rings with assembly grease before assembling the unit pump.
f Pull unit pump with screws into seat and fasten in place.
g Push in unit pump by hand against the spring force into the crankcase,
(distance approx. 4 mm).
h Push in unit pump by hand as far as possible. Complete remaining distance by slowly turning screws,
and then tighten to specified torque.
i The connecting sequence for the electric cables need not be observed.
j The lines on the solenoid valves are to be connected precisely in accordance with the specifications.
k After replacing a unit pump a unit pump classification is to be performed.
Notes:
Fuel Circuit 28.08.2003
Symbolic fuel circuit

The low-pressure fuel circuit has been specifically redesigned for the requirements of a high-pressure injection system with individual V-engine unit pumps. In
contrast to conventional injection systems a stable injection requires a high pre-pressure in the low pressure system and a large scavenging volume to cool the
control valve magnets in the unit pumps.
Task 1 m Complete the legend.
III
15 I Fuel feed pump

II
III
16
IV Unit pump
IV
VI Pressure maintaining valve 2 bar
19 I II
11 Fuel tank
17
18 12
13 Hand priming device
14 Fuel heat exchanger electronics
VI 15
14
16
17 Bypass throttle
18 Bypass valve
19 Pressure limiting valve 9.5 bar
12 13
11
Fuel Circuit 121
W07.15-1080-09
Fuel Circuit 122
Components
1 Fuel tank B10 Fuel temperature sensor
1.1 Fuel strainer (800my) R3 Sheathed element flame glow plug
2 Fuel prefilter (KVF 300my) with manual fuel feed pump Y5 Flame starting system solenoid valve
3.1 Plug-on valve in fuel feed (locked in open position)
3.2 Plug-on valve in fuel return line (locked in open position) Fuel circuit
4 Fuel heat exchanger A Fuel feed/suction side
5 Fuel pump (KFP) B Fuel feed/pressure side
5.1 Pressure relief valve (9.0 –12.0 bar) C Fuel high-pressure side (injection line) to PLD unit pumps
6 Fuel filter (KF 1.5 my) D Fuel return to unit pump
6.1 Valve fuel filter drainage E Fuel scavenging volume (fuel short-circuit)
6.2 Permanent ventilation in fuel filter (0.7mm) F Fuel return/leak fuel
7 Nozzle holder assembly
8 PLD unit pumps (Y6 up to Y13) Test positions, test data
9 Banjo union with permanent relief bore (0.7 mm) G Manometer test
10 Overflow valve H Fuel return volume test
(up to engine no. 092407 2.0 bar, as of engine no. 092408
2.65 bar)
10.1 Throttle (3.1 mm) in overflow valve - - - Fuel ducts in crankcase
11.1 Fuel feed connector (in frame) ----- Fuel lines
11.2 Fuel return connector (in frame)
12 Throttle (0.5 mm) in flame starting system fuel line
Task 2 m At which test points are the following tests made? Put them in order.
Test position Fuel test

System pressure in low-pressure circuit downstream of filter
Fuel return volume to fuel tank
Leaktightness, low pressure fuel circuit
Fuel intake pressure of fuel pump
Air bubble formation in intake line
Fuel return volume (leak oil volume) nozzle holder assembly with pressure pipe connection
Fuel Circuit 123
Task 3
m The graphical display of the “symbolic fuel circuit” shows several components in
the fuel filter housing.
Mark the following components in the graphic ...

1 fuel filter drainage valve and
2 permanent ventilation. 1
1 From fuel tank

2 To unit pumps 2 3
3 Return to fuel tank
N07.15-2044-01
Task 4 m At first glance the riser in the fuel filter housing looks like a simple invention. The fact is however, that
it can be used for several functions.
Use the table below and mark the correct tasks for the riser.
a To clean the fuel
b Fuel filter housing with forced ventilation
c To enable cold engine starting
d It bears the fuel filter
e It acts as an aid for the fuel filter and safeguards it against overflowing
f Contains the maintenance discharge bore (fuel filter drainage valve)
g To match riser, to deliver fuel such that the entire length of the fuel filter is utilized, which in turn
means larger filter surface and thus greater efficiency
h Renders a prefilter unnecessary
Fuel Circuit 124
Fuel Prefilter with Heated Water Separator, Code K81 28.08.2003
To ensure that any premature clogging up of the

series filter is avoided an additional fuel prefilter
can be ordered as a special request. This is
installed in the line between fuel tank and fuel
feed pump and it filters out coarse contamination
upstream of the series filter.
If necessary, free water in the fuel is held back in
the lower part of the prefilter housing and it has
to be occasionally drained off. In order to ensure
that the retained water does not freeze at low
outside temperatures the collector tank can be
heated.
Example: BR 500 W47.20-1011-05
Field of application:
In countries where badly contaminated fuel and high water content can be expected, an additional fuel filter with integrated heated water separator (incl. hand
priming device) is absolutely recommended.
Vehicles that are operated in Eastern Europe or that use fuel from this region, must be fitted with this prefilter.
Fuel Prefilter with Heated Water Separator, Code K81 125
Telligent Engine System; ACTROS Models 930-934 28.05.03
Engine control, a.k.a. engine management, is split up into two sub-systems each of which has its own control unit. The control unit for the drive control
(FR/FMR) sub-system is mounted on-board the vehicle and the engine control (MR/PLD) is on the engine.
All engine-specific data is stored in the MR control unit. Various sensors are used to determine the engine-side operating conditions. These are then analyzed and
the injection is regulated in accordance with FR requirements (specified engine torque) taking the filed characteristic maps into consideration.
The FR control unit also contains vehicle-relevant data, determines the vehicle’s operating conditions and registers the driver’s commands.
These can, for example be actuation of the accelerator pedal, the service brake or engine brake, or the clutch.
This is then used by the FR control unit to determine the required engine torque which is then forwarded to the MR as a desired engine torque.
Depending upon the vehicle configuration the FR also contains additional software modules.
The communication interchange between the FR and MR takes place via CAN 4, to the gear control (GS) via CAN 5 and to other on-board control units via CAN 1.
You will be asking “why actually separate the systems”?

Let us discuss the reasons and advantages arising from doing so.
· Modular design, thus enabling individual adaptation and advance development options.
· The drive control (FR) also covers “engine-independent” functions and can be designed to suit specific variants.
· Vehicle-specific data (e.g. idling, operating speed etc.) is retained by the vehicle even when the engine is replaced.
· The engine control unit and the engine data matched to this engine stay with the engine. They are thus engine related.
· Replacement major assemblies always have the latest engine data.
· Fault diagnosis is made easier, as processes can be separately assessed.
Telligent Engine System; ACTROS Models 930-934 126
System Distribution for Telligent Engine System; Exercise 28.08.2003
Task 1 m The reasons for system distribution may appear to be apparent, but what about the assignment of the
tasks? In order to get a better feeling for this we have listed some tasks, which should then be
assigned to the individual systems.
Task assignment
Actuate engine-brake flap solenoid valve
Actuate constant throttle solenoid valve
Determine oil level ð E
D Assign point of injection and injection volume N
R Register and process driver commands G
I Limit engine speed I
V ï Forward engine start signal ð N
E Actuate cruise control and limiter E
Initiate preexcitation of alternator D+ (not for compact alternator)
C Forward coolant temperature C
O System monitoring, fault analysis and fault code formation O
N Evaluate current engine operating conditions N
T ï Actuate overspeed warning T
R Activate emergency operation program R
O Activate engine overheating prevention function such as, e.g. activate boiling protection O
L Determine coolant level L
Activate engine start/stop function (MSS) (ATEGO only)
Evaluate transponder code
Actuation of transmission splitter group for HPS / MPS
System Distribution for Telligent Engine System; Exercise 127
Telligent engine system assignments; Exercise
Exercise m While the reasons behind the decision to use separate subsystems may be clear, there remains the
question of how individual functions are assigned. To give you a clearer understanding of how the
strategy works, below we have compiled a list of operational assignments along with the subsystems
in which they reside.
Task assignments
ï Engine brake plate control solenoid E
D Pneum.ï Constant throttle control solenoid ðHydr. N
R Oil level monitor ð G
I Injection timing and flow volume assignment ð I
V ï Registration and processing of driver demand N
E ï RPM governor ð E
ï Relay engine start signal ð
ï Cruise control and set control C
ï Start D+ alternator trigger current O
ï Relay coolant temperature ð N
ï System monitor, error assessment and error code generation ð T
C Assess current engine operating conditions ð R
O ï Control excess rpm warning O
N ï Activate emergency default program ð L
T Activate engine protection functions, overheating guard, etc. ð
R ï Check coolant level
O ï Activate engine start/stop function (MSS)(ATEGO only)
L Process transponder code ð
ï Control of transmission splitter group with HPS/MPS
Telligent engine system in the network; work order 127/1
Operating Modes on Control Lever for Engine Control / Permanent Brake Control 23.04.03
On MB vehicles the control lever for “engine control / permanent brake control” provides the following
operating modes for selection. The operating modes available on the vehicle are dependent on the vehicle
model and the selected special equipment option.
§ Cruise control
§ Limiter
§ Permanent brake in stepped mode
§ Permanent brake cruise control
§ Combined drive/brake cruise control
§ TelligentÒ proximity control (ART)
§ Engine idle speed increase
§ Working speed control
W54.25-1035-11
Note:
On the ACTROS models 930-934 the cruise control and permanent brake cruise control operating modes are no longer applicable. The combined drive/brake
cruise control is offered in series. The literature (owner’s manual) however, still refers to the combined drive/brake cruise control as cruise control. The Telligent
Ò proximity control (ART) operating mode is also available as an option.
Operating Modes on Control Lever for Engine Control / Permanent Brake Control 128
Influences exerted by each of the operating modes on the vehicle’s behavior
Cruise control: Maintains the CV’s speed “downwards”, without any need for the driver to constantly press the accelerator pedal (a kind of “automatic”
accelerator). Cruise control does NOT prevent the speed going beyond the set value during decelaration.
Limiter: Adjustable maximum speed. Limits the speed to the set value when the engine is operating, i.e. when the accelerator pedal is pressed as from a specific
speed no further increase in speed is possible (except for a kickdown). On the ACTROS models 930-934 the limiter is additionally superimposed by the
brake cruise control when the engine is not operating.
Permanent brake in stepped mode: Decelerates the CV. Braking performance is provided by speed-dependent engine braking systems such as engine-brake
flap, constant throttle, turbobrake (option) and by a speed-dependent retarder (option). The engine braking effect increases with engine speed.
Permanent brake cruise control: Keeps the CV’s speed constant – within bounds of possibility - “upwards” with the aid of the permanent brake.
Combined drive/brake cruise control Is a combination of cruise control and permanent brake cruise control. This operating mode ensures both automatic
acceleration and automatic deceleration of the vehicle, as soon as the actual speed deviates from the selected speed. The control speed of the permanent
cruise control lies slightly (approx. 4 km/h) above the driver’s desired regulated speed for the cruise control. This serves to ensure that the permanent
brake cruise control is not immediately activated as soon as the vehicle slightly accelerates above the desired set speed. Inversely, the cruise control is not
immediately activated when the vehicle’s speed drops slightly below the control speed.
TelligentÒ proximity control (ART): Is an extension of the combined drive/brake cruise control. Does not only automatically maintain the selected speed, but
also monitors that the selected minimum distance to the vehicle in front is not dropped down. If the distance is too small then the CV is decelerated
without the driver having to make any intervention. As soon as the distance is sufficiently large again the CV is automatically accelerated again to the
selected speed.
Idle speed increase: Permits the idle speed to be increased for a stationary vehicle, e.g. so that the service brake is filled quicker.
Working speed control: Sets a permanent or variable engine speed, without any need for the driver to constantly press the accelerator pedal. The working
speed control is used for driving ancillary devices on stationary vehicles.
Operating Modes on Control Lever for Engine Control / Permanent Brake Control 129
Driving Systems Control Concept, ACTROS Models 930-934 28.08.2003
Switching-over between limiter, cruise control

