WORKSHOP MANUAL - VDL Bus & Coach

Citea SLF / SLFA FPT E6 EBS1-CWORKSHOP MANUAL

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Main group 2

Citea SLF / SLFA FPT E6 EBS1-C

ForewordThis workshop manual contains all the relevant information to help when tracing and solving technical problems, when making adjustments and when carrying out repair work. The book contains diagrams, system descriptions, fault finding instructions and work instructions. It also contains safety regulations, which must be strictly observed.

Experienced mechanicsThe technical information and the explanations of the repair work stated in this workshop manual have been compiled with the utmost care.

Whilst compiling this workshop manual, it has been assumed that the mechanic has the necessary experience and has had the required education or training to be able to carry out the work in a responsible and safe manner.

Vehicle typeThe information in this manual has been updated until the time of printing and only concerns the following vehicle series:

- Citea SLF 120-310 FPT E6

- Citea SLFA 180-310 FPT E6- Citea SLFA 180-360 FPT E6

- Citea SLFA 187-310 FPT E6- Citea SLFA 187-360 FPT E6

In this manual, this series of vehicles is referred to as: "Citea SLF / SLFA FPT E6 EBS1-C".

The letter A in the type indication stands for "articulated".

The letters FPT indicate that this manual relates to the 9 litre Cursor engine from FPT Industrial.

E6 indicates that this manual contains guidelines for the engines which meet the Euro 6 emission requirements.

“EBS1-C” indicates that this vehicle series has a 1st gen-eration EBS brake system.

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Citea SLF / SLFA FPT E6 EBS1-CCONTENTS

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Technical information

Engine - general information ....................... 1-1Identification.................................................... 1-1Explanation of the definitions .......................... 1-2

Engine ............................................................ 2-1Specifications and adjustment information ..... 2-1Engine tightening torques ............................... 2-2Battery terminal clamp tightening torques....... 2-7Engine filling volumes ..................................... 2-7Belt tension ..................................................... 2-7

Cooling system ............................................. 3-1General information ........................................ 3-1Filling quantities .............................................. 3-2Tightening torques .......................................... 3-2

Lubrication system ....................................... 4-1General information ........................................ 4-1Tightening torques .......................................... 4-2Other technical information ............................. 4-2

Sump filling unit (optional) .......................... 5-1General information ........................................ 5-1

Air conditioning compressor....................... 6-1Component overview ...................................... 6-1

Special tools.................................................. 7-1

Diagnosis

Engine – general information ...................... 1-1Engine error codes.......................................... 1-1Engine functions fault finding tables ............... 1-2

Cooling system ............................................. 2-1Fault finding tables.......................................... 2-1

Exhaust gas after-treatment system ........... 3-1

Hydraulic fan - tracing faults ....................... 4-1Hydraulic pump fault finding tables ................. 4-1Hydraulic oil fault finding tables ...................... 4-2Hydraulic motor fault finding tables................. 4-2Electrical fault finding tables ........................... 4-3

Engine

Safety regulations......................................... 1-1

General information...................................... 2-1Location of the components............................ 2-1Identification.................................................... 2-3Component description ................................... 2-4

Inspection and adjustment .......................... 3-1Engine poly V-belts: inspecting....................... 3-2(Poly) V-belts: inspection points...................... 3-4(Automatic) belt tensioner: inspecting............. 3-9

Engine rubbers and engine brackets: inspecting ......................................................3-15Coolant heating element: inspecting .............3-17

Removal and installation ..............................4-1Battery terminal clamps: removing and installing...........................................................4-2Drive unit: removing and installing...................4-3Hydraulic pump: removing and installing.......4-14Coolant heating element: removing and installing.........................................................4-16Engine poly V-belts: removing and installing.4-183rd generator: removing and installing ..........4-23Vibration dampers: removing and installing...4-24

Cleaning .........................................................5-1Engine: cleaning ..............................................5-1

Cooling system

Safety regulations .........................................1-1

General information ......................................2-1Description of the cooling system....................2-1

Component description ................................3-1Expansion tank ................................................3-1Cooling system pressure cap ..........................3-2Coolant level sensor ........................................3-3Thermostat ......................................................3-5Cooling unit......................................................3-6

Inspection and adjustment ...........................4-1Coolant level: checking and topping up...........4-2Cooling system: checking for leaks and damage............................................................4-3Coolant hoses: inspecting ...............................4-5Coolant: checking the specific density.............4-8Thermostat: inspecting ....................................4-9

Removal and installation ..............................5-1Expansion tank: removing and installing .........5-2Cooling unit: removing and installing ...............5-4Coolant hoses: removing and installing.........5-10Coolant level sensor: installing ......................5-12

Draining and filling the cooling system ......6-1Cooling system: draining .................................6-1Cooling system: filling and bleeding the entire system .............................................................6-4Cooling system: filling and bleeding (only the engine).............................................................6-7

Cleaning .........................................................7-1Cooling system: cleaning (rinsing)...................7-1

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2CONTENTSCitea SLF / SLFA FPT E6 EBS1-C

Hydraulic fan drive

Hydraulic fan drive........................................ 1-1

Sump filling unit

Safety regulations......................................... 1-1

General information...................................... 2-1General information ........................................ 2-1Overview diagram of the sump filling unit ....... 2-2Operation of the sump filling unit .................... 2-3System description.......................................... 2-5Electrical circuit diagram ................................. 2-6Function diagrams .......................................... 2-7Oil level sensor ............................................... 2-8

Inspection and adjustment .......................... 3-1Sump filling unit: inspecting ............................ 3-1Sump filling unit oil level: checking ................. 3-3

Air conditioning compressor drive

Safety regulations .........................................1-1General information .........................................1-1

Inspection and adjustment ...........................2-1Air conditioning compressor: inspecting ..........2-1Air conditioning compressor poly V-belt: inspecting ........................................................2-2

Removal and installation ..............................3-1Air conditioning compressor poly V-belt: removing and installing....................................3-1

Air conditioning compressor service workshop manual ..........................................4-1Valeo TM16 .....................................................4-1Valeo TM31 .....................................................4-2Valeo TM55/65 ................................................4-3

Heating

Safety regulations .........................................1-1General information .........................................1-1Disassembly and assembly .............................1-3Safety during maintenance work .....................1-3Inspection and maintenance............................1-3

General information ......................................2-1Location of the components ............................2-2Component description....................................2-4

Preheater ........................................................1-1

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Disclaimer© 1733 VDL Bus & Coach bv, Valkenswaard, The Netherlands.

In the interest of continuous product development VDL Bus & Coach reserves the right to change specifications, products or documents at any time without prior notice.For the most recent version of this document, consult the VDL Bus & Coach Documentation Portal.

No part of this publication may be reproduced and/or published by printing, by photocopying, in digital format or in any way whatsoever without the prior consent in writing of VDL Bus & Coach.This manual shall be governed by and applied in accord-ance with the laws of the Netherlands.Any dispute here under shall be referred to the decision of the District Court of ‘s-Hertogenbosch in the Nether-landsNext remark is relevant if the text has been translated for your convenience from the English original into an other language.A translation, however, can have the consequence that differences of interpretation arise with respect to the con-tent and meaning of the text.In all cases, therefore, the English version of this docu-ment will be regarded exclusively as the single and authentic source to establish the content and the mean-ing of the text in case of a dispute.

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TECHNICAL INFORMATION

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TECHNICAL INFORMATIONEngine - general information

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1. ENGINE - GENERAL INFORMATION
1.1 IDENTIFICATION

Engine identification by means of the engine numberSee 2 - 2.2 Identification (2 - 3) for the engine identifica-tion plate.

The engine number is located in two places on the engine:1. On the engine identification plate, which is fitted on the

engine’s cylinder head cover.

2. On the engine number plate on the right-hand side of the engine.

ILAz0224

ILAz0225

ILAz0226

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TECHNICAL INFORMATIONEngine - general information

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1.2 EXPLANATION OF THE DEFINITIONS
COLD engineAn engine which has cooled down for at least six hours after having been at the operating temperature.

WARM engineAn engine which has stood still for no more than thirty min-utes after having been at the operating temperature.

Engine’s direction of rotationThe engine’s direction of rotation is anticlockwise, as viewed from the flywheel side of the engine.

Engine’s first cylinderThe engine’s first cylinder is the cylinder located on the engine’s vibration damper.

Left-hand and right-hand side of the engineThe right-hand side of the engine is the side where the elec-tronic unit is located. The left-hand side of the engine is the side where the turbo compressor and the oil filter are located.

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TECHNICAL INFORMATIONEngine

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2. ENGINE
2.1 SPECIFICATIONS AND ADJUSTMENT INFORMATION

2.1.1 ENGINE

2.1.2 VALVE CLEARANCE

Valve clearanceValve clearance (cold1 / warm2)

1. Cold: an engine which has cooled down for at least six hours after having been at the operating temperature.

2. Hot: an engine which has stood still for no more than thirty minutes after having been at the operating temper-ature.

Manufacturer FPT

Type Cursor 9 - 310/360

Location Vertically behind the rear axle

Construction method 4-stroke diesel engine, direct injection, 6 cylinders in line, turbo and intercooler.

Number of valves 24

Bore x stroke 117 x 135

Cylinder volume 8.7 litres

Compression ratio 15.9:1

Max. power 228 kW (310 hp) at 2,200 rpm265 kW (360 hp) at 2,200 rpm

Unloaded engine speed Approx. 550 rpm

Max. loaded engine speed 2,200 rpm

Max. torqueCursor 9-310:Cursor 9-360:

1,300 Nm between 1,100 - 1,675 rpm1,600 Nm between 1,100 - 1,675 rpm

Speed limiter Via EDC engine management

Emission Euro 6

Weight 910 ± 25 kg

Inlet 0.40 mmOutlet 0.40 mm

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2.2 ENGINE TIGHTENING TORQUES
Air compressor

Valve mechanism

Sump ventilation filter (blow-by filter)

Hydraulic pump

ILAj1411

Coolant heating element

ILAj2301

Attachment bolts (1) M12 x 35 40 ± 5 NmNut (2) M18 x 1.5 165 ± 10 Nm

Cylinder head cover attachment bolts 23 NmCylinder head cover top cover attach-ment bolts

9 Nm

Valve adjustment bolt lock nut 39 Nm

Sump ventilation centrifugal filter cover 9 ± 1 NmSump ventilation centrifugal filter attach-ment bolts

10 ± 2a Nm

a. Lock with Loctite 243.

Hydraulic pump nut (3) 65 ± 5 NmPTO adaptor (5) attachment bolts (8) 20 ± 2 Nm

Tightening torque Max. 110 NmScrew thread: M42 x 1.5

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Water pump/generator poly V-beltFor the tightening torques and technical information, see DD1030_xx on the VDL Bus & Coach Documentation Portal.
Air conditioning compressor drive

ILAj1714

Pulley (A) attachment bolts See DD1030_xx on the VDL Bus & Coach Docu-mentation Portal.

Belt tensioner attachment bolt (B)

M10 45 Nm

Air conditioning bracket attachment bolt (C)

M10 10.9M12 10.9

60 ± 4 Nm110 ± 8 Nm

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3rd generator (optional)
ILAj2115

1 Attachment bolts (M8 x 1.25 x 30) 21-25 Nm2 Attachment bolt (M14 x 2 x 40) 103-126 Nm2a Attachment bolt (M14 x 2 x 40) (alternative) 103-126 Nm3 Guide roller attachment bolt (M10 x 1.25 x 70) 55-68 Nm4 Lower bracket attachment bolts (M10 x 30) 61-74 Nm5 Upper bracket attachment bolts (M8 x 35) 21-25 Nm6 V-belt tensioner attachment bolt (M10 x 1.5 x 80) 41-50 Nm7 V-belt tensioner attachment bolt (M8 x 1.25 x 55) 21-25 Nm8 Generator to upper bracket attachment bolt (M10 x 45) 61-74 Nm9 Generator to lower bracket attachment bolt (M12 x 160) 72-88 Nm

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Chassis-side/engine-side engine bracket
ILAj1119

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Engine bracket on same side as engine
A Hexagonal bolt for the vibration damper to the engine bracket M18 10.9 360 ± 30 Nm

B Flange bolt for the engine bracket to the flywheel housing M16 10.9 260 ± 20 Nm

C Hexagonal bolt for the vibration damper to the engine bracket M18 10.9 360 ± 30 Nm

D Flange bolt for the engine bracket to the flywheel housing M16 10.9 260 ± 20 Nm

E Flange bolt for the vibration damper to the chassis M14 10.9 170 ± 15 Nm

F Vibration damper to engine bracket flange bolt M10 10.9 85 ± 15 Nm

G Flange bolt for the engine bracket to the engine block M14 10.9 170 ± 15 Nm

H Cylinder head bolt for the engine bracket to the engine block M14 130 ± 13 Nm

I Flange bolt for the vibration damper to the chassis bracket M10 10.9 85 ± 15 Nm

J Flange bolt for the vibration damper to the chassis bracket M10 10.9 85 ± 15 Nm

K Flange bolt for the engine bracket to the end beam M10 10.9 85 ± 15 Nm

ILAj1120

B Flange bolt for the engine bracket to the flywheel housing M16 10.9 260 ± 20 Nm

D Flange bolt for the engine bracket to the flywheel housing M16 10.9 260 ± 20 Nm

G Flange bolt for the engine bracket to the engine block M14 10.9 170 ± 15 Nm

H Cylinder head bolt for the engine bracket to the engine block M14 130 ± 13 Nm

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2.3 BATTERY TERMINAL CLAMP
TIGHTENING TORQUES

ILAh0338

2.4 ENGINE FILLING VOLUMES

Lubrication system

2.5 BELT TENSION

The belts of the water pump, generators and the air condi-tioning compressor drive are tensioned by automatic belt ten-sioners. Therefore, it does not need to be adjusted.

