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D20 ENGINES FROM MAN

NEW ENGINE GENERATION D20 COMMON RAIL Concept

Advantages

The D20 common rail engine provides an ideal basis for day-to-day

◗ Small engine displacement of 10.518 Itrs.

driving. The focus is on the favourable torque and power output

◗ EDC7 Common Rail Injection System giving 2 injections

over the entire range of speeds used when running the vehicle. The

per stroke.

common rail injection technology offers the ideal technical basis in

◗ Four valve technology with overhead camshaft.

this respect.

◗ 100kg advantage of payload to comparative engines.

The design of the system offers precise engine control, optimal fuel

◗ Up to 5% lower fuel consumption compared to D2866.

atomization and combustion, high injection pressures even at low rpm, providing considerable torque and power advantages. This Technology also provides the opportunity to utilise a quick responding Turbo charger in combination with a bypass function, providing quick drive away characteristics corresponding to engines with larger displacement.

◗ A one piece cylinder head. ◗ No oil or coolant passages through head gasket. ◗ Parallel distribution for oil & coolant to block and head. ◗ High strength GJV cast block material. ◗ Extremely stiff connection permits combustion pressures up to 200bar. ◗ Acoustically optimised crankcase.

MAN is able to offer a complete, future oriented common rail

◗ SCR not required for Euro 4 emission standards.

engine range, with a view to fulfilling future pollutant limits.

◗ Externally cooled EGR for lower combustion temperatures. ◗ High pressure fuel pump provides full fuel atomisation at low rpm.


COMMON RAIL (CR) INJECTION SYSTEM On engines with a Common Rail system, the injection pressure

The essential feature of the CR system is thus the separation of

builds up independently of the load and engine speed.

pressure generation and injection. The injection of the Common Rail

The central high-pressure pump creates an accumulated volume with

system is independent of the engine speed and engine load, and

a potential of up to 1600 bar. This is available on a common rail to

therefore provides high injection pressures even at low engine speeds.

each injection nozzle for finely atomised injection.

The increased mean injection pressure as well as the time of injection

The time of injection and duration are specified by the EDC control

can be chosen freely within a wide range independently of the engine

unit via electrically activated solenoid valves. These valves are

operating point. Multiple fuel injections with advanced, main and

seated directly on the injector.

post-injections are possible.

EXHAUST-GAS RECIRCULATION (EGR) The Euro 3 guidelines require a reduction in nitrogen oxides (Nox) in the exhaust gas to less than 5g/kWh. The technical measures to adhere to this value lead to higher fuel consumption. To minimise the increased consumption, MAN Euro 3 engines have been equipped with a cooled exhaust-gas recirculation, EGR, since the TG-A was introduced. With EGR, part of the exhaust gas is added to the air volume taken in to further reduce the combustion temperature. This measure increases the specific heat of the intake air and reduces the oxygen content. With the current state of the art, the engine modifications for pollutant reduction in conjunction with externally cooled exhaust-

Cooled exhaust-gas recirculation on the MAN engine.

gas recirculation are not yet adequate to comply with the Euro 4 limit values. For this reason, additional techniques for exhaust-gas aftertreatment are available on MAN vehicles.

1 Exhaust gas take-off points.

4 EGR shut-off valve.

2 EGR heat exchanger (radiator).

5 Intake tract.

3 Pressure peak valve.

6 Coolant connection.

TECHNOLOGY FOR EURO 4 MAN PM CATALYTIC CONVERTER SYSTEM The solution to achieve Euro 4 requirements include the introduction of the MAN PM Catalytic Converter System. This involves the reduction in nitrogen oxide values by means of externally cooled exhaust-gas recirculation in conjunction with exhaust-gas aftertreatment for reduction of particle emissions (MAN PM Catalytic Converter System). The advantages of this technology are low weight, low costs and no recourse to additional use of space on the chassis. The PM Catalytic Converter System is a MAN in-house enhancement of the CRT filter system. The designation “PM-Kat�

Throughflow of the MAN PM catalytic converter.

is a registered trade mark, protected for MAN. In comparison with the CRT filter system, the soot particle separator section of the MAN PM catalytic converter is configured as an open, nonclogging system. The PM Catalytic Converter System requires no additional fitting space beyond the existing dimension of the muffler. It will be used at MAN together with the cooled exhaustgas recirculation as a technical solution to achieve the Euro 4 requirements. Function schema of the MAN PM catalytic converter.