and ART operating modes
Switch-over or pre-selection is possible when the

vehicle is moving or at a standstill.
TM FR Fahrsysteme 1_D.PPT
Driving Systems Control Concept, ACTROS Models 930-934 130
FR Driving Function Operating Modes, ACTROS Models 930-934 28.08.2003
Task 1 m The engine control / permanent braking control control lever enables various operating modes to be
called up. Arrange them accordingly in the table!
To do so use the following basic questions:
- Which control is activated by the corresponding operating mode?
- Which influence on operation does the corresponding operating mode exert?
- Which control variables are activated by the corresponding operating mode?
Functions Control intervention Influence on vehicle: Control variables:

to ...
n v s Acceleration Deceleration by Deceleration by v- v- n-
permanent brake service brake constant maximum constant
Limiter
Cruise control (combined drive
/braking cruise control)
Permanent brake (steps)
TelligentÒ proximity control (ART)
Engine idle speed increase --- --- ---
Working speed control --- --- ---
n-control rpm control

v-control speed control
s-control proximity control (route)
FR Driving Function Operating Modes, ACTROS Models 930-934 131
Practice – Engine 28.08.2003
Task 1 m The graphic below and on the next page has the MR-relevant components arrranged on the model
series 500 engine. Identify them by assigning the corresponding component designations to the boxes
provided on the next page.
W07.15-0005-09
Practice – Engine 132
W07.15-0006-09
MR control unit (A6) Engine start pushbutton (S10) TDC sensor (B16)
Oil-pressure sensor (B12) Fuel temperature sensor (B10) Starter (M1)
Charge air temperature sensor (B9) Unit pump (Y6 – Y ...) Boost pressure sensor (B13)
Coolant temperature sensor (B65) Engine stop pushbutton (S11) Oil temperature sensor (B14)
Crankshaft position sensor (B15) Oil-level sensor (B14) Starter relay
Practice – Engine 133
Foot Throttle Actuator Teach In ACTROS, Models 930-934 28.08.2003
The foot throttle actuator teach-in can be performed on-board and with the DAS system.
Task 1 m Is the foot throttle actuator teach-in to be performed on-board?
Display
Precondition: FR LEARN
Diagnosis menu must be activated in Settings menu Start teach-in process with "Reset with Reset button"
(see owner’s manual). ____
Foot throttle actuator teach-in: A___

· Select Diagnosis menu
· Select Service Info sub-menu +___
Keep accelerator pedal at full load
+__A
+__+
Complete teach-in process with "Reset with Reset button"
FR OK
Task 2 m Use the DAS to teach-in the foot throttle actuator. Note down where this is performed.
a.) In which system? -
b.) In which sub-menu? -
Foot Throttle Actuator Teach In ACTROS, Models 930-934 134
MR Actuation in DAS; Exercise 28.08.2003
Task 1 m Engine test with Star Diagnosis! Is that at all possible? Of course! But which test is to be used for
which problem case?
A few important engine tests are listed here. Discuss in groups possible complaints or problem cases,
which can be recorded and tested by these engine tests! Assign the complaints you find to the tests!
Engine test Application, possible complaint and problem cases
Single-cylinder shutoff
Compression test
Idle speed control test
Impact period test
Correct polarity test
Single-cylinder compensation test
Proportional solenoid valve test
Linnig fan test
MR Actuation in DAS; Exercise 135
Test 2 m Perform the required tests on the vehicle and fill out the results.
Compression test: Individual cylinder torque control

test:
Cylinder 1 % Cylinder 1 %
Impact period test:
Cylinder 1 ms
Cylinder 2 ms
Cylinder 3 ms
Cylinder 4 ms
Cylinder 5 ms
Cylinder 6 ms
Cylinder 7 ms
Cylinder 8 ms
MR Actuation in DAS; Exercise 136
Unit Pump Classification 28.08.2003
The model series 500 unit pumps are classified during manufacture.
ACTROS Models 930-934 MR
Classification of each individual pump is registered during installation into the
engine on the assembly line in Mannheim and filed in the MR control unit. Replace unit pump
In order to ensure that the engine runs smoothly these values are taken into
Cylinder Code
consideration when distributing the fuel quantities (injection times).
1 Cylinder 1 X-XXX-XXX-XX-XXXXX
In order to ensure that the engine runs smoothly even after replacing the unit 2 Cylinder 2 X-XXX-XXX-XX-XXXXX
pump or after relocating the unit pumps for the purpose of diagnosis, the
classification of the unit pump is to be assigned to the cylinder.
A false input can result in irregular engine operation and overloading of 5 Cylinder 5 X-XXX-XXX-XX-XXXXX
individual cylinders! 6 Cylinder 6 X-XXX-XXX-XX-XXXXX
Note:
The user must read off the unit pump number
on the unit pump itself and then enter it for the
corresponding cylinder. Entering the unit pump
only applies for unit pumps that are to be.
replaced.
To enter press F3.
Note: after unit pump classification, reset the idle speed individual cylinder torque control.
Unit Pump Classification 137
The classification class is given in coded form as a 14-digit number (C) the
unit pump’s type plate. The code is entered using the DAS in the “Replace unit
pump" menu.
A = MB number
B = Certification number
C = Unit pump number
D = Barcode
E, G, H = Manufacturer’s data
F = Manufacturer’s barcode
N07.02-2028-01
Unit Pump Classification 138
Telligent Maintenance System (WS) 28.08.2003
· It replaces the conventional, rigid maintenance interval with a calculated

one, a service date adapted to match a major assembly’s load.
· It enables workshop visits to be planned by combining different service
dates, as well as legally prescribed vehicle inspections.
· It enhances a vehicle’s availability by increasing the planning capability for
workshop visits.
· It also supports planning of the vehicle’s deployment through the constant
readout capability of the remaining distance or the remaining operating time
of all maintenance dates.
· It safeguards the due date of a service date through a continuous, non-
acknowledgeable visual display against damage to major assemblies
incurred by forgotten or protracted maintenance work.
· To protect the vehicle’s major assemblies or operating reliability it indicates
any extraordinary operating conditions and system faults immediately
through an optical display, which depending on the severity of the fault may
be able to be acknowledged.
· It reduces maintenance costs and environmental pollution through ideal
utilization of resources without endangering the functional reliability and
service life of the major assemblies.
· Comprehensive self-diagnosis enables the fast registration of system faults
in FSS/WS specific components and sensors as well as any transmission
faults of external signals received via the vehicle CAN bus through optical
display and fault storage.
Telligent Maintenance System (WS) 139
Overview of Maintenance System (WS) Function Models 930-934 Actros MPII 28.08.2003
W00.20-1037-79
Overview of Maintenance System (WS) Function Models 930-934 Actros MPII 140
Legend:
1 For disk brake B41 Brake wear sensor at 1st rear axle, right
2 For drum brake B42 Brake wear sensor at 2nd rear axle, left
A3 Control unit for FR drive control B43 Brake wear sensor at 2nd rear axle, right
A6 Control unit for MR engine control B47 Temperature sensor for "transmission oil"
A7 Control unit for GM base module B48 Temperature sensor for "front-axle oil"
A20 Control unit for RS retarder control B49 Temperature sensor for "rear-axle oil"
A64 FM front module control unit B50 Temperature sensor for "transfer case oil"
A65 HM rear module control unit B65 Temperature sensor for "coolant"
B4 Outside air temperature sensor B66 Temperature sensor for "retarder oil"
B7 Ail filter monitoring sensor B71 Reservoir-pressure sensor for "brake circuits 1 and 2"
B11 Temperature sensor for "engine oil" B76 Condensate sensor
B15 Crankshaft position sensor CAN 1 Vehicle CAN bus
B16 Camshaft position sensor CAN 2 Interior CAN bus
B17 Speed sensor CAN 3 Frame CAN bus
B36 Brake wear sensor at 1st front axle, left CAN 4 Engine CAN bus
B37 Brake wear sensor at 1st front axle, right CAN 10 Tachograph CAN bus
B38 Brake wear sensor at 2nd front axle, left P2 INS instrument cluster
B39 Brake wear sensor at 2nd front axle, right P2p1 Driver information system
B40 Brake wear sensor at 1st rear axle, left P3 MTCO modular tachograph
Overview of Maintenance System (WS) Function Models 930-934 Actros MPII 141
Individual and Combined Service 28.08.2003
· The FSS/WS makes it possible to adapt maintenance intervals in a flexible · Long-term test bench and vehicle tests are used as a basis for precisely
manner to constantly changing vehicle demands. determining the wear reserves, or the wear potential (AV) as under
DIN 31051.
· It is no longer necessary – as for conventional maintenance – to have rigid
kilometer intervals, which inevitably take the most unfavorable conditions · The wear reserves can be put to maximum utilization with the WS/FSS
into account. without exceeding the damage limit (SG) and thus also without any risk of
damage or increased wear.
The graphic demonstrates the course of the wear potential (AV) for a major assembly relative to the
distance traveled (s).
100 % New oil in major assembly and filter replaced