A Battery terminal clamp + a:

a. To prevent corrosion, lubricate the outside of the connections with acid-free Vaseline.

12 ± 2 Nm

B Battery terminal clamp + a 40 ± 4 Nm

C Battery terminal clamp - a 12 ± 2 Nm

D Battery terminal clamp - a 30 ± 4 Nm

Total engine volume (including the engine oil filter and the oil cooler) Approx. 27.5 litresOil sump volume at the minimum level Approx. 13.4 litresOil sump volume at the maximum level Approx. 25 litres

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TECHNICAL INFORMATIONCooling system

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3. COOLING SYSTEM
3.1 GENERAL INFORMATION

Thermostat

Expansion tank pressure cap

Pressure testing the cooling system

Cooling system cleaning agent

Coolant level sensor

ResistanceR1 = 100 OhmR2 = 51 OhmDaily inspection S2Alarm S1

The sensor can be checked by disconnecting the connector and measuring the resistance (see the table below).

Thermostat opening temperature- Thermostat opens at: 85 ± 1.5 °C- Thermostat stroke ≥ 9 mm at 95 °C

Opening pressure of pressure relief valve 0.9 - 1.15 bar.Opening pressure of vacuum valve 0.1 bar

Pressurization pressure 0.7 - 0.9 bar.

Cleaner RP VDL Bus & Coach no. 20276728

ILAj1395

Level Nominal resistance Measured resistance Consequence

Normal 151 W 115 - 470 W LED in the fuel cowl is lit

Low 100 W 85 - 115 W LED in the fuel cowl is not lit +Symbol on instru-ment panel is lit

Too low 0 W < 85 W Symbol on instrument panel is lit

Sensor error ¥ > 470 W Symbol on instru-ment panel flashes

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TECHNICAL INFORMATIONCooling system

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3.2 FILLING QUANTITIES
Cooling system

3.3 TIGHTENING TORQUES


Engine block cooling system Approx. 15 litresTotal cooling system (excluding heat-ing)

Approx. 40 litres

Total cooling system (including heat-ing)

Approx. 60 litres

Coolant tank Difference between min. and max. lev-els

4.2 litres

Level sensor 10 Nm

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TECHNICAL INFORMATIONLubrication system

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4. LUBRICATION SYSTEM

Oil filter

Oil level sensor (minimum)

Filling quantities

Engine lubrication system

Type Disposable filterQuantity 1Position in the oil circuit Full flow

Manufacturer Bedia CLS-40Type 320431, 24 V, EVZ 2 sec. MVZ 7 sec.Supply voltage 24 VFunction inspection 2 ± 5% sec. after the contact switch has been turned onError message time delay 7 ± 5% sec. after the contact switch has been turned onTightening torque 25 Nm

ILAh0906

1 Positive (+)2 Min (-)3 Signal (S)

Sump volume, minimum level 13.4 litresSump volume, maximum level 25.0 litres

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TECHNICAL INFORMATIONLubrication system

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4.2 TIGHTENING TORQUES
4.3 OTHER TECHNICAL INFORMATION

For further technical information concerning the lubrication system, such as the oil pressure, see DD1030_xx on the VDL Bus & Coach Documentation Portal.

ILAj1217

Oil filter element screw cap 60 NmOil filter screw cap plug 30 NmEngine sump oil drain plug (1) (standard)

40 Nm

ILAj1221

Femco engine sump oil drain plug (2) (optional)

40 Nm

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TECHNICAL INFORMATIONSump filling unit (optional)

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5. SUMP FILLING UNIT (OPTIONAL)

Oil level sensor (sump filling signal)Manufacturer Bedia CLS-40Type 320431, 24 V, EVZ 2 sec. MVZ 7 sec.Supply voltage 24 VFunction inspection 2 ± 5% sec. after the contact switch has been turned

onError message time delay 7 ± 5% sec. after the contact switch has been turned

onTightening torque 25 Nm

ILAh0906


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TECHNICAL INFORMATIONSump filling unit (optional)

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Oil reservoir with pump unit
ILAj2218

Manufacturer GroeneveldType Oilmaster 2 6LSupply voltage 24 VDCOil reservoir volume 6 litres

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TECHNICAL INFORMATIONAir conditioning compressor

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6. AIR CONDITIONING COMPRESSOR
6.1 COMPONENT OVERVIEW

Air conditioning compressor

For further technical information concerning the Valeo air compressor, such as the maximum pressure etc., see DD1224_xx on the VDL Bus & Coach Documentation Portal.


ILAg0093

Manufacturer ValeoType TM 16

ILAg0106

Manufacturer ValeoType TM 31

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TECHNICAL INFORMATIONAir conditioning compressor

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ILAg0094

Manufacturer ValeoType TM 55/TM65

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TECHNICAL INFORMATIONSpecial tools

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7. SPECIAL TOOLS
Belt tension gauge, Optikrik I (150 – 600N)Belt tension gauge, Optikrik II (500 – 1,400N)Belt tension gauge, Optikrik III (1,300 – 3,100N)

ILAk0053

Cooling system pressurization pumpMidlock no. TE-120

ILAk0054

RefractometerLR no. FT2030Midlock no. TE102

ILAk0007

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TECHNICAL INFORMATIONSpecial tools

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Navigator TXT VDL Bus & Coach no. 30161638 + contract 41155549 (VDL Bus & Coach diagnosis tool)

For an overview of the various VDL Bus & Coach diagnosis tools, see DD1542_xx on the VDL Bus & Coach Documenta-tion Portal.

ILAk0055

V-belt frequency gauge Optibelt TT3VDL Bus & Coach no. 30030533 (rechargeable battery)VDL Bus & Coach no. 30030534 (disposable battery)

ILAk0049

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DIAGNOSIS

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DIAGNOSIS

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DIAGNOSIS

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DIAGNOSISEngine – general information

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1. ENGINE – GENERAL INFORMATION

1.1 ENGINE ERROR CODES

If there is a fault in the system, then, in most cases, this fault will be detected by the electronic unit in the form of an error code. This error code can be read with the aid of the diagno-sis equipment or a flash code.

For an up-to-date overview of the various error codes and the corresponding fault diagnosis, see DD1030_xx on the VDL Bus & Coach Documentation Portal.

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1.2 ENGINE FUNCTIONS FAULT FINDING TABLES

FAULT: POOR ACCELERATION/RESPONSE FROM THE ENGINE

Possible cause Remedy

The fuel level is low. Fill the fuel tank with fuel.

There is a fuel leak. Check the fuel lines/connections and the fuel filters for leaks.

The fuel fine filter/preliminary filter-water separator is blocked.

Replace the fuel preliminary filter and clean the system.

The fuel pump is faulty. Check the fuel pump and, if necessary, replace it.

There are electronic error codes. Delete the electronic error codes.

Programmable parameters or the options to be selected have been configured incorrectly.

Check the parameter settings and the options.

The ECM unit has been calibrated incorrectly. Recalibrate the ECM unit (or have it done by somebody else).

There is air in the fuel system. Bleed the fuel system.

The fuel line between the fuel pump and the injectors is blocked.

Check the lines and, if necessary, replace them.

The fuel delivery pipe leaks. Check the fuel delivery pipe and, if necessary, replace it.

The fuel pump regulator’s solenoid valve is faulty. Check the fuel pump regulator's solenoid and, if neces-sary, replace it.

The fuel rail’s pressure regulating valve is faulty. Check the fuel rail’s pressure regulating valve and, if necessary, replace it.

The fuel pump’s pressure regulating valve is faulty. Check the fuel pump’s pressure regulating valve and, if necessary, replace it.


The intercooler is blocked/leaks. Check the intercooler.

There is a (mechanical) fault with the accelerator pedal sensor.

Check the mechanical connection between the sensor/accelerator pedal and check the accelerator pedal sen-sor.

The boost pressure/intake air temperature sensor is faulty.

Check the boost pressure/air temperature sensor and, if necessary, replace it.

The crankshaft sensor (engine speed) is faulty. Check the crankshaft sensor and, if necessary, replace it.

There is a mechanical fault with the injector or it is blocked.

Replace the injector.

There is a leak in the air intake system. Pressure-test the intake system.

There is a leak in the exhaust system. Check the exhaust system.

The exhaust system is blocked. Check the exhaust gas back pressure.

The J1939 vehicle systems interfere with the ECM. Disconnect the systems one by one until the communica-tion with the ECM is restored.

The turbo compressor is faulty. Check the turbo compressor.

The turbo is faulty/the wastegate activation is not correct. Check the turbo/waste-gate activation.

Poor fuel quality. Drain the fuel, rinse the fuel system, replace the fuel fil-ters and fill the fuel tank with the specified fuel.

The valve clearance has not been configured correctly. Check the valve clearance.

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The brakes rub. Check whether the brakes run freely.

The gearbox is faulty. Check the gearbox.

The fan drive is faulty. Check the fan drive.

The engine has an internal fault. Analyse the oil and check the filters.

FAULT: THE ENGINE DECELERATES SLOWLY



Check:

- The mechanical connection of the sensor/accelerator pedal.

- The accelerator pedal sensor.



The J1939 vehicle systems interfere with the ECM. Disconnect the systems one by one until the communica-tion with the ECM is restored.

The retarder is faulty. Check the operation of the retarder.

FAULT: THE ENGINE IS DIFFICULT TO START/DOES NOT START



There are active electronic error codes or a lot of non-active error codes.

Read and delete error codes with the VDL Bus & Coach diagnosis equipment.

Battery voltage too low. Charge the batteries.

The crankshaft speed is too low. Check the crankshaft speed. If the crankshaft speed is less than 150 rpm, see “The crankshaft does not rotate or rotates too slowly".


Replace the fuel filter and clean the system.









There is a leak in the air intake system. Pressure-test the air intake system.



The fuse is faulty Check the fuses and, if necessary, replace them.

FAULT: POOR ACCELERATION/RESPONSE FROM THE ENGINE


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The ECM unit's battery voltage is too low or interrupted. Check the connections and the fuses for the ECM unit.

The delivery pump is faulty. Check the delivery pump.

There is moisture in the connectors. Check the connectors.


The engine safety device is in operation or is faulty. Check the operation of the engine safety device.

The ECM unit is faulty. Replace the ECM unit.


FAULT: REDUCED ENGINE POWER




The engine safety device error codes reduce the engine’s power and the engine speed.

Read the error codes and the engine safety codes with the VDL Bus & Coach diagnosis equipment.





The fuel pump regulator’s solenoid valve is faulty. Check the fuel pump regulator’s solenoid valve.


The fuel pump’s pressure regulating valve is faulty. Check the fuel pump’s pressure regulating valve and, if necessary, replace it.


Check the parameter settings with the VDL Bus & Coach diagnosis equipment.


The J1939 control units interfere with the ECM. Disconnect the systems one by one until the communica-tion with the ECM is restored.


Check:






Check the sensor.

There is no vehicle speed signal. Check the vehicle speed signal and the sensor.

The tachograph has not been calibrated or is faulty. Check the tachograph.


The fuel return line is blocked. Replace or clean the fuel return line.


FAULT: THE ENGINE IS DIFFICULT TO START/DOES NOT START


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The intercooler leaks/is blocked. Check the intercooler.

Poor fuel quality. Drain the fuel, rinse the fuel system, replace the fuel fil-ters and fill the fuel tank with fuel.


The engine oil level is above the maximum level. Check the engine oil level.



REDUCED ENGINE POWERTHE ENGINE RUNS ERRATICALLY/STALLS


The engine is cold. Check whether the engine reaches the operating tem-perature.




The idling speed has not be set correctly. Check the setting using the VDL Bus & Coach diagnosis equipment.

The load is too great at the idling speed. Check the setting using the VDL Bus & Coach diagnosis equipment.





The fuel pump regulator’s solenoid valve is faulty. Check the fuel pump regulator’s solenoid valve.


The fuel return line is blocked. Replace or clean the fuel return line.









The camshaft sensor is faulty. Check the camshaft sensor and, if necessary, replace it.

FAULT: REDUCED ENGINE POWER


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Poor fuel quality. Drain the fuel, rinse the fuel system, replace the fuel fil-ters and fill the fuel tank with fuel.

The engine mounting is faulty. Check the engine mounting.

The vibration damper is damaged. Check the vibration damper.

The add-on components on the distribution side are faulty.

Check the hydraulic motor/pump, the fuel pump and the air compressor for vibrations.

The camshaft gear wheel is not aligned correctly. Check the alignment of the distribution.


FAULT: THE ENGINE STALLS DURING DECELERATION


The engine cannot be restarted. See the complaint “The engine is difficult to start/does not start”.




The engine protection system is faulty. Check the engine protection system.

The contact switch circuit is faulty. Check the contact switch circuit.