D2066 LF01

350 330 310 290

Output (kW)

MAN D20 EURO 3 WITH COMMON RAIL (CR) AND EXTERNAL EXHAUST GAS RECIRCULATION (EGR)

270 250 230 210 190

◗ Cylinder arrangement

6 cylinders inline

◗ Maximum power

316kW/430 hp

◗ Maximum torque

170 150 2100

2100Nm/1549ft/lbs

2000

10,518ccm

◗ Bore/stroke

120mm/155mm

◗ Compression

19:1

◗ Oil capacity

37 litres

◗ Fuel system

Bosch EDC 7

◗ Fan coupling actuation

Visco Fan

◗ Weight

960kg (without oil)

1900 1800 1700 1600 1500 240

Consumption (g/kW)

◗ Capacity

Torque (Nm)

@1000-1400 {1/min}

230 220 210 200 190 180 170 160 800

900

1000

1100 1200

1300

1400

1500 1600

1700

1800 1900 2000 2100

2200 2300

1800 1900 2000 2100

2200 2300

Speed (rpm)

330

D2066 LF02

310 290

6 cylinders inline

◗ Maximum power

287kW/390 hp

◗ Maximum torque

1900Nm/1401ft/lbs

Output (kW)

270

◗ Cylinder arrangement

@1000-1400 {1/min}

250 230 210 190

◗ Capacity

10,518ccm

◗ Bore/stroke

120mm/155mm

◗ Compression

19:1

◗ Oil capacity

37 litres

1900

◗ Fuel system

Bosch EDC 7

1800

◗ Fan coupling actuation

Visco Fan

◗ Weight

960kg (without oil)

170 150

Torque (Nm)

130

1700 1600 1500 1400

Consumption (g/kW)

1300 240 230 220 210 200 190 180 170 160 800

900

1000

1100 1200

1300

1400

1500 1600

1700

Speed (rpm)


D2066 LF03

310 290 270 250

Output (kW)

MAN D20 EURO 3 WITH COMMON RAIL (CR) AND EXTERNAL EXHAUST GAS RECIRCULATION (EGR)

230 210 190 170 150

◗ Cylinder arrangement

6 cylinders inline

◗ Maximum power

257kW/350 hp

◗ Maximum torque

130 110 1800

1750Nm/1290ft/lbs

1700

10,518ccm

◗ Bore/stroke

120mm/155mm

◗ Compression

19:1

◗ Oil capacity

37 litres

◗ Fuel system

Bosch EDC 7

◗ Fan coupling actuation

Visco Fan

◗ Weight

960kg (without oil)

1600 1500 1400 1300 1200 240

Consumption (g/kW)

◗ Capacity

Torque (Nm)

@1000-1400 {1/min}

230 220 210 200 190 180 170 160 800

900

1000

1100 1200

1300

1400

1500 1600

1700

1800 1900 2000 2100

2200 2300

1800 1900 2000 2100

2200 2300

Speed (rpm)

320

D2066 LF04

300 280

◗ Cylinder arrangement

6 cylinders inline

◗ Maximum power

228kW/310 hp

◗ Maximum torque

1550Nm/1143ft/lbs

Output (kW)

260 240 220 200

@1000-1400 {1/min}

180

◗ Capacity

10,518ccm

160

◗ Bore/stroke

120mm/155mm

140

◗ Compression

19:1

120 1600

◗ Oil capacity

37 litres

◗ Fuel system

Bosch EDC 7

◗ Fan coupling actuation

Visco Fan

◗ Weight

960kg (without oil)

Torque (Nm)

1500 1400 1300 1200 1100

MAN Automotive Imports Pty Ltd Telephone: 07 3271 7777 • Facsimile: 07 3271 2047 www.man.com.au

1000 240

Consumption (g/kW)

72 Formation Street, Wacol, Qld 4076

230 220 210 200 190 180 170 160 800

900

1000

1100 1200

1300

1400

1500 1600

1700

Speed (rpm)

Specifications are subject to change without notice. Copyright c 2006, MAN Automotive Imports Pty Ltd.

MAN06-02


D20 Euro 3 Engines