0% Oil consumption
AV Wear potential in %
F Damage limit significantly exceeded, major assembly at risk
s Route in km
SG Damage limit
W00.20-0004-01
Because the performance of individual maintenance work in terms of cost and vehicle availability is not practical, the WS/FSS can summarize in a practical
manner the various maintenance dates.
WS/FSS 2 provides 2 variants to this end:
· individual service
· combined service
Note: the WS/FASS is configured ex-factory to individual service. Any change to the conversion to combined service must be performed by a Mercedes-Benz
service station only.
Individual and Combined Service 142
Individual Service 1 28.08.2003
The graphic takes the example of a new vehicle to demonstrate the different times of the due
maintenance dates.
Following an inspection, which is due between 1,000 and 5,000 km, the given wear potential (AV) of the
major assemblies is determined by the data registration of the WS/FSS depending on the vehicle load.
The wear potential for the major assemblies reaches the "0 %" limit, in each case, at a different time
relative to the route (s).
The WS/FSS displays the wear potential for the individual major assemblies separately.
The customer can choose how the due maintenance work is to be performed in accordance with his/her
maintenance habits.
He/she can
· have each maintenance task performed as and when it falls due,
· group various maintenance tasks, the dates of which are not far apart
or W00.20-0005-01
· combine maintenance tasks with other workshop dates, e.g. with a legally prescribed examination.
This method is ideal for a vehicle fleet, which splits up maintenance work into small packages anyway and then generally performs them in between times.
Note: the wear potential as well as the due date of regular & general maintenance work is also determined by the WS/FSS.
Individual Service 1 143
Individual Service 2 28.08.2003
Vehicle fleets, which place great value on having extended service intervals, can combine any individual
maintenance tasks – at any given time with the individual service.
Example:
A vehicle must come into the workshop (W) at 100,000 km, e.g. because of a legally prescribed
examination or because it is to be specially prepared for a specific deployment.
In this case the WS can be used to determine quickly which maintenance work is due to be performed
next.
If after the visit to the workshop a maintenance free distance of 50,000 km is targeted, then as shown in
the graphic,
· a change of the engine oil,
· a change of the transmission oil
and
· performance of the general maintenance tasks are also to be done.
W00.20-0006-01
Warning: a maintenance date that is advanced will cause part of the maximum wear potential (AV) to be lost.
(for engine oil this is, e.g. as shown in the graphic, 40 %)
Individual Service 2 144
Combined Service 28.08.2003
For the combined service various maintenance dates are combined by the WS to form a common date in a manner similar to the conventional maintenance
system. The defining parameter here is always the shortest service interval.
However, compared to the conventional maintenance system the combined service has some advantages:
· of the major assemblies due for maintenance at least one always has a wear potential of 0 %.
· only those major assemblies are combined that exhibit a low remaining wear potential.
Example:
Operating reasons require a vehicle to be serviced at 100 000 km (W). A maintenance free distance of
50,000 km is targeted, then as shown in the graphic,
· a change of the engine oil,
· a change of the transmission oil
and
performance of the general maintenance tasks is also necessary.
In this example, a change of transfer case oil – in comparison to the individual service – is adversely
advanced by 50,000 km.
W00.20-0007-01
Combined Service 145
Practical – Maintenance 28.08.2003
Task 1
m On a 2 year old ACTROS model 930-934 with Telligent maintenance system, the 3rd
general maintenance is to be performed. In the WIS determine the AP-number for the
maintenance sheet. Which work is to be performed for this maintenance job? Check the
correct answers. You can use the maintenance sheet to help you.
-
a Set valves
b Additional work for J2, lubricate spring shackle bolts for the leading axle.
c Replace coolant
d Replace granulate cartridge for air drier
e Replace wheel hub grease of leading and trailing axles N00.10-2158-01
Task 2 m For which maintenance service must the fuel filter be replaced for an ACTROS with Telligent
maintenance system?
a For each maintenance service
b For each 1st; 3rd; 5th etc. maintenance service
c For annual additional work
d Every 2 years
Task 3 m After replacing the fuel filter the fuel system has to be vented
What is the correct procedure?
a Keep turning over engine until it starts.
b Pump the manual fuel feed pump for as long as it takes for the overflow valve to audibly open.
c Open vent screw, pump with manual fuel feed pump until fuel flows bubble-free.
Practical – Maintenance 146
Task 4 m The poly-V-belt is to be checked during the annual additional work J1 for wear and its condition. For
better assessent of the poly-V-belt damage patterns are available for viewing in the WIS at AP13.22-
D-1351-01A.
Mark the damage depicted here.
a Wear to flanks
b Transverse cracks
c Rib removed
d Tension cord ripped out at side
e Storage of dirt/stones
f Rib fractures
N13.22-2066-01 N13.22-2070-01
Task 5 m Remove the poly-V belt from the tensioning pulley and fit it again. The procedure is described in the
owner’s manual.
Use the on-boar tool required.
Task 6 m A customer has found out that in a new deployment area, instead of the originally used low-viscosity
oil in the specification as under Sheet 228.5 only oil as in the specification as under Sheet 228.3 is
available. What do you point out to the customer?
a That the service intervals are getting shorter.

b That the maintenance system is to be converted.
c The selected MB oil specification can be entered “on-board”.
d The oil specification can only be converted in the workshop using STAR Diagnosis.
e Operation with this oil specification is not permissible.
Task 7 m Once the maintenance work has been completed the work performed has to be confirmed or reset in
the Service menu.
Mark the correct points, which can be modified or reset in the Service menu!
Warning: do not conform or reset the maintenance work performed on the training vehicle!
a General maintenance
b Engine oil change
c Engine oil filter change
d Transmission oil change
e Rear axle oil change
f Retarder oil change
g Check / change oil grades in accordance with SAE grades
h Set valves
i Change fuel filter
j Air drier granulate cartridge
TIPS - General 07.05.2003
What is TIPS?
TIPS is a continuous data processing system for the global exchange of technical information, knowledge and solutions throughout all service levels (workshop,
CAC Maastricht, MPC/GV, GSP/T as well as plant after services) in Internet technology to provide support in warranty & goodwill cases
TIPS supports the four business processes of product support, product reliability, technical service in the workshop and 24 hr. service.
Goals of TIPS
· To increase after sales competence in the workshops, markets and in the CAC Maastricht and thus to improve customer satisfaction.
· To enhance economic efficiency in processes to be supported through

- reduction of diagnosis and repair times.
- improvement of data quality for field information.
- more efficient use of resources in process for MPC/GV workshop support and in product support at GSP and in the plant after services.
- reduction in warranty/goodwill expenses due to advance detection of damage focal points and their remedy in product reliability process.
- reduction of faulty removals/multiple repairs in the workshop.
· To improve product quality and thus support brand image.
How can I reach TIPS?
http://tips-reader.daimlerchrysler.com
User name: Universally valid name of MPC or plant as published

Password: Universally valid password of MPC or personally assigned password
n s
TIPS - General 151
Chassis: Steering, LS 6 BK, LS 8 BK 28.08.2003
Development goals
The significant increase in requirements with regard to safety, driving comfort, driving behavior, service life and maintenance simplification triggered the
development of the Mercedes-Benz power steering LS6, 8 BK.
It replaced the previous power steering versions LS 6 and LS 8 introduced at the start of 1998. The familiar power steering LS8/2 continues to be made.
This resulted in the following requirements:
· Optimization of the steering column in terms of position and adjustment range
· Reduction in track and turning circles
· Reduction in steering work when steering at a standstill and when maneuvering
· Variable ratios dependent on steering angle

-- "direct" for straight-ahead driving,
-- "indirect" for large steering angle
· Weight and cost optimization of components
· Lower maintenance outlay and thus enhanced economy; no replacement as part of maintenance services scheduled
· Optimization of steering kinematics with regard to different loading cases such as brakes as well as rebound and compression taking all suspension and
steering variants into consideration
· Test connection or pressure connection for adjustment of pressure reduction valves and measurement of system pressure
Chassis: Steering, LS 6 BK, LS 8 BK 152
Steering LS 6 BK, LS 8 BK
Steering worm
1. Steering spindle
2. End cover
3. Ball circuit in steering nut
4. Steering shaft
5. Piston
6. Torsion bar
7. Pressure reduction valve
8. Adjusting bolt for limiter
A LHD for left

RHD for right
B LHD for right

RHD for left
W46.20-0050-09
n
The video shows the ventilation of the steering and the settings for the limiter.
Task 1 m Mark which measures are to be met for the ventilation procedure!
a The drag link must be unhooked.