The fuel pump regulator’s solenoid valve is faulty. Check the fuel pump regulator’s solenoid and, if neces-sary, replace it.








FAULT: THE IDLING SPEED VARIES





REDUCED ENGINE POWERTHE ENGINE RUNS ERRATICALLY/STALLS


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Check:

















The vibration damper is damaged. Check the vibration damper and, if necessary, replace it.

The flywheel housing is not aligned correctly. Check the alignment of the flywheel housing.



FAULT: THE ENGINE SPEED VARIES WHEN THERE IS A HEAVY LOAD








FAULT: THE IDLING SPEED VARIES


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Check:

















The vibration damper is damaged. Check the vibration damper and, if necessary, replace it.

The flywheel housing is not aligned correctly. Check the alignment of the flywheel housing.



FAULT: THE ENGINE STARTS BUT STALLS AGAIN








The engine stop when idling parameter. Check the parameter settings with the VDL Bus & Coach diagnosis equipment.


FAULT: THE ENGINE SPEED VARIES WHEN THERE IS A HEAVY LOAD


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FAULT: THE ENGINE DOES NOT REACH THE NOMINAL ENGINE SPEED




The engine stop when idling parameter. Check the parameter settings with the VDL Bus & Coach diagnosis equipment.




Check:



The tachograph has not been calibrated or is faulty. Check the tachograph.






Reduced engine power. See the complaint “Reduced engine power”.


FAULT: THE ENGINE CANNOT BE TURNED OFF





There is an oil leak from the turbo compressor. Check the turbo compressor.


There is a fault with an electrical component/the wiring in the wiring harness.

Check the electrical system.

The supply voltage to the electronic unit is not turned off.

The power supply to the electronic unit after the contact switch has been turned on is not turned off with the engine stop button.

FAULT: THE ENGINE STARTS BUT STALLS AGAIN


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FAULT: TOO HIGH FUEL CONSUMPTION







The engine runs for too long at the idling speed. Check the engine stop parameter settings when idling using the VDL Bus & Coach diagnosis equipment.

Accessories which have been fitted use fuel from the vehicle’s fuel tank.

Check the fuel consumption of the fitted accessories.


Check the sensor.







There is a signal error/short circuit/interruption with the engine coolant temperature sensor.

Check:

- The engine coolant temperature sensor.

- The wiring.

There is a signal error/short circuit/interruption with the fuel temperature sensor.

Check:

- The fuel temperature sensor.

- The wiring.

The turbo is faulty. Check the turbo.

The intercooler leaks/is blocked. Check the intercooler.


The engine oil level is above the maximum level. Check the engine oil level.



An injector is faulty. Check the injectors.


FAULT: THE INTAKE AIR TEMPERATURE IS TOO HIGH


The radiator, intercooler, oil cooler, air conditioning con-denser are damaged/contaminated.

Check the radiator, intercooler, oil cooler, air conditioning condenser for damage/contamination.





The fan drive is faulty. Check the fan drive.

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1

There is an exhaust system leak in the engine compart-ment.

Check the exhaust system.

The intake air temperature sensor is faulty. Check the sensor.

FAULT: THE BOOST PRESSURE IS TOO LOW






The boost pressure sensor is faulty. Check the sensor.

The air compressor connection on the air intake system is loose.

Check the connection.


The turbo compressor wastegate is faulty or is constantly open.

Check the waste-gate.

The turbo is faulty. Check the turbo.

Reduced engine power. See the complaint “Reduced engine power”.

FAULT: BLACK SMOKE IS PRODUCED




There is a fault in the electronic components/wiring. Check the electrical system.



Check the sensor.






An injector is faulty. Check the injectors.


The turbo compressor’s oil line leaks. Check the turbo compressor.



FAULT: THE INTAKE AIR TEMPERATURE IS TOO HIGH


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1

FAULT: WHITE SMOKE IS PRODUCED




There is a fault in the electronic components/wiring. Check the electrical system.


The engine is cold. Check whether the engine reaches the operating tem-perature.

The coolant temperature sensor is faulty. Check the coolant temperature sensor.


Check the boost pressure/intake air temperature sensor.




There is air in the fuel system. Check to see whether air is drawn in via the suction line.

The fuel delivery pipe is blocked. Check the fuel delivery pipe and, if necessary, replace it.

The fuel pump does not supply a sufficient quantity of fuel.

Check the fuel pump and, if necessary, replace it.


There is a mechanical fault with the injector(s) or it/they is/are blocked.

Replace the injector(s).

There is a coolant leak in the combustion chamber. Pressure-test the cooling system.


FAULT: THE VEHICLE SPEED REGULATOR DOES NOT WORK


There is a fault in the ECM unit’s electronic components/wiring.


The cut-out conditions for the vehicle speed regulator have been satisifed.

Check for the presence of the cut-out condition(s).

FAULT: THE ENGINE SPEED REGULATOR DOES NOT WORK


There is a fault in the ECM unit’s electronic components/wiring of:


- Wiring harness.

- Electronic unit.

The cut-out conditions for the engine speed regulator have been satisfied.

Check for the presence of the cut-out condition(s).

FAULT: THE CRANKSHAFT ROTATES SLOWLY OR DOES NOT ROTATE




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1

Battery voltage too low. Charge the batteries.

The battery cables or connections are loose, broken or corroded (high resistance).

Check the cables and the connections.

The battery capacity is too low. Check the specifications.

The thickness and length of the battery cable does not meet the specifications.

Check the specifications.

The oil pressure switch, gauge or sensor is faulty. Check the oil pressure switch, gauge and sensor.

The gearbox is not in neutral. Put the gearbox in neutral.

The starter motor is faulty. Replace the starter motor.

The oil level is above the maximum level. Check the oil level and, if necessary, drain some oil.

The engine oil does not meet the specifications. Change the engine oil and the oil filters.

The crankshaft does not rotate. Check the crankshaft.

The hydraulic lock in a cylinder. Remove the injectors, rotate the crankshafts and trace the cause of the liquid in the cylinder.


FAULT: THE CRANKSHAFT ROTATES SLOWLY OR DOES NOT ROTATE


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1

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DIAGNOSISCooling system

1

2. COOLING SYSTEM

2.1 FAULT FINDING TABLES

FAULT: ENGINE TEMPERATURE BECOMES TOO HIGH


Faulty intake system. Check the intake system.

There is a fault in the lubricating oil system. Check the lubricating oil system.

Incorrect poly V-belt tension. Check the poly V-belt tension. If necessary, replace the poly V-belt or the poly V-belt tensioner.

The coolant level is too low. Check the coolant level. If necessary, top it up.

A coolant hose is cracked or blocked. Check and clean the coolant hoses.

The intercooler/radiator is contaminated. Check/clean the intercooler and the radiator.

The waste-gate setting too high. Check the waste-gate setting.

The turbo compressor housing’s air hose to the waste-gate diaphragm leaks or is not connected.

Check the air hose. If necessary, replace it.

The pressure cap is faulty or does not work. Check the pressure cap.

The thermostat opens insufficiently or does not open. Check the thermostat and its operation.

The wrong type of thermostat is fitted. Check the thermostat and its operation.

The coolant pump is faulty. Check the coolant pump’s shaft, bearings and fan. If nec-essary, replace the coolant pump.

The hydraulic fan drive is faulty. Check the operation of the fan drive.

The temperature control is faulty. Check the coolant temperature sensor.Check the control flow’s return control at a high temper-ature.

The wrong injection nozzles have been fitted. Check whether the correct injection nozzles have been fitted.


There is a signal error/short circuit/break with the engine coolant temperature sensor.

Check:- The coolant temperature sensor.- The wiring.

FAULT: EXTERNAL COOLANT LEAK


The radiator. Check the radiator. If necessary, pressure-test it.

The coolant pump leaks. Check the coolant pump. If necessary, measure the bearing play.

The cooler. Check the oil cooler. If necessary, pressure-test it.

The pressure cap. Check the pressure cap. If necessary, pressure-test it.

The heater leaks. Check the heater lines.

The coolant expansion reservoir leaks. Check the expansion reservoir for leaks.

The expansion plug(s) leak(s). Replace the expansion plug(s).

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DIAGNOSISCooling system

1

FAULT: INTERNAL COOLANT LEAK


The cylinder head gasket(s) is/are faulty. Check the cylinder head gasket(s).

The cylinder head(s) or cylinder block are cracked. Check the cylinder heads and the cylinder block for inter-nal cracks. If necessary, pressure-test it.

The injection nozzle bushes leak. Check the cylinder heads. If necessary, pressure-test it.

The compressor’s cylinder head gasket is faulty. Replace the compressor’s cylinder head gasket.

The cooler. Check whether there is coolant in the lubrication oil sys-tem.

The expansion plugs in the striking chamber (cylinder block) or on the top of the cylinder heads are faulty.

Replace the expansion plug(s).

The cylinder head bolts have not been tightened. Check the tightening torque of the cylinder head bolts.

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DIAGNOSISExhaust gas after-treatment system

1

3. EXHAUST GAS AFTER-TREATMENT SYSTEM

Comment:For the error codes, see DD1030_xx on the VDL Bus & Coach Documentation Portal.

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DIAGNOSISExhaust gas after-treatment system

1

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DIAGNOSISHydraulic fan - tracing faults

1

4. HYDRAULIC FAN - TRACING FAULTS

4.1 HYDRAULIC PUMP FAULT FINDING TABLES

FAULT: NO PUMP DELIVERY


The hydraulic oil level is too low. Check the oil level.Top up the oil and bleed the system.Check the system for leaks.

The delivery line/hose is bent or pinched closed. Check the path of the oil lines/hoses.

The pump shaft is broken, the key is broken or missing. Replace any faulty parts.

The pump rotates in the wrong direction. Check the pump’s direction of rotation.

FAULT: THE PUMP MAKES TOO MUCH NOISE


The hydraulic oil level is too low. Check the oil level.Check the system for leaks.Top up the oil and bleed the system.

The delivery line/hose is bent or pinched closed. Check the path of the oil lines/hoses.

There is an air leak from the connections. Tighten the couplings/connections.

There are air bubbles visible in the delivery oil. Use the specified hydraulic oil.

The hydraulic reservoir's bleed opening is blocked. Clean the bleed opening.

The pump runs too fast. Check the gear ratio.

Some of the pump’s components are worn/faulty. Replace any worn/faulty parts.

FAULT: ABNORMAL WEAR


The oil filter is blocked/the oil has not been changed in time.

Replace the oil filter/change the oil according to the maintenance schedule.

The oil’s viscosity is too low. Check whether the specified oil is used.

The system pressure is too high (the pump pressure is greater than the permitted value).

Check the system pressure.

There is air in the system. Bleed the hydraulic system.

FAULT: BROKEN COMPONENTS IN THE PUMP HOUSING


The system pressure is too high (the pump pressure is greater than the permitted value).

Check the pressure limiting valve.

There is (an) insufficient (supply of) oil. Check the oil level, the oil filter and the path of the oil lines/hoses.

The attachment bolts have been overtightened. Check whether the correct tightening torques have been used.

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1
4.2 HYDRAULIC OIL FAULT FINDING
TABLES

4.3 HYDRAULIC MOTOR FAULT FINDING TABLES

FAULT: EXTERNAL OIL LEAK


The oil seal(s) is/are faulty. Replace the faulty parts.

FAULT: THE HYDRAULIC OIL TEMPERATURE IS TOO HIGH


There is an internal leak in the pump. Replace the pump.

The oil’s viscosity is too high. Use the specified hydraulic oil.

The pump has been overhauled and there is too much internal friction.

Check the overhaul procedure.

The oil cooler is blocked. Check and clean the oil cooler.

The delivery line/hose is damaged, bent or pinched closed.

Replace damaged lines and remove any blockages.

The lines/hoses are the wrong size. Check whether the original lines/hoses are used.

FAULT: THE MOTOR RUNS IN THE WRONG DIRECTION


The delivery and return lines have been switched over. Connect the motor correctly.

FAULT: THE MOTOR DOES NOT RUN OR HAS INSUFFICIENT TORQUE


The pressure relief valve has been incorrectly set. Check the system pressure and adjust the pressure relief valve.

The pressure relief valve remains open. Clean/replace the pressure relief valve.

The proportional valve is faulty. Replace the proportional valve.

The system pressure is too low. Check the maximum system pressure.

The pump’s delivery is too small. Check the pump's delivery.Check whether the pressure limiting valve is stuck.If necessary, replace the pump.

FAULT: EXTERNAL OIL LEAK


The oil seal(s) is/are faulty. Replace the faulty parts.Check the oil leak-off line for blockages.

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4.4 ELECTRICAL FAULT FINDING TABLES

FAULT: THE FAN DOES NOT RUN OR RUNS TOO SLOWLY


There is a hydraulic or a mechanical fault. See 1 - 4.1 Hydraulic pump fault finding tables (4 - 1) or 1 - 4.3 Hydraulic motor fault finding tables (4 - 2).

There is no communication between the VFC and the electronic fan unit.

Check the operation of the CAN bus.

There is no supply voltage to the electronic fan unit. Check the fuses.

The electronic fan unit is faulty. Replace the electronic fan unit.

FAULT: THE FAN RUNS TOO FAST


There is a hydraulic or a mechanical fault. See 1 - 4.1 Hydraulic pump fault finding tables (4 - 1) or 1 - 4.3 Hydraulic motor fault finding tables (4 - 2).

There is no communication between the ICM and the electronic fan unit.

Check the operation of the CAN bus.

The connection between the electronic fan unit and the proportional valve is interrupted.

Check the connection.

The coolant temperature sensor is faulty. Check the operation of the sensor.

The intake air temperature sensor is faulty. Check the operation of the sensor.

The transmission oil temperature sensor is faulty. Check the operation of the sensor.

The retarder oil temperature sensor is faulty. Check the operation of the sensor.

There is no supply voltage to the electronic fan unit. Check the fuses.

The electronic fan unit is faulty. Replace the electronic fan unit.

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1

4 - 4 DD0882_01


ENGINE

2

ENGINE

DD0882_01


ENGINE

2

DD0882_01


ENGINESafety regulations

2

1. SAFETY REGULATIONS

The work described in this maintenance manual may only be carried out by trained and competent personnel.

Always observe the local safety and environmental regula-tions.

Comply with all the warnings and safety regulations given here. Always read and observe the instructions and warnings given on labels and stickers fitted to the vehicle’s compo-nents. These stickers have been fitted for your health and safety. Do not ignore them!

Always use the appropriate lifting gear or approved hoisting equipment when removing or installing heavy components. Attach the component securely to the lifting gear or hoisting equipment. Check the hoisting equipment before use.

Do not leave tools unattended on or in the vehicle.

If necessary, soundly support the components.

Wear clean, well-fitting clothing and, if necessary, apply pro-tective cream to the body.

Make sure there is good ventilation or extraction equipment when carrying out work where vapours and/or gases are released.

Remain a safe distance from rotating and/or moving compo-nents.

Be careful when changing the oil. Hot oil can cause serious injury.

Avoid unnecessary contact with drained oil. Regular contact causes skin damage.

To prevent the risk of fire, the engine and the area surround-ing it must be free of highly inflammable liquids.

Always protect the vehicle from rolling away by applying the parking brake and, for example, placing chocks in front of and behind the wheels.

Always support the chassis with hoisting sheers when work-ing under the vehicle.

In order to prevent people from starting the engine when work is being carried out on the vehicle, always disconnect the battery’s earth connection.

The engine stops automatically after a set time if the engine idles and the accelerator pedal is not depressed.

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ENGINESafety regulations

2

Place a sign that reads “DO NOT OPERATE” on the dash-board.

Be careful when working on systems which may be pressur-ized, such as the fuel system, cooling system, fan drive, etc. If possible, depressurize the system before starting the work.

Fuel systemDiesel is highly flammable. Avoid a naked flame, heat sources or a lit cigarette close to the fuel system: FIRE HAZ-ARD!Diesel is harmful to your health.Prevent diesel from coming into contact with skin, eyes or clothing. Do not inhale diesel fumes. If diesel is swallowed, contact a doctor immediately.

Never disconnect the battery terminalclamps when the engine is running. This will prevent damage to the electrical components.Turn off the contact switch and the main switch before disconnecting the connection between the battery terminal and the negative pole.Wait at least 80 seconds after turning off the contact switch before disconnecting the connection between the battery terminal clamp and the negative pole. The AdBlue lines may become blocked if the connection is disconnected too quickly.

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ENGINEGeneral information

2

2. GENERAL INFORMATION

2.1 LOCATION OF THE COMPONENTS

ILAj1412

1 Fuel pump 10 Radiator supply line2 Camshaft sensor 11 Water pump3 Fuel filter 12 Oil dipstick4 Inlet manifold boost pressure temperature sensor 13 Sump5 Inlet manifold 14 ECU6 Hoisting eye 15 Steering pump7 Sump ventilation bleed valve 16 Air compressor8 Generator 17 Starter motor9 Automatic V-belt tensioner

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2

ILAj1413

1 Exhaust butterfly valve 7 Gear casing2 Exhaust manifold 8 Oil cooler3 Hoisting eye 9 Oil filter4 Sump ventilation filter (blow-by filter) 10 Turbo compressor5 Coolant lines to gearbox 11 Thermostat housing6 Flywheel

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2

2.2 IDENTIFICATION

Engine identification plateThe engine identification sticker is fitted to the cylinder head cover.

The engine identification sticker states various engine details, such as:• Engine type• Engine number• Date

ILAz0225

ILAz0224

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2

2.3 COMPONENT DESCRIPTION

2.3.1 SUMP PAN ATTACHMENT

The edge of the sump pan (1) is enclosed in a thick "C" rub-ber gasket (4). The entire unit is contained in and supported by an aluminium assembly flange (3), which is screwed on to the bottom of the engine block.

Since the "C" rubber gasket is enclosed, it is better protected and, therefore, does not have to be replaced every time it is removed.

2.3.2 SUMP STRENGTHENING PLATE

The underside of the cylinder block has a sump strengthen-ing plate. This strengthening plate ensures that the under-side of the engine block has a rigid construction, so that the engine produces less noise.

ILAj1392

1 “C” rubber gasket2 Sump pan3 Assembly flange4 Attachment bolt

It is NOT permitted to directly support the engine under the sump pan or by the edge of the sump pan.

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2

2.3.3 CONNECTING ROD

The connecting rod bearing caps have been forcibly broken at an angle. The forced breaking of the connecting rod caps produces a unique breakage surface (1) for each connecting rod. The unique fracture surface ensures an extremely large shearing strength. This allows for a large transfer of force. The fracture surfaces of the connecting rod and the bearing cap must be handled with care. Dirt and/or damage will result in the connecting rod and the bearing cap no longer fitting each other.

Four reference marks have been added to aid correct assembly.

For additional information, see DD1030_xx on the VDL Bus & Coach Documentation Portal.

ILAj0713

ILAj1394

1 Coloured mark to indicate the weight.2 Coloured mark to indicate the diameter class.3 Centring pin visible from the front of the engine.4 Serial number for identification of the connecting rod.

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2

2.3.4 ENGINE MOUNTING RUBBERS

The engine is mounted in four engine mounting rubbers; two on the same side as the vibration damper and two on the same side as the flywheel.The engine mounting rubbers are identical on the left and right-hand sides.

Distribution side

The engine mounting rubbers on the same side as the vibra-tion damper consist of two steel plate parts with vulcanized rubber between them.The steel plate parts are not connected to each other.If the engine mounting rubber is cracked, then this may result in annoying vibrations and noises.This can be heard particularly at low engine speeds.This can be visually checked by using a tyre iron to lift up the top part of the engine bracket/engine mounting rubber.

Flywheel side

The engine mounting rubbers on the same side as the fly-wheel consist of a steel plate holder with a hardened steel support in the middle. These parts are connected to each other via vulcanized rubber.

ILAj1400

Vibration damper on the distribution side

ILAj1399

Vibration damper on the flywheel side

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ENGINEInspection and adjustment

2

3. INSPECTION AND ADJUSTMENT

Comment:For information on how to check and adjust engine-specific components, see DD1030_xx on the VDL Bus & Coach Doc-umentation Portal.

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2

3.1 ENGINE POLY V-BELTS: INSPECTING

The engine has three or four poly V-belts.• One poly V-belt (A) for the generator drive.• One poly V-belt (B) for the pulley drive.• One poly V-belt (C) for the water pump drive.• (Optional) One poly V-belt (D) for the pulley and 3rd gener-

ator drive.

The poly V-belts have an automatic V-belt tensioner and can-not, therefore, be adjusted by hand.An incorrect poly V-belt tension can be caused by:• A stretched poly V-belt.• A faulty automatic V-belt tensioner.

ILAj1278

ILAj2116

When working on the engine, turn OFF the main switch unless it is necessary to have it turned on for the work that is being carried out. Also make sure the engine cannot be started unintentionally.

If the engine has been turned off, but is still warm, it is possible that the poly V-belts continue moving by themselves. Wait for the engine to cool down sufficiently before carrying out any work.

Always fit the same type of poly V-belt.

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2

Removing the poly V-belts1. Disconnect the earth cable from the battery (see

2 - 4.1 Battery terminal clamps: removing and installing (4 - 2)).

2. First remove the air conditioning compressor’s poly V-belt (see 6 - 3.1 Air conditioning compressor poly V-belt: removing and installing (3 - 1)).

3. Remove the poly V-belts B and C (see 2 - 4.5 Engine poly V-belts: removing and installing (4 - 18)).

Inspecting the poly V-belt1. Clean a dirty poly V-belt with a 1:10 mixture of glycerine

and methylated spirit.

2. Check the poly V-belt for wear (see 2 - 3.2 (Poly) V-belts: inspection points (3 - 4)).

3. If necessary, replace the poly V-belt.

4. Check the automatic belt tensioner (see 2 - 3.3 (Automatic) belt tensioner: inspecting (3 - 9)).

Installing the poly V-belt1. Fit the poly V-belts (see 2 - 4.5 Engine poly V-belts:

removing and installing (4 - 18)).

2. If necessary, fit the air conditioning compressor’s poly V-belt (see 6 - 3.1 Air conditioning compressor poly V-belt: removing and installing (3 - 1)).

3. Connect the earth cable to the battery (see 2 - 4.1 Battery terminal clamps: removing and installing (4 - 2)).

ILAj0017

If the poly V-belt must be replaced, then it is recommended to also replace the belt tensioner and the guide wheels.

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2

3.2 (POLY) V-BELTS: INSPECTION POINTS

General information• DO NOT bend, rotate or twist (poly) V-belts inside out or

with a radius of < 25 mm.• Make sure (poly) V-belts and pulleys do not come into con-

tact with oil or grease.• The use of belt dressing or similar products on (poly) V-

belts, pulleys and guide pulleys is not permitted.

Fault causes


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2

3.2.1 FAULT FINDING TABLES

Hardened/polished flanks


Belt tension Replace the (poly) V-belt.Adjust the belt tension.

Faulty belt tensioner. Replace the (poly) V-belt.Replace the belt tensioner.

The ambient temperature is too high. Check whether the correct type of V-belt has been fitted. If necessary, replace the V-belt.

Uneven wear of the belt ribs


Unaligned pulleys/guide pulleys. Check the drive.Align or, if necessary, replace the pulleys/guide pulleys.Replace the (poly) V-belt.

The belt vibrations are too large. Check the belt tension.If necessary, adjust the belt tension/replace the (poly) V-belt.

The ambient temperature is too high. Check whether the correct type of V-belt has been fitted. If necessary, replace the V-belt.

The rubber is damaged/corroded/comes loose


Belt dressing. The use of belt dressing is NOT permitted.

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2

Noisy drive, running noises produced by the (poly) V-belt


The belt tension is too low. Adjust the belt tension or replace the (poly) V-belt.

A worn V-belt Replace the (poly) V-belt.

Tearing/pieces coming loose from the (poly) V-belt base/ribs


The belt tension is too high/too low. Adjust the belt tension and replace the (poly) V-belt.

A worn V-belt Replace the (poly) V-belt.

Exterior influences. Replace the (poly) V-belt.

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2

Broken (poly) V-belt after a short running-in time


A faulty V-belt tensioner Replace the belt tensioner if any grooves are observed.

The V-belt is tightened far too tightly. Replace the (poly) V-belt, adjust the belt tension cor-rectly.

Contamination on the (poly) V-belt


Leak from the engine, leak in the engine compartment. Replace the (poly) V-belt, repair any leaks.

Unacceptable wear of the belt ribs


The pulleys/pulleys are damaged. Replace the (poly) V-belt.Replace damaged pulleys/guide pulleys.

The pulleys/pulleys are not aligned. Replace the (poly) V-belt.Align the pulleys/guide pulleys or replace the pulleys/guide pulleys.

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2

Damage to the back of the (poly) V-belt


The pulley running surface is damaged. Replace the (poly) V-belt.Replace damaged pulleys/guide pulleys.

Torn rear


The pulley diameter is too small. Replace the pulleys with the correct type and replace the (poly) V-belt.

Slip. Adjust the belt tension correctly/replace the (poly) V-belt.

The ambient temperature is too high. Replace the (poly) V-belt with the correct type.

Extreme wear on the side


The (poly) V-belt rubs against something. Check the path of the (poly) V-belt/replace the (poly) V-belt.

The belt tension is too high/too low. Adjust the belt tension correctly/replace the (poly) V-belt.

The pulleys/pulleys are not aligned. Replace the (poly) V-belt.Align the pulleys/guide pulleys or replace the pulleys/guide pulleys.

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2

3.3 (AUTOMATIC) BELT TENSIONER: INSPECTING

Incorrect running of the poly V-belt1. When the engine is running, check the running (position)

of the poly V-belt over the belt tensioner’s pulley.The V-belt must remain in the middle, or close to the mid-dle, of the pulley. A belt that is not well positioned will wear more quickly and there is a chance that the belt will run off the pulley. There is also a chance that the belt ten-sioner will be damaged.

2. If the V-belt does not run in the middle of the pulley or moves across the pulley, then the V-belt and the belt ten-sioner must be checked for damage. Replace any dam-aged components.

3. When the engine is running, check whether the belt ten-sioner moves back and forth or makes a stroke that is greater than 12.5 mm. In both cases, the belt tensioner must be replaced.

Belt tensioner noise

1. When the engine is running, listen whether the belt ten-sioner makes an unusual noise, such as squeaking or rattling.This is an indication of a fault (or an imminent fault).