b For left hand drive (LHD) screw no. 1 should be turned in.
c For left hand drive (LHD) screw no. 2 is to be turned in.
d For right hand drive (RHD) screw no. 1 should be turned in.
e For right hand drive (RHD) screw no. 2 should be turned in.
Note:
Ventilation of the steering is described in WIS AR46.25-W-3300C.
Task 2:
Note down the pressure at which the limiter is se.!
W46.25-0031-11
1 Limiter adjusting screw
LHD (LL) Left wheel lock (denoted by an "L")
RHD (RL) Right wheel lock (denoted by an "R")
2 Limiter adjusting screw
LHD (LL) Right wheel lock (denoted by an "R")
RHD (RL) Left wheel lock (denoted by an "L")
3 Oil reservoir
4 Oil dipstick
> s
Clutches ACTROS, Models 930 - 934 28.08.2003
Also new is the standard equipping of all engines with single-plate clutches. In combination with torque converter clutch (WSK) transmissions (Code G02) a
single-plate clutch with 445 mm diameter is now also used.
Automatic clutch operation (Code GE2) is only possible with single-plate clutches.
A mixed installation, e.g. Sachs clutch pressure plate and Valeo clutch plate is not permitted.
Engine Without NMV With NMV (N56/N57)

Series Special equipment Series Special equipment (Code G81)
(Code G81)
OM 501 LA
1-SK Æ430 mm 2-SK Æ400 mm
(MV1 – MV5)
1-SK Æ430 mm 2-SK Æ400 mm
OM 502 LA
(MV6 – MV8) 2-SK Æ400 mm ---
1-SK = single-plate clutch,

2-SK = double-plate clutch
Clutches ACTROS, Models 930 - 934 155
Modified Hub in Clutch Plate
On the ACTROS (not for vehicles with clutch booster) the hub in the single-plate clutch drive plate is nickel-plated.
In this context the clutch release bearing is plastic-coated on the bearing surface and the guide tube is precision-machined.
Advantages:
· Because the hub is nickel plated the profile of the transmission input shaft does not suffer from corrosion
· At the same time friction is reduced
· Optimum clutch function without use of grease throughout entire service life
· The abandonment of grease means that pasting of the clutch abrasion with used grease and any attendant possible functional impairments are thus avoided
· The modified clutch plates can be recognized by the silver polish

appearance of the hub and another RP number.
· Because the sliding surface in the hub of the clutch drive plate (1) is nickel
plated, the hub and the groove profile for the transmission input shaft (3)
may no longer be greased.
· For the double plate clutch (Code G 81 – clutch booster) the inboard clutch
plate (Warning! Hub is not nickel plated!) may also not be greased.
· Similarly greasing of the guide tube for the thrust bearing (4) and on the
inner sliding surface (plastic coated) in the release bearing (2) is no longer
applicable.
· The above-mentioned circumstances must also be considered when
installing a modified clutch plate. The groove profile of the transmission
input shaft (3) and guide tube (4) must be cleaned beforehand.
· Compare SI 25.10-W-1000-01A too!
Note:
If the “snap effect” occurs for double plate clutches, then for certain vehicles
it is possible to convert to single plate dry clutches.
N25.10-2021-11
Clutch sensor
On the ACTROS a clutch sensor is used for all types of gearshift. For the
Telligent gearshift and the Telligent automatic gearshift system the clutch
sensor is evaluated by the GS control unit. The FR receives the clutch sensor
data over the CAN bus. For all other types of gearshift the FR evaluates the
clutch sensor itself.
N25.19-2001-01
Clutch booster
The pistons in the clutch booster are moved towards the clutch
when the clutch is pressed. The sensor tappet moves away from
the sensor. The sensor value grow smaller.
The wear on the drive plate causes the clutch booster’s piston to
move away from the clutch; the sensor tappet is then pulled
deeper into the sensor and the sensor value becomes larger.
1 Clutch connection
2 Piston rod
3 Piston
4 Slave cylinder
5 From master cylinder
6 Clutch sensor
7 Sensor tappet
8 Clutch wear
9 Zero point, clutch closed
10 Clutch open
N25.20-2027-05
Clutch sensor
The “FR” menu also includes the “teach-in” function with the sub-function clutch travel sensor.
The following questions will help familiarize you with the tasks and functions.
Task 1
m When does a teach-in have to be performed on the clutch sensor? Mark your answer.
a After replacing the clutch
b After removing and installing the transmission
c After performing repair work on the clutch transmission (do not vent)
d After removing and installing an engine
e After replacing the FR control unit
Task 2
m Which statements on clutch sensor teach-in are true? Mark your answer.
a Clutch closed is recorded during teach-in, when the clutch pedal is not pressed.
b Clutch open is recorded during teach-in when the clutch pedal is fully pressed.
c The control unit measures the total release travel during teach-in.
d The FR control unit divides the teach-in release travel into three areas: clutch closed, actuated and open.
e The FR control unit only recognizes the end point of a fully opened or closed clutch.
Transmission Overview 28.08.2003
N26.10-0258-50
Transmission designations: G 210
Max. input torque (x 10 = Nm)

Transmission
Transmission Overview 159
G210 G211/G231 G240 G260
Version Overdrive 1-speed Mountain/direct drive Overdrive 2-speed Overdrive 3-speed
Code GC3 GD3/ GH6 GC2 GC1
Model 715.500 715.510/715.513 715.520 715.540
1st gear 14.19 17.03 11.72 9.75
2nd gear 11.72 14.19 9.75 8.07
3rd gear 9.58 11.50 7.92 6.58
4th gear 7.92 9.58 6.58 5.45
5th gear 6.50 7.80 5.29 4.40
6th gear 5.37 6.50 4.40 3.64
7th gear 4.40 5.28 3.64 3.02
8th gear 3.64 4.4 3.02 2.50
9th gear 3.22 3.87 2.66 2.22
10th gear 2.66 3.22 2.22 1.83
11th gear 2.18 2.61 1.80 1.50
12th gear 1.80 2.18 1.50 1.24
13th gear 1.48 1.77 1.20 1.0
14th gear 1.22 1.48 1.0 0.83
15th gear 1.0 1.20 0.83 0.69
16th gear 0.83 1.00 0.69 0.57
1st Backup gear 12.90 15.48 10.66 8.86
2nd Backup gear 10.66 12.90 8.86 7.33
Iconstant slow 1.172 1.172 0.969 0.806
Iconstant fast 0.969 1.407 0.806 0.667
Notes:
Telligent Gearshift System GSII Code GS7 28.08.2003
The Telligent gearshift system is a gearshift system that takes the strain off the driver, and in turn reduces the ever increasing stress of road traffic
W26.20-1077-79
Telligent Gearshift System GSII Code GS7 162
Legend:
1 Gate cylindrical actuator CAN2 Interior CAN (redundant)

2 Range cylindrical actuator CAN4 Engine CAN
3 Gear cylindrical actuator CAN5 Transmission CAN
4 Split cylindrical actuator KNot K-line emergency running mode
5 Clutch booster P2 Instrument cluster (INS)
6 Multifunction steering wheel S144 Multifunction steering wheel left button group
A3 Control unit for drive control (FR) incl. drive control (FR) software module S145 Multifunction steering wheel right button group
A6 Control unit for engine control (MR) Y29 Split 1 solenoid valve (MS1)
A7 Base module (GM) Y30 Split 2 solenoid valve (MS2)
A15 Gear control (GS) sensor unit Y31 Range 1 solenoid valve (MR1)
A16 Control unit for gear control (GS) incl. gear control (GS) software module Y32 Range 2 solenoid valve (MR2)
A90 Gate module Y33 Gate 1 solenoid valve (MG1)
A91 Range module Y34 Gate 2 solenoid valve (MG2)
A92 Gear module Y35 Solenoid valve odd aeration (MUB)
B2 Clutch travel sensor Y36 Solenoid valve even aeration(MGB)
B3 Countershaft rpm sensor Y37 Solenoid valve odd ventilation (MUE)
B17 Speed sensor Y38 Solenoid valve even ventilation (MGE)
B60 Gear sensor (SGG)
B61 Gate sensor (SGE)
B62 Split sensor (SSP)
B63 Range sensor (SRA)
CAN1 Vehicle CAN
Task 1 m Trace the signal path from the sensor unit to the gear cylindrical actuator. Fill out the block diagram.
- - - -
The sensor unit for the Telligent gearshift system contains various functions.
Task 2 m Arrange the numbers in the graphic to match the functions. To do so use the owner’s manual.
Function key
Neutral key
shift down ½ gear
Shift up
Shift up ½ gear
Shift down/reverse gear
The Telligent gearshift system provides the driver with various ways of changing gear.
Task 3 m Note down the four options.
1. -
2. -
3. -
4. -
Gear indicator:
1 shifted: 8th gear, fast splitter group

2 pre-selected: 7th gear, slow splitter group
In addition to the sensor unit the Telligent gearshift system essentially consists of the FR control unit, the gate module with the GS control unit, the base module
and the range module.
Gate module Gear module Range module
N26.20-2018-01 N26.20-2017-01 N26.20-2019-01
Task 4 m In the table below enter the components that are installed in each module. To do so look at the
graphic at the start of the chapter.
Component Gate Gear Range Component Gate Gear Range

module A90 module A92 module A91 module A90 module A92 module A91
B60 Y33
B61 Y34
B63 Y35
Y29 Y36
Y30 Y37
Y31 Y38
Y32
Insert complete component designation from legend at start of chapter.
Telligent Automatic Gearshift System EASII Code GE2 28.08.2003
The Telligent automatic gearshift system provides yet another improvement in control comfort. A driver only has to operate the accelerator and brake pedal. The
clutch is actuated by the Telligent automatic gearshift system. The automatic gear selection (AG) and the clutch control (KR) software also required in the EASII
along with the GSII are located in the drive control (FR). The software for clutch operation (KB) is integrated into the transmission control (GS).
Task 1 m Note down the operating modes which can be selected using the operating mode selector switch.
Notes hereto are available in the owner’s manual.
When in automatic mode the system will always switch to the best gear for each respective driving condition. The driver has to operate the sensor unit to drive
off, or to select reverse gear or neutral. The sensor unit can be used by the driver to change the selected starting-off gear.
Telligent Automatic Gearshift System EASII Code GE2 167
Task 2 m How can the shift points be influenced in the Telligent automatic gearshift system?
Refer to the owner’s manual
The clutch is operated by an electro-pneumatic clutch actuator. It is mounted