2. Turn off the engine.

3. Check whether the V-belt tensioner's pulley can be rotated by hand without any resistance being felt and without it making an unusual noise. If excessive resist-ance can be felt or an unusual noise is heard, then the belt tensioner must be replaced.


The poly V-belt must ALWAYS be replaced when the belt tensioner is replaced.However, if the poly V-belt is replaced, it is not always necessary to replace the belt tensioner.

ILAj0195c

Be careful when working near rotating components!

ILAj0195a

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2

4. Place a 17 mm ring spanner on the automatic belt ten-sioner’s hexagon and slowly move the belt tensioner’s arm from the “rest position” to the “assembly position”. If excessive resistance or jolting can be felt, then the belt tensioner must be replaced.

Belt tensioner bearing1. Turn off the engine and remove the poly V-belt.

2. Rotate the pulley by hand. Noise or resistance can be an indication of bearing damage.

3. Check the pulley’s bearing. A small amount of play is nor-mal.

4. If noise, resistance or an unusual amount of play is observed, then the belt tensioner must be replaced.

Build-up of dirt1. Remove the poly V-belt.

2. Check the belt tensioner for a build-up of contamination. If a build-up of dirt is observed, the belt tensioner must be removed and cleaned.

Cracks, wear grooves and arm play1. Remove the poly V-belt and the belt tensioner.

2. Check the belt tensioner and the pulley for cracks, defor-mation, dents and metal fatigue.Replace the V-belt tensioner if there are any faults.

3. Check the contact surfaces between the rotating and sta-tionary sections of the belt tensioner for wear grooves. Wear grooves are an indication of bearing play. Replace the belt tensioner if any grooves are observed.

4. Visually check whether the tensioner arm makes contact with the spring housing. This can be recognized by shiny, smooth lines or grooves in the metal. Check the arm for play by moving the arm vertically up and down. If play can be felt, then the belt tensioner must be replaced.

Belt tensioner spring force1. Turn off the engine and place a 17 mm ring spanner on

the automatic belt tensioner’s hexagon and tension the belt tensioner. When rotating the arm (ring spanner), the resistance of the spring must be clearly felt. If this is not the case, then the spring has lost its force and the belt tensioner must be replaced.

ILAj0195d

ILAj0195e

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2

2. Other indicators are the V-belt slipping or coming loose or when a component that is driven by the V-belt does not rotate any more. Replace the belt tensioner if one of the above situations occurs.

Belt tensioner noise1. When the engine is running, listen whether the belt ten-

sioner makes an unusual noise, such as squeaking or rattling. This is an indication of a fault (or an imminent fault).

2. Turn the engine off. Check whether the V-belt tensioner's pulley can be rotated by hand without any resistance being felt and without it making an unusual noise. If excessive resistance can be felt or an unusual noise is heard, then the belt tensioner must be replaced.

3. Place a 17 mm ring spanner on the automatic belt ten-sioner’s hexagon and slowly move the belt tensioner’s arm from the “rest position” to the “assembly position”. If excessive resistance or jolting can be felt, then the belt tensioner must be replaced.

Belt tensioner bearing1. Turn off the engine and remove the poly V-belt.

2. Rotate the pulley by hand. Noise or resistance can be an indication of bearing damage.

3. Check the pulley’s bearing. A small amount of play is nor-mal. If noise, resistance or an unusual amount of play is observed, then the belt tensioner must be replaced.

ILAj0195b

ILAj0195a

Be careful when working near rotating components!

ILAj0195d

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2

Build-up of dirt1. Turn off the engine and remove the poly V-belt.

2. Check the belt tensioner for a build-up of contamination. If a build-up of dirt is observed, the belt tensioner must be removed and cleaned.

Cracks, wear grooves and arm play1. Remove the poly V-belt and the belt tensioner.

2. Check the belt tensioner and the pulley for cracks, defor-mation, dents and metal fatigue.Replace the V-belt tensioner if there are any faults.

3. Check the contact surfaces between the rotating and sta-tionary sections of the belt tensioner for wear grooves. Wear grooves are an indication of bearing play. Replace the belt tensioner if any grooves are observed.

4. Visually check whether the tensioner arm makes contact with the spring housing. This can be recognized by shiny, smooth lines or grooves in the metal.

5. Check the arm for play by moving the arm vertically up and down. If play can be felt, measure the distance between the tensioner housing and the tensioner arm.• If the distance (A) is greater than 3 mm, then the belt

tensioner must be replaced.• In general, the space at the bottom of the tensioner

housing is greater than the space at the top. The ten-sioner pulls at an angle. As a result, the tensioner arm will then rub against the top of the tensioner housing, which will result in excessive wear.

ILAj0195e

ILAj0759

1 Tensioner cover2 Tensioner arm3 Tensioner housing4 Tensioner pulleyA Play

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2

Belt tensioner spring force1. Turn off the engine and place a 17 mm ring spanner on

the automatic belt tensioner’s hexagon and tension the belt tensioner.

2. When rotating the arm (ring spanner), the resistance of the spring must be clearly felt. If this is not the case, then the spring has lost its force and the belt tensioner must be replaced.

3. Other indicators are the V-belt slipping or coming loose or when a component that is driven by the V-belt does not rotate any more.

4. When the engine is not running, check whether the top or bottom tensioning arm stop lays against the cast cam on the tensioner housing. If one of the stops touches the cam: • Check whether the correct poly V-belt has been fitted.• If the correct belt has been fitted, replace it with a new

poly V-belt (see 2 - 3.1 Engine poly V-belts: inspecting (3 - 2)).

• If, after replacing the poly V-belt, one of the stops still lays against the cam, then the belt tensioner must be replaced.

5. Whilst the poly V-belt is removed, check whether the ten-sioner stop touches the cast cam on the tensioner hous-ing. If this is not the case, then the tensioner must be replaced.

ILAj0195c

ILAj0015

Belt tensioner fault finding table

Fault Can be recognized by Causes Remedy

Tilted tensioner/tension pulley

A-symmetrical opening between the tensioner housing and the tensioning arm.

Worn friction bearing. Replace the tensioner.

Tensioner jolts When rotating the tension-ing arm along the entire stroke, jolts can be felt and a grinding noise can be heard.

The damping bushes are worn.

Replace the tensioner.

Tensioner gets stuck The tensioner does not tighten, the belt makes a loud noise.

Worn friction bearing and damping bushes.


Tensioner hits against the end stop (end of stroke)

The belt makes a loud noise, a clapping noises due to contact between the stop cam and the tensioner housing.

The belt is stretched too much.The belt is too long.Incorrect roll diameter.Worn belt.

Replace the belt. If neces-sary, replace the tensioner.

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2

Broken (off) components The reset unit for the hex-agonal nut is broken off.

Overloaded hexagonal nut due to reset unit pulling to one side.


Bearings can be heard. Noise when turning.When rotating the pulley by hand, the movement is jerky.

ContaminationOverloadExterior damage.


Corrosion/contamination Exterior/surface condition. Dust, water, etc. DO NOT replace the ten-sioner.

If none of the above faults are observed, then the belt tensioner must NOT be replaced.

Belt tensioner fault finding table

Fault Can be recognized by Causes Remedy

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2

3.4 ENGINE RUBBERS AND ENGINE BRACKETS: INSPECTING

General informationCheck the engine rubbers and engine brackets for cracks.

Check the attachment bolts (see 0 - 2.2 Engine tightening torques (2 - 2) for the tightening torques).

Checking the vibration dampers1. Apply the parking brake.

2. Start the engine and apply the service brake.

3. Place the gearbox in drive (D).

ILAj2374

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2

4. Slowly depress the accelerator pedal. Make sure the vehicle does not move.

5. Check whether the engine/gearbox moves.

6. If the engine is mounted correctly, the engine/gearbox will only move slightly.

If the engine is not mounted correctly, the engine/gear-box will tilt/move up and down a lot.

Rejection criteriaIf the engine bracket(s) on the same side as the vibration damper is/are worn, this will result in cracks in the vulcanized rubber.If the engine bracket’s rubber is cracked, then the rubber must be replaced.

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2

3.5 COOLANT HEATING ELEMENT: INSPECTING

Inspection1. Remove the plug from the plug socket.

Allow the element to cool down before inspecting it.

2. Disconnect the connector from the heating element.

3. Connect an ohmmeter between both contact pins on the element.Check whether there is an interruption in the element.

4. If there is no interruption and the element does not work, check the cabling and check the element for scale deposits.

Scale deposits/contamination of the heating elementScale deposits/contamination of the element may hinder the heat exchange or even result in the heating element not working. Extreme scale deposits/contamination may be the result of an excessive amount of antifreeze or additives in the coolant.Check whether the specific density of the coolant meets the VDL Bus & Coach specifications.The entire cooling system must be cleaned (see 3 - 7.1 Cooling system: cleaning (rinsing) (7 - 1)) if the element is broken or the fuse has burnt through as a result of scale deposits/contamination.

Before starting work on the heating element, check whether the element/engine coolant has cooled down.Not allowing the element/coolant to cool down sufficiently can result in a serious burn.

Coolant is a harmful liquid. Therefore, avoid skin contact to prevent poisoning.Always read the safety data sheet.

ILAh0949

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ENGINERemoval and installation

2

4. REMOVAL AND INSTALLATION

Comment:For information on how to remove and install engine-specific components, see DD1030_xx on the VDL Bus & Coach Doc-umentation Portal.

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4.1 BATTERY TERMINAL CLAMPS: REMOVING AND INSTALLING

See 0 - 2.3 Battery terminal clamp tightening torques (2 - 7) for the battery terminal clamp tightening torques.

In order to prevent the DTCO-1381 tachograph from saving an error code, the driver's card must be replaced by the workshop card before the battery terminal clamp and the negative pole are disconnected.

Do not place any tools or other materials on or near the batteries. This could short-circuit the battery or may even cause the battery to explode.

Always disconnect the connection between the battery terminal clamp and the negative pole when working on the vehicle.

To prevent damage to electronic components, never disconnect the battery terminal clamps when the engine is running.

Turn off the contact switch before disconnecting the connection between the battery terminal clamp and the negative pole.

Wait at least 80 seconds after turning off the contact switch before disconnecting the connection between the battery terminal clamp and the negative pole.The AdBlue lines may become blocked if the connection is disconnected too quickly.

Avoid sparks and naked flames near the batteries.

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2

4.2 DRIVE UNIT: REMOVING AND INSTALLING

This chapter explains how to remove and install the complete drive unit. The drive unit consists of the engine plus the gear-box.

Removing1. Disconnect the earth cable from the batteries (see


2. Remove the vehicle’s engine encapsulation.

3. Drain the cooling system (see 3 - 6.1 Cooling system: draining (6 - 1)).

Securely support the drive unit using approved tools.


Various types of fluid will be released when removing fluid lines. Collect the fluids separately and consider your personal safety and the fire risk.

If necessary, remove the hoses.

When removing the engine, make sure no components or dirt falls into the engine, radiator or other components. Therefore, plug all the openings.

Electric wiring harnesses are fragile and may cause faults if damaged. Make sure the wiring harnesses do not have a current running through them and do not touch any moving parts.

When removing the drive unit, use approved lifting columns to raise the vehicle.

Fit all the attachment bolts and tighten them to the specified torque.

Do not allow the engine to rest on the flywheel housing. It will easily get damaged by the weight of the engine.

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2

4. If necessary, mark the hoses and the connections.

5. Disconnect the line (1).

6. Disconnect the exhaust pipe (2).

7. Drain the fan drive’s hydraulic system (see DD1066_xx on the VDL Bus & Coach Documentation Portal).

8. Place an oil container under the hydraulic pump.

9. Disconnect the hydraulic pump's hoses (3).

10. Plug the openings on the gear pump and the lines/hoses immediately to prevent any dirt from getting into the sys-tem.

11. Remove the air conditioning compressor without discon-necting the air conditioning lines. Hang the air condition-ing compressor on the chassis.

ILAj1423

ILAj1424

ILAj1425

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12. Disconnect the connector (1).

13. Disconnect the line (2) and the hose (3) between the air filter and the turbo compressor.

14. Disconnect the hoses (4) between the intercooler and the turbo compressor and between the intercooler and the air intake manifold.

15. Disconnect the hose (5) between the silencer and the air compressor at the air compressor.

16. Depressurize the brake's pneumatic system.

17. Disconnect the air compressor line (1) at the air com-pressor.

18. Disconnect the air dryer's control line at the scuttle panel.

ILAj1408

ILAj1426

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2

19. Drain the steering system (see Group 7).

20. Place an oil container under the steering pump.

21. Disconnect the hoses (2 and 3) from the steering pump (4).

22. Immediately plug the lines/hoses and the openings on the steering pump to prevent dirt from entering the sys-tem.

23. Disconnect the sump filling line (1).

24. Drain the fuel system.

25. Disassemble the electrical bracket (1).

26. Disassemble the cable bracket (2).

ILAe0212

ILAj1427

ILAj1438

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27. Disconnect the hoses between the preliminary fuel filter/water separator and the engine.Plug the lines.

28. Disconnect the EAS line between the 3-way valve and the engine. Plug the hose.

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ILAj1429

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29. Disconnect the earth cables from the engine block.

30. If necessary, mark the electrical connections.

31. Disconnect the EDC unit's wiring/connectors. Make sure the ends of the wiring harness do not get stuck behind the engine when removing the engine.

32. Disconnect the speed sensor connector from the gear-box.

ILAh0908

ILAh0909

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2

33. Disconnect the wiring of the tachograph (1).

34. Voith: Disconnect the Voith gearbox's connector (2).

35. ZF: Disconnect the ZF gearbox's wiring harness.

36. Remove the drive shaft (see group 3).

37. Support the drive unit with a jack whose height can be adjusted.

38. Disconnect the front engine brackets from the chassis (see 2 - 4.7 Vibration dampers: removing and installing (4 - 24)).

39. Disconnect the rear engine brackets from the engine (see 2 - 4.7 Vibration dampers: removing and installing (4 - 24)).

ILAe0214

Voith Diwa.6

ILAe0213

ZF Ecolife

NOTE!The weight of the engine + gearbox is approximately 1,300 kg.


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2

40. Remove the end beam.

41. Disconnect the air conditioning compressor.

42. Secure the air conditioning compressor to the bodywork.Make sure it is secured in such a way that it does not hin-der the removal of the drive unit.

43. Remove the light unit together with the left-hand rear bracket.

44. Remove the engine bracket (1) to improve access.

45. Check whether the drive unit is completely free and care-fully manoeuvre the drive unit backwards/downwards out of the vehicle.

Replacing the engine

1. Disassemble the gearbox (see Group 3).

ILAj1422

In some cases, extra stop blocks or other protection may be fitted to protect the end bar. They must be removed first so that the end bar becomes accessible.

ILAj1242

ILAj1439

This procedure is only for when installing a new engine. Follow the installation procedure (for the drive unit) if the engine that is removed is also reinstalled in the vehicle.

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2

2. Disassemble the cover of the FPT engine for the benefit of the hydraulic pump.

3. Dispose of the cover, the fasteners and the gasket.

4. Fit a new gasket (6) and the PTO (5) for the hydraulic pump with washers (7) and bolts (8) to the FPT engine.

5. Tighten the bolts (8) to the specified torque (see 0 - 2.2 Engine tightening torques (2 - 2)).

6. Use the attachment bolts (1) to fit the hydraulic pump (2) to the PTO (5).

7. Tighten the bolts (1) to the specified torque (see 0 - 2.2 Engine tightening torques (2 - 2)).

8. Swap the following parts from the removed engine to the new engine (if they remained on the removed engine).• Exhaust pipe on the butterfly valve.• Lines on the compressor.• Pipe on the inlet manifold.• Pipe on the turbo compressor.

9. Install the gearbox (see Group 3).

10. Check the engine brackets’ mounting rubbers. If neces-sary, replace the brackets (see 2 - 4.7 Vibration damp-ers: removing and installing (4 - 24)).

11. Manoeuvre the drive unit into the vehicle.

ILAj1421

Do not reuse the gasket.

ILAj1419

ILAj1420

Parts 5, 5a and 5b belong together (they are paired) and must not be swapped with the same parts that were delivered with another part.

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2

12. Fit the attachment bolts for all the engine brackets and tighten them by hand.

13. Tighten the engine mounting bolts to the specified torque (see 0 - 2.2 Engine tightening torques (2 - 2)). Make sure the drive line is attached free of tension.

14. Fit the end bar.

15. Next, fit the components in the reverse order to which they were removed, observing the instructions given below:• Tighten the connections to the specified torques (see

"Technical information").• Make sure the electrical connections make good con-

tact. Check the hoses and hose clips and, if necessary, replace them.

• Refit the wiring harnesses as they were originally fitted.• Fasten the plastic lines as they were originally fitted so

that there is no chance that they can rub through or vibrate themselves loose.

16. Fill the cooling system (see 3 - 6.1 Cooling system: draining (6 - 1)).

17. Check the engine and gearbox oil level. If necessary, top up with the specified oil (see DW050335_xx on the VDL Bus & Coach Documentation Portal).

18. Fill and bleed the fuel system.

19. Fill the fan drive’s hydraulic system (see document DD1066_xx00).

20. Fill the steering system with the specified oil (see DW050335_xx).

21. Connect the earth cable to the batteries (see 4.1 Battery terminal clamps: removing and installing (4 - 2)).

22. Bleed the hydraulic system.

23. Start the engine and leave it to run for a couple of min-utes. After a couple of minutes, check the level of all the systems (coolant, hydraulic/power steering and engine oil). Pay attention to any leaks from the connections that were disconnected.

24. Fit the engine encapsulation.

Installing1. Check the engine brackets’ mounting rubbers. If neces-

sary, replace the brackets (see 2 - 4.7 Vibration damp-ers: removing and installing (4 - 24)).

2. Manoeuvre the drive unit into the vehicle.

3. Fit the attachment bolts for all the engine brackets and tighten them by hand.

4. Tighten the engine mounting bolts to the specified torque (see 0 - 2.2 Engine tightening torques (2 - 2)). Make sure the drive line is attached free of tension.

5. Fit the end bar.

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2

6. Next, fit the components in the reverse order to which they were removed, observing the instructions given below:• Tighten the connections to the specified torques (see

Technical information (0 - 1)).• Make sure the electrical connections make good con-

tact. Check the hoses and hose clips and, if necessary, replace them.

• Refit the wiring harnesses as they were originally fitted.• Fasten the plastic lines as they were originally fitted so

that there is no chance that they can rub through or vibrate themselves loose.


8. Check the engine and gearbox oil level. If necessary, top up with the specified oil (see DW050335_xx on the VDL Bus & Coach Documentation Portal).

9. Fill and bleed the fuel system.

10. Fill the fan drive’s hydraulic system (see document DD1066_xx).

11. Fill the steering system with the specified oil (see DW050335_xx).

12. Connect the earth cable to the batteries (see 4.1 Battery terminal clamps: removing and installing (4 - 2)).

13. Bleed the hydraulic system.

14. Start the engine and leave it to run for a couple of min-utes. After a couple of minutes, check the level of all the systems (coolant, hydraulic/power steering and engine oil). Pay attention to any leaks from the connections that were disconnected.

15. Fit the vehicle’s engine encapsulation.

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2

4.3 HYDRAULIC PUMP: REMOVING AND INSTALLING

Removing the hydraulic pump1. Disconnect the earth cable from the batteries (see

4.1 Battery terminal clamps: removing and installing (4 - 2)).

2. Drain the hydraulic fan drive's hydraulic oil reservoir.To do so, disconnect the suction line (A) and the delivery line (B) on the gear pump and collect the hydraulic oil that escapes.

3. Plug the openings on the gear pump and the lines/hoses immediately to prevent any dirt from getting into the sys-tem.

4. Remove the two Allen screws (1) from the hydraulic pump (2) and remove the gear pump and the connecting piece (5b).

5. When replacing the gear pump, fit the old gear pump's connections to the new gear pump.

ILAj1411

ILAj1410

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2

ILAj1411

Installing the hydraulic pump1. Fit a new O-ring to the hydraulic pump.

2. Use the connecting piece (5a) from the old hydraulic pump on the new hydraulic pump. Remove the locking washer (4) and the nut (3). Tighten the nut to the speci-fied torque (see 0 - 2.2 Engine tightening torques (2 - 2)).

3. Use the attachment bolts (1) to fit the hydraulic pump (2) to the PTO (5).

4. Fit the suction line (A) and the delivery line (B).

5. Fill the fan drive’s hydraulic system with the specified oil (see DW050335_xx on the VDL Bus & Coach Documen-tation Portal).

6. Connect the earth cable to the batteries (see 2 - 4.1 Battery terminal clamps: removing and installing (4 - 2)).

7. Start the engine and leave it to run for a couple of min-utes. The fan drive's hydraulic system is self-bleeding.After a while, check the fan drive's oil level. Pay attention to any leaks from the connections that were discon-nected.

ILAj1410

Parts 5, 5a and 5b belong together (they are paired) and must not be swapped with the same parts that were delivered with another part.

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4.4 COOLANT HEATING ELEMENT: REMOVING AND INSTALLING

Removing the heating element1. Drain the coolant (see 3 - 6.1 Cooling system:

draining (6 - 1)).

2. If the element is hot, allow it to cool down before remov-ing it.

3. Disconnect the heating element’s connector.

4. Unscrew the heating element out of the engine block (SW36).

Before starting work on the heating element, check whether the element/engine coolant has cooled down.Not allowing the element/coolant to cool down sufficiently can result in a serious burn.


ILAh0949

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2

Cleaning and inspecting the heating element1. Thoroughly clean the screw thread/opening in the engine

block with a clean cloth.

2. Clean the heating element with a clean cloth.Make sure the heating element is free of scale deposits and contamination.

3. If the scale deposits/contamination cannot be removed, then the element must be replaced.

4. Check the cabling for damage and faults. If necessary, replace it.

Installing the heating element1. Check the heating element's copper sealing ring (3) and

check whether the sealing surfaces are clean.

2. Screw the nut (2) of the heating element (1) into the engine block (the nut and the heating element can rotated independently).Rotate the heating element so that the cabling does not touch the exhaust pipe.Tighten the nut (SW36) to the specified torque (see 0 - 2.2 Engine tightening torques (2 - 2)).

3. Connect the heating element’s connector.


5. Check the operation of the heating element.• Insert the plug into the plug socket.• The engine block around the heating element must

become noticeably warm.

ILAh0950

Never connect the heating element if there is no coolant in the engine.

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2

4.5 ENGINE POLY V-BELTS: REMOVING AND INSTALLING

The engine has three poly V-belts.• One poly V-belt (A) for the generator drive.• One poly V-belt (B) for the pulley drive.• One poly V-belt (C) for the water pump drive.• One poly V-belt (D) for the pulley and 3rd generator drive.


ILAj1278

ILAj2116

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2

4.5.1 GENERATOR DRIVE POLY V-BELT

Removing the poly V-belt1. Disconnect the earth cable from the battery (see


2. Place a suitable pry bar with a 3/8” connection in the arm of the automatic belt tensioner.

3. Slacken the poly V-belt so that it can be removed from the pulleys.

4. Remove the poly V-belt.

5. Allow the automatic belt tensioner to slowly spring back to the stop.

Installing the poly V-belt1. Inspect the pulleys for damage, rust and grease depos-

its.

2. Place the (new) poly V-belt over as many pulleys as pos-sible.

3. Tighten the automatic belt tensioner and place the poly V-belt over the remaining pulleys.Allow the automatic belt tensioner to slowly spring back against the (new) poly V-belt.

4. If used, remove the blocking pin. The blocking pin can be removed by moving the pulley against the spring force.

5. Check that the poly V-belt is positioned in all of the pul-leys' grooves.


ILAj1128

ILAj1279

1 Automatic belt tensioner2 Generator pulley3 Guide roller4 Crankshaft pulley5 Poly V-belt

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2

4.5.2 PULLEY DRIVE POLY V-BELT



2. Remove the air conditioning compressor’s V-belt (see 6 - 3.1 Air conditioning compressor poly V-belt: removing and installing (3 - 1)).

3. Remove the generator drive's poly V-belt (1) (see 4.5.1 Generator drive poly V-belt (4 - 19)).






its.





6. Fit the generator drive's poly V-belt (1) (see 4.5.1 Generator drive poly V-belt (4 - 19)).

7. Fit the air conditioning compressor’s poly V-belt (see 6 - 3.1 Air conditioning compressor poly V-belt: removing and installing (3 - 1)).


ILAj1129

ILAj1281

1 Automatic belt tensioner2 Pulley drive pulley3 Guide roller4 Crankshaft pulley5 Poly V-belt

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2

4.5.3 3RD GENERATOR DRIVE POLY V-BELT



2. Remove the air conditioning compressor’s V-belt (see 6 - 3.1 Air conditioning compressor poly V-belt: removing and installing (3 - 1)).







its.








ILAj2117

ILAj2118

1 Automatic belt tensioner2 Pulley drive pulley3 Guide roller4 Crankshaft pulley5 Poly V-belt6 3rd generator pulley

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2

4.5.4 WATER PUMP DRIVE POLY V-BELT



2. Remove the air conditioning compressor’s V-belt (see 3.1 Air conditioning compressor poly V-belt: removing and installing (3 - 1)).


4. Remove the pulley drive's poly V-belt (see 4.5.2 Pulley drive poly V-belt (4 - 20)).

5. Place a 17 mm ring spanner on the automatic belt ten-sioner's hexagon.



8. If the tensioner has not been temporarily blocked, allow the automatic belt tensioner to slowly spring back to the stop.

Installing the poly V-belt1. Inspect the pulleys for damage, rust and grease deposits.


3. Use a 17 mm ring spanner to slacken the automatic belt tensioner (if it has not been temporarily blocked) and place the poly V-belt over the remaining pulleys.Allow the automatic belt tensioner to slowly spring back against the (new) poly V-belt.



6. Fit the pulley drive's poly V-belt (see 4.5.2 Pulley drive poly V-belt (4 - 20)).




ILAj1130It is possible to temporarily block the tensioner by inserting a 4 - 5 mm thick pin through the first hole (see arrow) and the second hole (A). This will make it easier to assemble and disassemble the poly V-belt.