on the left-hand side of the vehicle at the bell housing.
A93 Clutch actuator

W25.20-1018-11
Clutch actuator design
The clutch actuator consists of the following

components, which are all integrated into a
single component:
The positioning cylinder is pneumatically

actuated, and is responsible for the clutch’s
position control.
Cylinder Clutch open

extended
Cylinder Clutch
retracted closed
The clutch sensor (SKU = e) records the current

position of the clutch cylinder.
The reading 15 in the GS shows the actual clutch
travel as a %. Reading 20 displays the clutch
travel as a count detail.
Clutch actuator, internal design N25.20-2062-05
The four solenoid valves are required, in order to allow the correct amount of compressed air to flow in and out of the cylinder.
MKUB1 and 2 Solenoid valve clutch aerating 1 and 2 (c; d)
MKUE1 and 2 Solenoid valve clutch ventilating 1 and 2 (a; b)
MKUB2 and MKUE2 (b; d) have a large air passage, they serve to roughly regulate the clutch travel.
MKUB1 and MKUE1 (a; c) operate with a reduced flow cross-section and serve a finely graduable and extremely precise clutch position control.
After replacing the clutch actuator or the clutch, the tappet has to undergo a basic setting.
2 tappets
W25.40-1076-01
Task 3 m Use the WIS document AR25.20-W-3000A to determine the procedure for setting the tappet and note
down the no. of the required special tool.
Telligent Gearshift System II, Teach-in Process and Teach-in Faults GS II 28.08.2003
During a teach-in process the travel values for the travel sensors for the clutch, splitter, range, gear and gate are all re-determined and filed in the control unit for
the transmission control as learning values. These learning values are stored as new ones for each teach-in process.
Task 1 m Vehicles with a Telligent gearshift system (GS II) have two different teach-in processes.
Find out for which operations the teach-in process has to be performed.
Mark down your answer. The DAS simulation contains notes hereto.
To be performed when: "Large" teach-in process "Small" teach-in process
non-uniform transmission exchange (e.g. G 210 replaced by G 240).
transmission has been repaired.
work has been performed on the clutch.
GS components on the transmission have been renewed.
the GS control unit has been replaced.
nonuniform engine exchange (engine with higher or lower output).
transmission or engine has been removed/installed.
Telligent Gearshift System II, Teach-in Process and Teach-in Faults GS II 171
GS teach-in fault
For the "small" and "large" teach-in process in the GS system various fault messages can be displayed by the GS control unit on the display by the instrument
cluster.
The following fault messages on the display are teach-in and operator errors.
Task 2 m During the "small" teach-in process, GS 24 is shown in the display and the teach-in process is
cancelled.
What is the significance of this reference?
Telligent Gearshift System II, Teach-in Process and Teach-in Faults GS II 172
Hydraulic-Pneumatic Gearshift System (HPS) Code GS3 28.08.2003
Design and layout of components
5 Sensor unit
6 Gear cylindrical actuator
7 Gate cylindrical actuator
8 Expansion reservoir
AR 26.60 W 7200A
AR 26.60 W 0013 A
W26.60-1080-06
In the HPS the force of the gearshift lever in the sensor unit generates a hydraulic pressure. The pressure is routed over the hydraulic lines to the corresponding
cylindrical actuators. In accordance with the driver command the cylinders actuate the desired gear or gate. Hydraulic transmission of the shifting forces
provides greater clearance when compared with a mechanical gearshift system.
Hydraulic-Pneumatic Gearshift System (HPS) Code GS3 173
Gear selection function
In accordance with the movement of the gearshift lever the hydraulic pressure is transmitted over the lines and hoses from the sensor unit to the gear cylindrical
actuator.
Selection direction
A even gear (2, 4 etc.)
C odd gear (R, 1, 3 etc.)
N neutral position
5 Sensor unit
6 Gearshift lever
W26.60-1072-05
Function of gate gearshift system
In accordance with the movement of the gearshift lever the hydraulic pressure is transmitted over the lines and hoses from the sensor unit to the gate cylindrical
actuator.
Selection direction
B lower gear level

(R, 1-4)
D upper gear level

(5-8)
N neutral
Sensor unit as seen from the rear
5 Sensor unit
7 Gate cylindrical actuator
W26.60-1075-05
Venting HPS:
The cylindrical actuators each have a breather nipple and a bleed screw. The axial bore connects the breather nipple with the bleed screw, this in turn enables
the two hydraulic circuits to be vented by means of a breather nipple. The dust cap on the breather nipple prevents any dirt from entering the axial bore. For this
reason it must always be fitted in place.
1 Breather nipple
2 Bleed screw
6 Cylindrical actuator
6.6 Axial bore
6.7 O-ring
W26.60-1079-01
Task 1 m In the WIS determine the work regulations on venting the HPS. Read through the regulations and
discuss any matters that are unclear.
Practical: Transmission 28.08.2003
In the event of faults in the transmission control the multifunction steering wheel can be used to activate the back-up mode. The back-up mode enables the
driver to drive the vehicle to the next nearest workshop.
Task 1 m With the aid of the owner’s manual activate the back-up mode! Which gearshift positions are available
in this mode? Note them down.
In the event that the vehicle has to be towed the multifunction steering wheel can be used to activate the towing mode.
Additional measures for towing are dealt with in the chapter entitled "Towing regulations".
Task 2 m Enable the towing mode.
Task 3 m Perform the small teach-in process on the transmission.
Practical: Transmission 177
Learning Objectives <> Towing Regulations 28.08.2003
M
After this chapter you can . . .
Towing regulations:
q recognize the towing regulations and their effects.

q describe the towing procedure following damage to the engine, transmission or rear axle.
Telligent NR:
q name the advantages of the level control (NR).

q describe the special features of the 2 cushion-type pneumatic springs.
q explain the function of the level control (NR).
q understand the function of the raised drive position and the starting-off aid.
q activate the memory and stand-by function using the control.
q read out the axle loads on the instrument cluster.
q calibrate the vehicle level.
Telligent BS
q explain the design and repair of the disk brake.

q name the advantages and design of the Telligent braking system.
q assign the functions of the Telligent braking system to the corresponding components.
q name the function of the differential slip control.
q perform pressure tests the braking system.
q perform troubleshooting with the DAS.
Learning Objectives <> Towing Regulations 178
Chassis: Towing Regulations 28.08.2003
Task 1 m A differentiation is made in terms of cause for the towing regulations as follows:
To this end use the owner’s manual.
Þ In the event of engine damage the towing distance has to be taken into consideration!
Towing distance up to 1 km · Towing speed max. 10 km/h

· Switch transmission to neutral position. A vehicle with installed
propeller shaft may be towed at a max. speed of 1 km.
Towing distance up to 100 km · Towing speed max. 40 km/h

· Switch transmission to neutral position.
· Undo plugs on transmission housing (via propeller shaft). Turn in
adjuster screw “GP” (vehicle tool kit) only on HPS to limit stop and
then tighten.
· For vehicles with GS enable "Towing back-up mode".
Towing distance over 100 km · Towing speed over 40 km/h

· Remove propeller shaft to drive axle.
On vehicles equipped with a Telma retarder, the propeller shaft to the drive axle is to be removed.
If the prescribed speed or the towing distance is exceeded then the propeller shaft to the rear axle has to be removed from the flange/removed.
Warning: For safety reasons we recommend that the propeller shaft be detached from the flange on the rear axle!
Chassis: Towing Regulations 179
Towing with rear axle damage (HL7)
Task 2 m Use the owner’s manual to complete the gaps in the text!
· In the event of rear axle damage the differential lock and both drive shafts
.
· For rear axles with oil should be drained off.
· Remove end cover of planetary hub reduction drive and remove circlips.
· Remove drive shaft using special tool or with a .
· Mount end cover again.
· At a towing distance of fill oil into the planetary hub reduction drive.
Missing text:
120 mm long M8 bolt removed more than 100 km
is to be switched on planetary hub reduction drive
Chassis: Towing Regulations 180
Telligent Level Control (NR): Advantages 28.08.2003
The level control advantages (NR) are:
· Enhanced drive and transport convenience through lower vibration · Reduction of rolling resistance and wear through relief on leading or lifting
frequency axle for partial or completely unloaded vehicle
· Enhanced control comfort through simple and well-arranged layout of · Increased transport volume through low frame height
controls
· Fast damage detection through comprehensive diagnosis capability
· Simple operation for individual modification of frame height
· Low compressed-air consumption
· Rapid coupling / uncoupling or putting down and picking up of demountable
bodies · Display option of single axle load and vehicle gross weight in combination
with the axle load measuring device special equipment
· Vehicle height remains same, even when loaded and unloaded
· Integrated control and monitoring of leading and trailing axles and the lifting
· Simplification of loading/unloading through rapid adaptation to different axle function
loading ramp heights and constant frame heights throughout entire loading
procedure
Telligent Level Control (NR): Advantages 181
Design of Level Control (NR) 28.08.2003
W32.33-1119-79
Design of Level Control (NR) 182
Legend:
1 Indicator lamps raise/lower, front B51 Front axle travel sensor

2 Indicator lamps raise/lower, rear B52 Drive axle travel sensor, left
3 Raise/lower button, front On/Off B53 Drive axle travel sensor, right
4 Raise/lower button, rear On/Off S50 Control for level control
5 Frame height button, M1 P2 Instrument cluster (INS)
6 Frame height button, M2 P2p1 Driver information display
7 Driving position button Y26 Front axle solenoid valve
8 Raise button Y27 Level control solenoid valve 2-axle vehicle
9 Lower button Y28 Level control solenoid valve 3-axle vehicle
10 Stop button CAN 1 Vehicle CAN
11.1 "Vehicle frame over normal position" symbol CAN 3 Frame CAN
11.2 "Vehicle frame under normal position" symbol
A7 Base module (GM)
A64 Front module (FM)
A65 Rear module (HM)
Task 1 m Assign the given functions to the corresponding components.
Functions Components
Accepts driver’s commands
Transmits the control information onto the rear module
Forwards the front axle travel sensor data
Aerates and ventilates the drive axle’s air bellows
Aerates and ventilates the front axle’s air bellows
Reads in the drive axle travel sensor values
Lights up the symbols for vehicle frame too high or too low
Level control function master
2-Bellows-type Air Suspension 28.08.2003
On the ACTROS MP II the semitrailer tractors 4x2, 6x2/2

and 6x2/4 are fitted at the rear axle with a 2-bellows air
suspension instead of a 4-bellows air suspension.
The major modifications are:

· triangular control arm screwed directly onto frame-
mounted bracket for the stable control arm (frame
breakthrough)
· shock absorbers located behind the rear axle
· max. bellows pressure raised from 6.3 to 7.6 bar
· tapering frame section at rear axle enlarged
The major advantages are:

· the location of the shock absorbers behind the rear
axle results in significant advantages in terms of
driving dynamics and roll behavior
· the extremely advantageous location of the bellows
enables significantly greater lifting heights and
prevents any rotating of the rear axle and thus any
attendant change in the propeller shaft angle
· weight reduction of approx. 30 kg
· frame height lowered in comparison to previous N32.00-2023-50

ACTROS by 30 mm
2-Bellows-type Air Suspension 185
Raised driving position for vehicles for large volume transport
To improve the suspension comfort on poor road conditions the frame can be raised while in driving mode.
Raise frame: press switch up. Multifunction display shows that the driving position has been raised.
Lower frame: press switch down. Display goes out when driving position reached.
In the driving mode the raised driving position may not exceed the maximum permissible vehicle
1 switch raises driving position
Starting-off aid
The starting-off aid is a legally permitted traction aid, in which the drive axle’s max. permissible axle load may be exceeded by a specific value (in Germany by
30 %). In Germany the starting-off aid is deactivated at a speed > 30 km/h. Other regulations may be in force in other countries.
1 Starting-off aid switch 2 Starting-off aid / trailing axle display 3 Starting-off aid / leading axle display
After pressing the starting-aid switch the support bellows of the leading and trailing axles release air while the lifting bellows are ventilated. In order to maintain
the vehicle level, the support bellows for the drive axle are ventilated. In doing so the rear module monitors the two pressure sensors (B54 B55) on the drive axle
to ensure that the max. permissible drive axle load is not exceeded. When the starting-off aid is switched on the driver is notified by the corresponding display in
the instrument cluster flashing.
Practice: Level Control NR Operating Module 28.08.2003
The operating module can be used to perform various functions for practical application. The "raise" and "lower" functions are only possible up to a speed of
30 km/h.
1 Raise/lower indicator lamp, front

2 Raise/lower indicator lamp, rear
3 Button for raise/lower, front, On/Off
4 Button for raise/lower, rear, On/Off
5 Frame height memory M1 button
6 Frame height memory M1 button
7 Driving position button
8 Raise button
9 Lower button
10 Stop (raise/lower) button
W32.33-1124-12
Practice: Level Control NR Operating Module 188
Task 1 m Save one frame height each using buttons 5 and 6. You can use the owner’s manual. Note down in the
form of keywords how you proceeded.
Task 2 m Set the vehicle frame to an optional height and activate the stand-by circuit. Note down how long the
circuit is active.
Practice: Level Control NR Operating Module 189
Practice: Axle Load Display 28.08.2003
Axle load display (special equipment)
On vehicles with Telligent Level Control (NR), the axle loads for the air-suspended axles can be called up.
The display of the current axle loads serves to provide information to the driver. It is not a calibrated
system nor is it capable of being calibrated. This means that the details may not be used for authoritative
or official purposes.
In order to avoid any faulty displays of the axle loads, the vehicle should be moved to the normal position
using the level control’s operating module (lift and lower again). Switch off the starting-off aid and read off
the value displayed.
For partial air suspension no details will be displayed for the front axle and the total weight.
The display can be subsequently adjusted (see owner’s manual).
Task 1 m Determine the axle loads on the vehicles available to you
Front axle: 2nd axle: 3rd axle:
Practice: Axle Load Display 190
Practice: Calibrating driving level
Task 2 m Calibrate the vehicle level on the training vehicle.

State the height of the spacers at the rear axle and the required U-shaped parts on the front axle.
W32.22-1008-01 W32.22-1007-01
Practice: Axle Load Display 191
Hello, may I introduce myself - my name is Karl.
You will see me quite

often from now on.
I will be around whenever the

braking people are working on
the Self-Learning Program.
To start with, here is an

interesting subject.
The Telligent®-Brake System (BS)
(Electro-Pneumatic Brakes)
_____________________________________________________________________________________________________________________________________________
®
i Telligent Brake System BS
03.99 Preliminary Training 191/1
An electronically controlled brake system?
Why electronic?
So far we have managed quite well without

electronics!
Development Goals
Basically there are five development goals for the BS:
Goal No. 1 Shortening the stopping distance by reducing the Goal No. 2 Improving the life of the wheel brakes
reasponse and threshold times
by
by
Ø using large-sized disc brakes
Ø using electro-pneumatic control systems
Ø matching the brake power of the trailer to the overall braking
Ø fitting shorter pneumatic piping performance of the entire road train in a better way
Ø using larger valve cross-sections Ø readjusting the brake power distribution among the vehicle axles
to compensate for wear
Ø using a 10-bar constant-pressure system
Ø fitting large-sized disc brakes
Ø operating a brake power sensor via the brake pedal
Ø ensuring improved braking power distribution among the
individual axles
_____________________________________________________________________________________________________________________________________________
®
Goal No. 3 Comfortable operation of brakes, braking feel similar to Goal No. 5 Enhanced diagnostic and servicing features
passenger cars
by
by
Ø performing permanent self-tests and monitoring all major
Ø using electro-pneumatic control components and functions including a start-up test cycle that
is run whenever the vehicle is started, a driving test cycle that
Ø fitting shorter pneumatic piping
is also active during operation and a shop test cycle that can
Ø using larger valve cross-sections be invoked by the service personnel.
Ø fitting large-sized disc brakes Ø displaying potential system malfunctions via the on-board
display
Ø operating a brake power sensor via the brake pedal
Ø reading out measurements via the on-board display in the
shop test cycle
Goal No. 4 Improved brake power distribution between tractor and Ø displaying actual measurements and fault codes in clear text
trailer via the diagnostic interface using a diagnostic tester
Ø activating specific components directly via HHT
by
Ø using electro-pneumatic control
Ø matching the brake power of the trailer to the overall braking
performance of the entire road train in a better way
Ø using automatic brake power distribution between tractor and
trailer
_____________________________________________________________________________________________________________________________________________
®
Now I realize that the BS offers
substantial benefits, and you have
found out what these benefits are.
Now lets find out more about the
design of the BS.
Here are the descriptions and tasks of the new equipment units.
12.07 Wear sensor 13.05 Brake power sensor 18.07 Trailer control valve 33.06 Redundancy valve
12.08 Wheel speed sensor 16.07 Proportional relay valve 31.08 Axle modulator
_____________________________________________________________________________________________________________________________________________
®
SB
The brake power sensor No. 13.05 uses The wheel speed sensors (n\U) No. 12.08 report the wheel speed change
electrical signals to report the deceleration achieved that is used by the EPB control unit to calculate the deceleration at
command to the control unit. any given moment.
The wear sensors (S\U) No. 12.07 report the wear status of the brakes.
The ABS control valves are the same as on any conventional brake
system.
Front Axle
The proportional valve No. 16.07 with

pressure sensor (p\U) supplies brake
pressure in a finely controlled manner to
the front axle brake cylinders.
The pressure sensor reports the brake
pressure input to the control unit.
_____________________________________________________________________________________________________________________________________________
®
Rear Axle TC
The axle modulator No. 31.08 with The trailer control valve No. 18.07 with
pressure sensors supplies brake pressure sensor (p\U) feeds the brake
pressure in a finely controlled manner pressure in a finely controlled manner to the
to the brake cylinders and also yellow coupling head.
preforms the operations of the ABS
control valves. It transmits all
information received from the speed,
pressure and wear sensors across the
CAN data bus to the EPB electronics.
The pressure sensors report the
brake pressure input to the rear axle
modulator.
The wheel speed sensors (n\U) No. 12.08 report the wheel speed change
achieved to the axle modulator. The wheel speed change is used by the
control unit to calculate the respective deceleration.
The wear sensors (s\U) No. 12.07 report the wear condition of the wheel
brakes.
_____________________________________________________________________________________________________________________________________________
®
Functional Description of Service Braking
The information will certainly allow you to gather an approximate description

of the system.
n The brake power sensor reports a given _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Please insert the following terms!
_ _ _ __ _ _ _ _ _ to the control unit, using the brake pedal travel as · Brake pressure
an input. · Brake pressure
· Wheel speed change
n The control unit calculates the _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
· Deceleration
required for the individual axles to allow the desired _ _ _ _ _ _ _ _ _ _
· Deceleration
_ _ _ _ _ _ _ _ _ _ to be achieved and sends this command to the
· Deceleration command
control valves. The control valves (proportional valve, front-axle and -
axle modulators) supply brake pressure to the brake cylinders.
n The pressure sensors incorporated in the control valves report the

current _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ to the control unit. At the
same time, the wheel speed sensors report the current _ _ _ _ _ _ _ _
_ _ _ _ _ _ _ _ _ _ _ _ to the control unit.
n The control unit uses the wheel speed change to calculate the current
_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ and corrects the required brake
pressure if this should become necessary.
_____________________________________________________________________________________________________________________________________________
®
Below please find the solution
n The brake power sensor reports a given deceleration command to
the control unit, using the brake pedal travel as an input.
n The control unit calculates the brake pressure required for the
individual axles to allow the desired deceleration to be achieved and
sends this command to the control valves. The control valves
(proportional valve, front-axle and axle modulators) supply brake
pressure to the brake cylinders.
n The pressure sensors incorporated in the control valves report the

current brake pressure to the control unit. At the same time, the
wheel speed sensors report the current wheel speed change to the
control unit.
n The control unit uses the wheel speed change to calculate the current
deceleration and corrects the required brake pressure if this should
become necessary.
_____________________________________________________________________________________________________________________________________________
®
It seems like they have
thought of everything.
But what happens if the electronics

fails?
SB Front axle Rear axle TC
38.02
22
11
U U
n S 12
12.08 A 12.07 A 22.01 A

1 3 12.07 C
12.08 C
P n
S
U U U
S
U
45.01 A 2 1 20.02 A
4 P
U
38.02 P
U
U
V3
U S 11 21 1
S 2 n U
3
12.08 B 12.07 B U S
U
n
U 35.02
21 P
11
12.07 D 12.08 D
2
3 2
1 1
3
4 16.07
1
11 3 22.01 B
42
3
1
20.02 B
22 45.01 B 2
43
12 23
3 22 1
42
13.05 38.02 21 11
35.03
V2 43
V1 13
38.02 18.07
41
33.06 31.08
V1
12.07 Wear sensor 16.07 Proportional relay valve 31.08 Axle modulator
12.08 Wheel speed sensor 18.07 Trailer control valve 33.06 Redundancy valve
13.05 Brake power sensor
In adition to the electronically controlled three-circuit system (front axle, rear axle and trailer circuits), the brake system includes a pneumatic
two-circuit system (redundant system = a second system that is activated if a failure should occur in the electronics).
_____________________________________________________________________________________________________________________________________________
®
Brake power sensor No. 13.05
Ø with integrated two-circuit SBV