ILAj1280

1 Automatic belt tensioner2 Water pump pulley3 Crankshaft pulley4 Poly V-belt

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2

4.6 3RD GENERATOR: REMOVING AND INSTALLING

Removing the 3rd generator1. Disconnect the earth cable from the battery (see


2. Remove the 3rd generator’s electrical connections. If necessary, remove the wiring harness bracket.

3. Remove the poly V-belts (see 2 - 4.5 Engine poly V-belts: removing and installing (4 - 18)).

4. Remove the 3rd generator’s attachment bolts (1 and 2) and remove the generator (3).

Installing the 3rd generator1. Clean all the attachment surfaces and remove any

grease, so that a good galvanic connection can be made between the generator and the engine block.

2. Fit the 3rd generator (3) and tighten the attachment bolts (1 and 2) to the specified torque (see 0 - 2.2 Engine tight-ening torques (2 - 2)).

3. Fit the poly V-belts (see 2 - 4.5 Engine poly V-belts: removing and installing (4 - 18)).

4. Install the wiring harness bracket if it was removed. Fit the 3rd generator’s electrical connections.

5. Connect the battery's earth cable (see 2 - 4.1 Battery ter-minal clamps: removing and installing (4 - 2)).

Checking the operation of all the generators1. Check the condition of the batteries.

2. Check whether the warning light goes out after the engine has been started.

3. Turn on as many electrical consumers as possible.

4. Measure the nominal voltage across the battery termi-nals when the engine is running.

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2

4.7 VIBRATION DAMPERS: REMOVING AND INSTALLING

ILAj1119

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2

Removing the front vibration dampers1. Support the drive unit with a jack whose height can be

adjusted.

2. Remove the attachment bolts (F and I) of both vibration dampers.

3. If necessary, jack up the drive unit so that the vibration dampers are accessible.

4. Remove the vibration dampers’ attachment bolts (J and K) from the brackets and remove the vibration dampers.

Installing the front vibration dampers1. Check all the brackets for cracks. If necessary, replace

the brackets.


3. If necessary, slightly jack up the drive unit so that the vibration dampers can be fitted.

4. Tighten the vibration dampers’ attachment bolts (J and K) to the specified torque (see 0 - 2.2 Engine tightening torques (2 - 2)).

5. Lower the jack so that the drive unit rests on the vibration dampers.

6. Fit the attachment bolts (F and I) and tighten them by hand.

7. Tighten the attachment bolts to the specified torque (see 0 - 2.2 Engine tightening torques (2 - 2)).

Removing the rear vibration dampers1. Support the drive unit with a jack whose height can be

adjusted.

2. Remove the vibration dampers’ attachment bolts (A and C) from the engine bracket.

3. If necessary, jack up the drive unit so that the vibration dampers are accessible.

4. Remove the vibration dampers' attachment bolts and remove the vibration dampers.

Securely support the engine using approved tools.


Various types of fluid will be released when removing fluid lines. Collect these fluids. Consider your own personal protection and avoid fire risks.

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2

Installing the rear vibration dampers1. Check all the brackets for cracks. If necessary, replace

the brackets.


3. If necessary, slightly jack up the drive unit so that the vibration dampers can be fitted.

4. Tighten the vibration dampers’ attachment bolts (E) to the specified torque (see 0 - 2.2 Engine tightening torques (2 - 2)).

5. Lower the jack so that the drive unit rests on the vibration dampers.

6. Fit the attachment bolts (A and C) and tighten them by hand.

7. Tighten the attachment bolts to the specified torque (see 0 - 2.2 Engine tightening torques (2 - 2)).

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2

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ENGINECleaning

2

5. CLEANING

5.1 ENGINE: CLEANING

Cleaning the engine with a high-pressure hose

The engine and engine compartment can be cleaned with a high-pressure hose. If the engine is cleaned with a high-pres-sure hose, then attention must be given to the following:

1. When spraying the engine encapsulation, maintain a minimum distance of 50 cm between the engine encap-sulation and the nozzle in order to avoid damage to the engine encapsulation.

2. Do not spray directly at the electrical components, such as the starter motor and the alternator.

3. Do not spray directly at electrical connections, such as the motor management system’s connectors.

4. Be careful not to damage the element’s lamellae when cleaning the radiator/intercooler.

5. Do not direct the jet of the high-pressure hose at the air conditioning system’s condenser for too long. As a result of the high temperature, excessive pressure will build up in the system, which will cause damage to the system.

6. Make sure no water can enter the air intake system via the air inlet or its flexible seals.

7. Do not aim the spray too long at the same place, because this can result in the penetration of moisture.

Cleaning the engine with a steam cleaner

The following components must not be cleaned with a steam cleaner:• Electrical components• Electric wiring harnesses• Injection nozzles• Fuel pump• (Poly) V-belts and hoses• Bearings (ball bearings and roller bearings)

It is recommended to clean the engine before any work is carried out on it. This makes the mechanic's work easier and enables him to notice any faults with the engine at an early stage.

Check the engine for leaks before cleaning it.

Wear protective clothing and safety goggles or a face mask when using a steam cleaner. Hot steam can cause a serious injury.

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ENGINECleaning

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• Electronic control module (ECM)• EBM connectors• Dosing unit• NOx sensor

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COOLING SYSTEM

3

COOLING SYSTEM

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COOLING SYSTEM

3

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COOLING SYSTEMSafety regulations

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Various types of oil and other lubricants used on the vehicle can harm your health. This also applies to engine coolant, screenwash fluid, coolant in air conditioning systems, battery acid and diesel.Therefore, avoid internal and external bodily contact with these liquids.

Exhaust gases contain carbon monoxide.Carbon monoxide is a deadly, colourless and odourless gas which, when inhaled, deprives the body of oxygen, leading to asphyxiation.Serious carbon monoxide poisoning can result in brain dam-age or even death.

For work that does not require the vehicle to have a power source, it is recommended to always disconnect the earth cable from the battery.

Do not allow the engine to run in a confined or unventilated space. Make sure the exhaust fumes are properly extracted.

Remain a safe distance from rotating and/or moving components.

Never remove the cooling system’s filler cap when the engine is at the operating temperature.

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COOLING SYSTEMSafety regulations

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COOLING SYSTEMGeneral information

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2.1 DESCRIPTION OF THE COOLING SYSTEM

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A Cooling B HeatingA01 Radiator B01 Right-hand roof radiatorA02 Engine block B02 Left-hand roof radiatorA03 Coolant pump B03 Driver radiatorA04 Thermostat B04 Skirting-board heatingA05 Transmission cooler B05 Skirting-board heatingA06 Oil cooler B06 WebastoA07 Drain tap B07 Supply line tapA08 Quick-fill coupling B08 Return line tapA09 Expansion tank B09 Heating valve for the AdBlue tank andA10 Expansion reservoir pressure cap (100 kPA) EAS dosing unit

B10 AdBlue tank

------ Bleed lines B11 EAS dosing unitInternal minimum/maximum: Ø 6/10 mm. B12 Dosing module

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The task of the engine’s cooling system is to keep the engine’s temperature constant, irrespective of the varying engine load, engine speed and outside temperature. At this temperature, the engine is the most efficient and undergoes the least amount of wear.To achieve controlled engine cooling, the amount of coolant flowing through the radiator is regulated by a thermostat.

Bleed lines are fitted in various places.These bleed lines go to the expansion reservoir and the radi-ator. This way, the system is automatically bled. The supply lines for the heating system are connected at the top of the engine.

The cooling system consists of a coolant pump (A03), a radi-ator with a hydraulic fan drive (A01), an expansion reservoir (A10), a transmission cooling (A05), an oil cooler (A06), a thermostat housing (A04) and some lines.

The coolant flows to the motor block (A02) from the delivery side of the coolant pump via an opening at the rear of the coolant pump (A03).

The coolant exits the motor block via the thermostat housing (A04).

Depending on the temperature of the coolant, the thermostat, which is located in the thermostat housing (A04), either sends the coolant to the radiator (A01) or back to the coolant pump (A03). The coolant that flows to the radiator flows into the radiator at the top and flows out at the bottom.From the underside of the radiator, the coolant is fed back to the coolant pump (A03) through the return line via the ther-mostat housing.

The connection line with to expansion reservoir (A09) is con-nected to the return line.

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A Gearbox heat exchangerB EngineC Thermostat closedD Thermostat open

1 Return from the radiator2 Return from the heat exchanger to the thermostat3 Supply to the radiator4 Recirculation (bleed valve)5 To the coolant pump6 Outlet from the cylinder head7 Supply to the gearbox heat exchanger

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2.1.1 COOLING SYSTEM DIAGRAM - COLD

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1 Water pump2 Cooling unit3 Thermostat housing4 Coolant reservoirA To gearbox heat exchangerB Return from gearbox heat exchanger

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2.1.2 COOLING SYSTEM DIAGRAM - WARM

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1 Water pump2 Cooling unit3 Thermostat housing4 Coolant reservoirA To gearbox heat exchangerB Return from gearbox heat exchanger

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2.1.3 GEARBOX COOLING SYSTEM DIAGRAM

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1 Thermostat housing2 Gearbox3 Heat exchanger

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COOLING SYSTEMComponent description

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3. COMPONENT DESCRIPTION

3.1 EXPANSION TANK

The cooling system is self-bleeding.There is a pressure cap (2) and a filler cap (3) fitted to the expansion tank (1).The bleed lines for components such as the radiator and the heating system are connected to the expansion tank via port (4).Port (6) is connected to the coolant supply line that goes to the coolant pump. This port makes it possible for coolant to flow between the expansion tank and the engine as the cool-ant temperature rises.The coolant level in the expansion tank is monitored by the coolant level sensor (5).

There is a viewing glass (7) to visually check the coolant level.

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1 Expansion tank2 Pressure cap3 Filler cap4 Bleed connection5 Coolant level sensor6 Water pump connection7 Viewing glass

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3.2 COOLING SYSTEM PRESSURE CAP

The pressure cap and filler cap on the tank are attached to the tank by means of a screw connection.The pressure cap (2) can be removed when filling, so that the tank can be quickly bled.

A filler cap (3) is fitted on the front of the expansion tank for filling the cooling system.

The pressure cap and filler cap have two valves. Both valves are normally closed.

Excess pressure in the cooling systemIf the pressure in the cooling system increases to approxi-mately 0.9 bar, then the pressure relief valve in the pressure cap will open. The excess pressure in the cooling system allows a higher temperature in the cooling system without the coolant starting to boil.

Vacuum pressure in the cooling systemA vacuum pressure is created in the cooling system as a result of the coolant cooling down.The vacuum valve in the pressure cap opens at a pressure of approximately 0.1 bar and this increases the pressure in the system. This prevents the rubber hoses from being squeezed closed and ensures that the system is not topped up from the expansion tank.

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3.3 COOLANT LEVEL SENSOR


The coolant level sensor consists of two micro switches (reed switches). Micro switch S1 is switched in parallel with two resistances. Micro switch S2 is switched in parallel with one resistance. A magnetic field outside the sensor has an influ-ence on the micro switches. If the coolant level falls, a float that floats on the coolant and which has a permanent magnet ensures that the micro switches are closed.

Since the micro switches are closed, the resistance on the sensor’s connection clamps changes. The VFC can deter-mine the status of the switches based on the measured resistance value.

“Normal” level

For a measured resistance value of R1 + R2, the switches S1 and S2 are open. This is a signal for the VFC that the coolant level is high enough.

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“Low” level

For a resistance value equal to R1, switch S1 is still open, but switch S2 is closed. This is a signal for the VFC that the cool-ant level has dropped to the top-up level. Based on this, the VFC activates the above LED in the fuel cowl and the above symbol on the instrument panel so that it is clear during the next daily inspection that the coolant must be topped up.

“Too low” level

If the measured resistance value is 0 Ohm, then the VFC knows that both resistances have short-circuited and S1 is, therefore, closed. For the VFC, this is a signal that the cool-ant level is too low. Based on this, the VFC will activate the above symbol on the instrument panel.

Faulty sensor

If the measured resistance value is > 470 Ohm, then the VFC knows that the sensor is faulty. Based on this, the VFC will activate the instrument panel. The symbol shown above will flash.

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3.4 THERMOSTAT

Thermostat operationThe coolant flows from the cylinder head to the thermostat. Depending on the temperature of the coolant, there are three possible thermostat positions:

Thermostat closed (C)The coolant’s temperature has not yet reached the thermo-stat's opening temperature. The supply duct (3) to the radiator is fully closed. The coolant returns to the engine block. The coolant pump pumps the coolant through the engine block (B).

Thermostat open (D)The coolant temperature rises and the supply duct (3) to the radiator opens.The coolant flows via the supply duct (3) to the radiator, where it will be cooled. It then flows back to the coolant pump (5) via the return duct (1).It is not permitted to remove the thermostat as a temporary emergency solution when the coolant temperature is too high.If there is no thermostat in the engine, the uncooled coolant will flow to the coolant pump via the bypass duct. This will only cause the temperature of the coolant to increase even further.

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A Gearbox heat exchangerB EngineC Thermostat closedD Thermostat open

1 Return from the radiator2 Return from the heat exchanger to the thermostat3 Supply to the radiator4 Recirculation (bleed valve)5 To the coolant pump6 Outlet from the cylinder head7 Supply to the gearbox heat exchanger

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3.5 COOLING UNIT

The cooling unit is mounted in the longitudinal direction above the engine.

A removable grille (screen) is fitted in front of the cooling unit to keep contamination of the cooling unit to a minimum.