Ø SBV with integrated reduction valve
Proportional valve No. 16.07
Ø with integrated relay valve
Axle modulator No. 31.08
Ø with integrated shuttle valves
Redundancy valve No. 33.06

Trailer control valve No. 18.07
_____________________________________________________________________________________________________________________________________________
®
Braking Operation during Power Failure
If you have a look at the functional diagram you should not have any
problem filling in the gaps in the text. Please insert the following terms!
n Front axle: The service brake valve controls the · Relay valve
_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ in the proportional valve via · Relay valve
circuit II (port 4). This supplies brake pressure across the ABS valves · Relay valve
to the front axle brake cylinders. · Shuttle valves
n Rear axle: The service brake valve controls the

_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ in the redundancy valve via
circuit I. This supplies brake pressure across the _ _ _ _ _ _ _ _ _ _ _
_ _ _ _ _ _ _ _ _ in the axle modulator to the rear axle brake cylinders.
n Trailer control: The service brake valve controls the

_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ in the trailer control valve via
circuit I and port 42.
_____________________________________________________________________________________________________________________________________________
®
This wasnt’ that difficult, was it?
n Front axle: The service brake valve controls the relay valve in the
proportional valve across circuit II (port 4). This supplies brake
pressure via the ABS valves to the front axle brake cylinders.
n Rear axle: The service brake valve controls the relay valve in the
redundancy valve via circuit I. This supplies brake pressure via the
shuttle valves in the axle modulator to the rear axle brake cylinders.
Something must be wrong here:
n Trailer control: The service brake valve controls the relay valve in the
- How does the redundancy valve know
trailer control valve via circuit I and port 42. when it has to become active,
- and why is another reduction valve built

into the SBV?
_____________________________________________________________________________________________________________________________________________
®
191/13
BS 4*2
191/14
BS 4*2
191/15
BS 4*2
191/16
BS 6*4
191/17
BS 6*4
191/18
BS 6*4
191/19
Disk Brake 28.08.2003
Disk brakes have been used for many years now in the commercial vehicle
sector.
Vehicles for road and long-distance traffic are equipped with disk brakes on all
the axles. In contrast dumper and construction site vehicles are equipped with
disk and drum brakes or with drum brakes only.
The reason lies in the high contamination level.
In the ACTROS disk brakes from the Knorr company, model SB 7000 are used.
This type of brake has the following advantages:

· higher percentage of identical parts through modular system, in turn
advantages for replacement part supply
· higher efficiency due to fewer moving parts and low-friction mounting
· excellent force distribution through “two-plunger” brake actuating unit
· integrated automatic adjustment, acts synchronously on both brake actuating
plunger units
· directly flange-mounted brake cylinder thus rendering brake shafts, external
levers and adjustment devices no longer applicable
· lower fuel consumption through use of standard lift diaphragm cylinders
· compact design
· continuous wear sensing through sensor integrated into brakes
· high lining and disk service lives
· service friendliness
W42.10-1015-82
Disk Brake 192
Disk brake function
Brake actuation:
When braking the brake cylinder (7) exerts a force F1 on the eccentrically
mounted lever (6). The force F1 is transmitted through the lever ratio and
eccentric mounting of the lever (6). It acts with force F2 via the bridge (5) and
integrated threaded tube with pressure pieces (9) on the inner brake pad (4).
After overcoming the play, the inner brake pad rests against the brake disk
and the applied reaction force F3 then acts with lower force F2 on the outer
brake pad (2) against the brake disk (3).
Releasing the brake:
After reducing the brake pressure in the brake cylinder (7), the two pressure
adjusting springs (8) push the bridge (5) with integrated threaded tubes,
pressure pieces (9) and the lever (6) back into the starting position.
Note:
Assembly work is not permitted on the tension and the automatic brake wear
adjustment. Therefore, in the event of a complaint, tensioning devices must
be completely renewed.
W42.10-0014-11
Disk Brake 193
Repairing brake calipers
Watch the video on removing and installing disk-brake pads and repairing brake calipers.
Then solve the following tasks.
Task 1 m Determine the sequence when replacing disk-brake pads.
1 Release brake, check play 0.6 – 1.1 mm (between lining and pressure piece)
1 Install brake pads, perform basic setting, press brake pedal several times.
1 Check brakes on roller dynamometer.
1 Remove brake pads, check and repair if necessary sealing elements and sliding caliper.
1 Turn back adjuster, check adjustment with box wrench in position.
Disk Brake 194
Task 2 m Mark in the graphic the parts that can be replaced
W42.10-0020-09
1 Brake caliper 4 Brass bushing for fixed bearing 7 Guide sleeve for movable bearing
2 Circlip for bellows-type fixed bearing 5 Guide strut for fixed bearing 8 Brake adjuster
3 Bellows-type fixed bearing 6 Guide strut for fixed bearing s
Disk Brake 195
Check wear limits for brake disks and brake linings
Check brake disk wear:

The chamfer (dimension C) can be used to determine the wear on the brake disk and any one-side wear.
Note:
If the chamfer is no longer visible or worn on one side or the wear dimension has been reached then the
brake disk is to be replaced.
Task 3 m Determine the dimensions listed in the table for the brake
disks. Enter the values. The values are in the WIS at
AR42.10-W-0120A.
Dimension in mm
New brake disk
Wear limit
Repair dimension
Wear thickness per side
W82.10-0008-02
1 Brake disk
Task 4 m The WIS contains assessment notes for the brake disks. Note A Total thickness of new disk
down the document no. B Wear limit
C Chamfer = wear thickness
- of brake disk per side
>
Disk Brake 196
Telligent BS Brake System 28.08.2003
Advantages:
Target Reduction of braking distance through reduction of response and Target Comfortable brake actuation, pedal feeling similar to that in a car
1 pressure buildups through . . . 4 through . . .
· electro-pneumatic actuation · electro-pneumatic actuation
· shorter pneumatic lines · shorter pneumatic lines
· larger valve cross sections · larger valve cross sections
· 10 bar constant pressure system · large-scale brake disks
· large-scale brake disks · actuation of brake power sensor via the brake pedal
· actuation of brake power sensor via the brake pedal
· improved brake force distribution below axles
Target Higher service lives of wheel brake through . . . Target Extended diagnosis and service options through . . .
2 · large-scale brake disks 5 · permanent self tests and monitoring of all essential components
· better adaptation of trailer participation in braking of total truck and functions with start test cycle, which is triggered at each
and trailer weight start, drive test cycle, which is also active under operation and the
· wear-dependent detuning of brake force distribution under the workshop test cycle, which can be activated by the service
vehicle axles personnel.
· display of possible system faults through the on-board display
Target Improved brake force distribution between rigid vehicle and trailer · reading out of measured values via the on-board display in the
3 through . . . workshop test cycle
· electro-pneumatic actuation · display of actual measured values and fault codes in clear text via
· better adaptation of trailer participation in braking of total truck the diagnosis interface with the aid of a diagnosis device
and trailer weight · direct activation of specific components using HHT
· automatic brake force distribution between tractor vehicle and
trailer
Telligent BS Brake System 197
Design of Telligent brake system
5.01 Single-chamber comp.-air reservoir

12.07 Brake wear sensor
12.08 rpm sensor
13.05 BS brake power sensor
16.07 Proportional relay valve
18.07 BS trailer control valve
20.02 Single-circuit diaphragm cylinder
22.01 Combination cylinder
30.08 Redundancy valve, front axle
31.08 Axle modulator for drive axle
33.06 Redundancy valve, rear axle
35.02 Coupling head, reserve
35.03 Coupling head brake
45.01 ABS solenoid valve
A11 BS control unit
X12 Trailer socket
N42.25-2049-06
n
Task 1 m Assign the corresponding components to the functions specified.
Functions Components
Controls and monitors all BS procedures -
Forwards driver command to decelerate to the BS control unit -
Controls brake pressure for front axle -
Controls brake pressure for rear axle -
Responsible for trailer control -
Holds back pneumatic pressure from the brake power sensor on intact systems to the -
front axle
Notifies the wheel speeds to the control unit -
In a redundancy case it routes a maximum of half the reservoir pressure to the rear axle -
Front Axle/Rear Axle Control Circuit 28.08.2003
a m/s 2 a m/s2
Comp. air
V2
s Brake power
Prop. relay sensor
Comp. air V1
s valve
n
Braking effect
Braking effect
n
Front axle Rear axle

n
Front Axle/Rear Axle Control Circuit 200
Control Circuit for Trailer Control 28.08.2003
z
a m/s 2 (%)
V3 Trailer
control
valve
n
FA RA
pm (bar)
Control Circuit for Trailer Control 201
Pneumatics Functional Plans 28.08.2003
In order to be able to locate the corresponding components in the pneumatics diagram, the plans also have a coordinates system similar to that for the electrical
plans.
The brake unit is displayed if nothing else is noted in the driving position (brake not actuated).
Compressed air lines, which for drawing reasons are shown in the functional plans
as BB / 13 . 05 . 12
broken lines are identified as shown opposite:
Component position in functional plan
Terminal designation on component
Comp., to which compressed line leads
Module
Lines are shown differently according to their functions.
Colors and types of lines:

Red = Reservoir pressure
Red = Control pressure (reservoir pressure)
Yellow = Brake pressure
Yellow = Control pressure (brake pressure)
Blue = Air spring bellows
Blue = Control pressure (air spring bellows)
Black = Electrical line
Pneumatics Functional Plans 202
Identification of the terminals to the compressed-air valves consists of a one or two-digit number. The meaning of the first digit is:
0 Suction terminal 6 Electrical connection

1 Power feed 7 Antifreeze terminal
2 Power drain 8 Lubricant terminal
3 Atmospheric pressure terminal 9 Coolant terminal
(ventilation)
5 Free
A second digit is provided where several similar terminals are given.
Task 1 m Fill out the table. To do so use the functional schematic: Brakes for Actros 4X2.
Component coordinates 6.12 -

Component designation 6.12 -
Component functional group 6.12 -
Component terminal designation 6.12 -
Which additional components are still located in -
the DE function group
Pneumatics Functional Plans 203
Telligent Brake System (BS) - Redundancy 28.08.2003
When actuating the brake, pressure is always actuated from the brake power sensor to terminals 21 and 22.
If the BS is intact this pressure must not be routed to the wheel cylinders for the front and rear axles.
GT42_10_0006_C71
Task 1 m Use the functional plan to find out how in an intact BS the pressure actuated from the brake power
sensor to the front and rear axles can be held back and actuated?
Valve designation Actuation
Front axle
Rear axle
Telligent Brake System (BS) - Redundancy 204
Semitrailer Tractor Pressure Limiter 28.08.2003
In order to avoid any overbraking of the front axle in redundancy mode, this may not be braked using the full pressure.
This can be assured by using a pressure limiter.
Task 1 m Mark the statements that are true regarding the pressure limiter.
You can use the brake functional schematic.
a The designation of the pressure limiting valve is 30.03.

b The pressure limiting valve restricts the brake pressure leaving the brake power sensor at
terminal 22.
c The pressure limiting valve restricts the reservoir pressure applied to brake power sensor
terminal 12.
d The pressure limiting valve restricts the pressure to 3.5 +0.3 bar.
GT42_10_0005_C71 Pressure limiting valve
Semitrailer Tractor Pressure Limiter 205
Semitrailer Tractor Auxiliary Brake Valve 28.08.2003
General:
The effect of the auxiliary brake valve has been applied to the brake
circuits for the front and rear axles.
In the event that the compressed air in the front axle circuit is
interrupted then, when in solo mode, the traction at the rear axle is
not sufficient for an auxiliary braking effect (without a semitrailer
the rear axle is too light), so that an auxiliary measure has to be
applied here.
W42.25-1058-01
Semitrailer Tractor Auxiliary Brake Valve 206
Task 1 m Find out which measures are used here.
Mark them.
a Both front wheels brake with pressure from reserve circuit 4.
b Only the right front wheel brakes with pressure from reserve circuit 4.
c Only the left front wheel brakes with pressure from reserve circuit 4.
General:
The auxiliary brake valve function can be read off in the diagram according to
incoming and outgoing pressure.
1 characteristic of auxiliary brake valve
N42.25-2020-11
Semitrailer Tractor Auxiliary Brake Valve 207
6 x 2 Brake pressure Control at Trailing Axle 28.08.2003
The trailing axle brake receives the same pressure from the axle modulator as the drive axle.
In the event of an ASR differential brake intervention, the trailing axle may not also be braked. To this end, two double check valves 28.04 and a 3/2 directional
control valve 33.08 are installed on the trailing axle.
Task 1 m How is it ensured that the trailing axle is not also braked in an ASR intervention? Provide a brief
explanation. To do so use the corresponding braking plan.
6 x 2 Brake pressure Control at Trailing Axle 208
Practice: Brake System 28.08.2003
An operation performed frequently in the workshop is that of externally charging the compressed-air system. This work is described in the WIS document
AR42.60-W-0070A.
Task 1 m Open the document in the WIS and read through the operation regulations. Observe the connecting
points on the vehicle stated in the WIS and note down the terminal designation on the air drier.
Task 2 m Determine the specified values in the WIS document AR42.60-W-0020A for testing the pressure
regulator cutoff pressure. Then perform the pressure regulator test. Enter the values.
Target Actual
Pressure regulator cutoff pressure bar
Pressure regulator control range bar
The ACTROS brake system is a 10 bar constant pressure system, in which upstream of brake circuits 1 and 2 a constant pressure reservoir with 12.3 bar is
located. Circuits 3 and 4 operate with a limiting pressure of 8.5 bar. The pressure limiters are installed in a four-circuit protection valve.
Practice: Brake System 209
Task 3 m Check the pressure limiter in the four-circuit protection valve and compare the measured values with
the bar display in the instrument cluster. Enter the values. Notes are available in the WIS document
AR42.60-W-0040A.
Target Actual Instrument cluster display

Operating pressure circuit 1 bar
Operating pressure circuit 2 bar
Operating pressure circuits 3 and 4
bar
BS troubleshooting
Task 4 m Use the DAS to read out the fault code and fault text in the BS. Then rectify the fault. To do so use the
guided troubleshooting in the DAS. Note down the fault code, fault text and your troubleshooting
procedure.
Fault code -
Fault text -
After clearing a fault or replacing a component in the BS a functional check should always be performed when the work is finished. This test is performed using
the DAS under the Actuations menu.
Task 5 m Perform the functional test on the ABS right solenoid valve.
For certain dynamic faults the driver is shown the mapped event message (fault memory bit).
This display must be separately reset with the DAS.
Task 6 m Reset the fault memory bit.
» ... Die Mitarbeiter werden zukünftig in die Rolle persönlicher Wissensmanager hineinwachsen
müssen, die aktiv die Verantwortung für ihre Qualifizierung übernehmen ... « Jürgen E. Schrempp
» ... Staff must in future assume the role of personal knowledge managers, who actively take
responsibility for their own qualification ... « Jürgen E. Schrempp
Global Training.
The finest automotive learning
DaimlerChrysler AG
Global Training
HPC T301
D-70546 Stuttgart
Telelefon +49 (0) 711/17 6 24 44
Intranet: http://intra-gt.daimlerchrysler.com
1511 1286 02 1st edition 07.03 222

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Truck • Complete Vehicle

ACTROS • Models 930-934

Truck • Complete Vehicle <> ACTROS •

Printed in Germany Note:

1511 1286 02 - 1st edition 07.03 222 As at 07/03

“A New Encounter with the ACTROS”

At the fore of the development of this vehicle was the intention to

More and more requirements are being placed on a modern truck.

Day 1 Day 2 Day 3 Day 4

· Welcome · Instrument cluster · Engine · Telligent level control

· Front/rear module · Retrofits

After completing this section you will be able to...

· name model-refined Actros models.

Transmission/Chassis 3 2 Cab exterior

Lane Assistant Diagnosis socket

Base module with elect.

Switch for mirror

Bunks Modular switch panel

Model plate Front cab mounting

Maintenance flap lock Stowage compartments

Adaptive cruise control Headlamps

Control unit for

‫‪G 210 EPS‬‬

‫‪02/00‬‬ ‫‪NGUG <> Transmission Repairs G210 - 260‬‬

‫‪G 210 EPS‬‬

‫‪02/00‬‬ ‫‪NGUG <> Transmission Repairs G210 - 260‬‬

‫ﺑﻠﻒ ﺕﻐﻴﻴﺮ وﺿﻊ‬

‫‪G 210 HPS‬‬

‫‪02/00‬‬ ‫‪NGUG <> Transmission Repairs G210 - 260‬‬

‫ﺱﻮﻳﺘﺶ اﻟﻐﻴﺎر اﻟﺨﻠﻔﻰ‬ ‫ﺑﻠﻒ ال ‪Splitter‬‬ ‫ﻓﻴﺸﺔ ﻣﺮآﺰﻱﺔ ﻟﻠﺮﻱﺘﺎردر‬

‫‪G 210 HPS‬‬

‫‪02/00‬‬ ‫‪NGUG <> Transmission Repairs G210 - 260‬‬

W32.33-0024-01 GT42_10_0007_C71 W54.21-1218-11 W32.33-0025-01 Battery carrier W31.00-1023-71

VA redundancy valve Power distributor

ACTROS ACTROS MPII Engine Vehicle version

950 930 OM 501 LA, OM 502 LA Platform vehicles

Vehicle model plate (example)

Additional information is available in the WIS (GF00.10-W-0025-02P).

In order to do justice to comply with the service

· Large-volume stowage compartments at · Reduction in spray mist with reduced

The lower, one-piece standard bed is basic equipment for long-distance

GT68_00_0022_C71 GT68_00_0023_C71 GT68_00_0024_C71

After completing this section you will be able to...

· understand the voltage supply for the electrical modules.

Overview of voltage supply in vehicle with integral rear end

K2 Battery disconnect switch

When using the first electronic control units each

Example: coolant temperature

Today a control unit records the sensor data and

N54.18-2007-71 N54.18-2078-01 N54.18-2040-01

K-line bus High-Speed CAN bus Low-Speed CAN bus

Max. line length approx. 15 m

Essential networking points

· Networking components distributed throughout entire vehicle

Frame CAN bus

Task 2 m Which control units use the frame CAN bus?

Task 3 m Which control units use the interior CAN bus?

The base module GM is located in the cab in the electrical compartment

The base module tasks can be split up into 2 groups:

Base module with chassis-cab connector