The fan is hydraulically driven. Certain hydraulic hoses in the engine compartment have fire-resistant protection called TEXSLEEVE.This hose protection prevents oil from being sprayed around uncontrollably if there is an oil leak. The hose protection is fire-resistant and mechanically wear-resistant.The fan drive is automatically turned off if there is a fire warn-ing in the engine compartment.

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The cooling unit consists of the following:1 Intercooler2 Oil cooler3 Radiator4 Air cooler5 Fan6 Fan drive hydraulic motor7 Grille

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COOLING SYSTEMInspection and adjustment

3


Comment:For information on how to check and adjust engine-specific components, see DD1030_xx on the VDL Bus & Coach Doc-umentation Portal.

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4.1 COOLANT LEVEL: CHECKING AND TOPPING UP

Checking/topping up the coolant level1. Turn the heater’s rotary switch to "warm".

2. Remove the filler cap (1) from the expansion tank.

3. Start the engine and allow it to idle for a couple of min-utes.

4. Turn off the engine and check the coolant level.

5. The coolant level must be between the maximum and minimum levels. If necessary, top up the coolant to the maximum level via the filler opening (1).Only top up the cooling system with the specified coolant (see DW050335_xx on the VDL Bus & Coach Documen-tation Portal).

Comment:The coolant reservoir has a minimum level sen-sor. If the coolant level is too low, the symbol shown opposite will be displayed on the dash-board’s main display.The symbol will disappear approximately 1 min-ute after the coolant has been topped up to the correct level.


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There is excess pressure in the cooling system when the coolant becomes hot. Carefully remove the filler cap to remove the excess pressure.

If the coolant level has been below the minimum level, the cooling system should be filled and bled.

To prevent damage to the engine block, do not add cold coolant whilst the engine is warm.

No other coolant, additives or antifreeze may be added to the mixture.

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4.2 COOLING SYSTEM: CHECKING FOR LEAKS AND DAMAGE

4.2.1 PRESSURE TESTING THE COOLING SYSTEM

The cooling system can be checked for leaks using a pres-surization pump. Any leaks can be spotted more quickly if this is carried out whilst the engine is warm.

Pressure testing the cooling system1. Fill the cooling system to the maximum level.

Top up the cooling system with the specified coolant (see DW050335_xx on the VDL Bus & Coach Documentation Portal).

2. Increase the engine temperature. The engine does not have to be at the operating temperature.

3. Remove the filler cap from the expansion tank.

4. Fit the pressurization pump.

5. The pressure cap is also checked by fitting the pressuri-zation pump to the filler opening on the expansion tank.See 0 - 3.1 General information (3 - 1) for the opening pressure of the pressure relief valve and the vacuum valve.Pressurize the system to the specified pressure (see 0 - 3.1 General information (3 - 1)). The pressure must remain constant for at least 10 minutes.

6. Check the cooling system for leaks.

The cause of an external leak can be traced to the following components:– Coolant hoses and/or lines.– A leaking radiator, coolant pump or heater.– Seals/gaskets.– The pressure cap.

The cause of an internal leak can be traced to the following components:– Faulty head gasket or oil cooler.– Cracked cylinder head or cylinder block– The air compressor cylinder head


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4.2.2 CHECK THE COOLING UNIT

Checking the cooling unit1. Check the cooling unit’s mounting brackets and vibration

dampers for faults.

2. Check whether all the line clamps and suspension straps are present and check their attachment.

3. Check the fan blade for damage.

4. Check whether the fan runs freely in the wind tunnel.

5. Check the hydraulic motor’s bearings for play.

6. Check the rubber seal between the cooling unit and the bodywork for faults.

7. Check whether the hose between the hydraulic motor and the fan regulator has a “Texsleeve” protective sleeve.

8. Check whether the hose between the hydraulic pump and the fan regulator has a “Texsleeve” protective sleeve.

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4.3 COOLANT HOSES: INSPECTING

4.3.1 SAFETY REGULATIONS

4.3.2 POINTS OF ATTENTION

• If one hose is faulty, there is a chance that the other hoses have the same problem.Therefore, for preventative reasons, replace the other cool-ant hoses as well.

• When replacing the hoses, check whether the new hose is of the same type, diameter, length and shape as the hose being replaced.

4.3.3 GENERAL INSPECTION

• Check the coolant hoses for kinks and make sure the hoses do not touch any moving parts or sharp edges.

• Oil can damage the hoses.Check whether the hoses are swollen and check them for soft or sticky areas.

• Check the hose connections for leaks. Tighten the hose clamps or, if necessary, replace them.

• Check the physical condition of the hoses by squeezing them.

1. Make sure the cooling system has cooled down.2. Use your thumb and fingers to check the hoses. Do

not use your whole hand.A good hose must be elastic and flexible. If a hose feels very soft and flaccid, or is very hard and brittle, then it must be replaced.

3. Squeeze the hose connections. Any faults usually occur within 5 cm from the end of the hose.

4. Check whether there is a difference between the middle and the ends of the hose.

5. If the ends feel soft, then the hose must be replaced immediately.

Coolant is a harmful liquid. Therefore, avoid skin contact to prevent poisoning. Always read the safety data sheet.

Allow the cooling system to cool down before carrying out maintenance work.


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4.3.4 FAULT FINDING TABLES

Swollen hose


The hose has lost its elasticity and has swollen due to the pressure. The hose will easily crack.

Replace the hose.

Hard hose


The hose has become brittle. The hose will crack/leak. Replace the hose.

Cracked hose


The hose (outer mantle) is cracked and will leak. Replace the hose.

Soft hose


The hose has become flaccid. It will implode and close off completely.

Replace the hose.

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Damaged/worn hose clamp


If old hose clamps are used to attach a new hose, it may not be possible to tighten the hose clamps. This will result in leaks and faults.

Always replace the hose clamps together with the hose.

Replace the hose and the hose clamps at the same time.

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4.4 COOLANT: CHECKING THE SPECIFIC DENSITY

Procedure1. Remove the cooling system’s filler cap.

2. Use a refractometer (special tool) to check the coolant’s specific density. Follow the manufacturer’s instructions when doing so.

3. The specific density for a mixture of

A mixture of more than 70% and less than 30% of Halvoline XLC is not permitted.Optimal protection for the cooling system is guaranteed with a mixture of 50 - 60% Halvoline with water. For the require-ments placed on the water, see DW050335_xx on the VDL Bus & Coach Documentation Portal.

4. If necessary, change the density of the mixture.


Coolant is a harmful liquid. Therefore, avoid skin contact to prevent poisoning.

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Mixing ratio 50% 40%Specific density at 20 °C 1.068 1.056

If the cooling system must be topped up during use, then the coolant must be mixed so that it has the correct density.



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4.5 THERMOSTAT: INSPECTING

1. Remove the thermostat (see DD1030_xx on the VDL Bus & Coach Documentation Portal).

2. Check the thermostat seat for damage.

3. Check whether the thermostat is fully closed.

4. Visually check the thermostat for loose and broken off components which may have an adverse effect on its operation.

5. Place the thermostat in a container with clean water.

6. Place a thermometer in the container and heat the water. Check at which temperature the thermostat starts to open and whether the thermostat fully opens (see 0 - 3.1 General information (3 - 1)).

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A Thermostat closedB Thermostat open

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COOLING SYSTEMRemoval and installation

3


Comment:For information on how to remove and install engine-specific components, see DD1030_xx on the VDL Bus & Coach Doc-umentation Portal.

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5.1 EXPANSION TANK: REMOVING AND INSTALLING

Removing the expansion tank1. Close the heating system’s supply and discharge taps.

2. Fit a drainage hose to the bleed tap (A).Open the radiator’s drain tap and drain the radiator.

3. Remove the hose (6) between the expansion tank and the coolant filler tube and drain the remaining coolant.Disconnect all the bleed hoses (4) connected to the expansion tank.

4. Disconnect the connector from the coolant level sensor (5).

5. Remove the attachment bolts of the expansion tank's mounting brackets and remove the expansion tank (1).

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Installing the expansion tank1. Fit the expansion tank (1) and secure it into place using

the mounting brackets.

2. Connect all the disconnected (bleed) hoses to the expan-sion tank.Connect the hose (6) between the expansion tank and the coolant filler tube.Connect the coolant level sensor’s connector.

3. Close the radiator’s drain tap (A).

4. Open the heating system’s supply and discharge taps.


6. Start the engine and check whether all the connections are sealed.

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5.2 COOLING UNIT: REMOVING AND INSTALLING

Removing the cooling unit1. Disconnect the earth cable from the batteries (see



3. Drain the fan drive’s hydraulic system (see DD1066_xx on the VDL Bus & Coach Documentation Portal).

4. Disconnect the coolant supply and return hoses (1 and 2) from the radiator.

5. Remove the bleed hose's cable ties (3).

6. Disconnect the bleed hose (4) from the radiator.

7. Remove the flexible intercooler hoses (6).

8. Remove the suspension bracket of the hose (5).(The hose between the air compressor and the air ves-sel.)

Immediately plug all component, line and hose openings to prevent dirt from getting into the system.

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9. Disconnect the air line (7) from the cooling unit.

10. Remove the air line (8) and the bracket (9).

11. Remove the line (1) between the hydraulic motor (4) and the hydraulic reservoir.

12. Remove the return hose (2) between the hydraulic motor (4) and the hydraulic reservoir.

13. Remove the line (5) between the oil cooler and the hydraulic reservoir.

14. Disconnect the pressure regulating valve's connector (3).

15. Support the cooling unit.

16. Remove the seal between the cooling unit and the body-work.

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17. Disconnect the pull rod between the cooling unit and the side wall.

18. Remove the mounting rubber’s attachment nuts and remove the entire cooling unit and fan drive from the vehicle. Place the cooling unit on a workbench with the fan drive facing upwards.

19. Plug the cooling unit’s inlet and outlet openings and lines.

20. If fitting a new cooling unit, remove the hoses, pipes and lines.

21. Remove the attachment nuts and remove the frame (2) together with the hydraulic motor.

22. If necessary, disassemble the cooling unit.

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Installing the cooling unit1. If removed, fit the fan drive’s frame to the cooling unit.

2. Fit the hoses, pipes and lines to the cooling unit which have been disconnected.

3. Fit the entire cooling unit into the chassis and secure it into place.

4. Connect the pull rod between the cooling unit and the side wall.

5. Fit the seal between the cooling unit and the bodywork.

6. Fit the line (1) between the hydraulic motor (4) and the hydraulic reservoir.

7. Fit the return hose (2) between the hydraulic motor (4) and the hydraulic reservoir.

8. Fit the line (5) between the oil cooler and the hydraulic reservoir.

9. Connect the pressure regulating valve's connector (3).

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10. Connect the air line (7) to the cooling unit.

11. Fit the air line (8) and the bracket (9).

12. Fit the flexible intercooler hoses (6).

13. Fit the suspension bracket of the hose (5).(The hose between the air compressor and the air ves-sel.)

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14. Connect the coolant supply and return hoses (1 and 2) to the radiator.

15. Use cable ties (3) to fit the bleed hose.

16. Connect the bleed hose (4) to the radiator.


18. Fill the fan drive’s hydraulic system (see DD1066_xx on the VDL Bus & Coach Documentation Portal).

19. Connect the earth cable to the battery terminal (see 2 - 4.1 Battery terminal clamps: removing and installing (4 - 2)).

20. Start the engine and check whether all the connections are sealed and check the fan drive's operation.

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5.3 COOLANT HOSES: REMOVING AND INSTALLING

5.3.1 REMOVING


2. Remove the hose clip.

3. Carefully remove the hose with a rotating movement.

4. Check the hose connection and the groove/hose adaptor for damage, corrosion and sharp edges.

5. Clean the hose connection with a brush.

5.3.2 INSTALLING

1. Make sure the hose is fitted free of tension.

2. Always fit the specified type of hose clip (see 3 - 5.3.3 Overview of hose clips (5 - 11)).

3. Make sure the hose falls over the ridge/hose adaptor by at least the width of the hose clamp.

4. Tighten the hose clip.

5. Fill the cooling system (see 3 - 6.2 Cooling system: filling and bleeding the entire system (6 - 4)).

6. Run the engine and check the connection(s) for leaks.Check the connections again when the engine is at the operating temperature.

It is recommended to replace all the coolant hoses at the same time because they age at the same rate.

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Make sure the hose clamp falls behind the ridge.

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5.3.3 OVERVIEW OF HOSE CLIPS

Different types of hose clamp are used with the cooling sys-tem:

1. FBS Normaclamp

2. Torro Normaclamp

The Torro Normaclamp hose clamps must be tightened to a torque of 5 + 0.5 Nm.

3. Stepless screw clamps (Oetiker)

Assembling• Screw the hose clip open as far as possible. The bolt (1)

must not come out of the nut (5).• Place the hose clamp over the hose. If necessary, open the

hose clamp.• Make sure the tongue (3) and the hooks (4) fall into the cor-

rect recesses.• Set the hose clip to the smallest possible diameter.• Tighten the bolt until the coils of the spring (2) touch each

other and then tighten the bolt a further 3 x 360° to obtain the correct pretension.

• The opening (A) between the D nuts must now be at least 3 mm.

Max. tightening torque of the hose clamp bolt:• Green spring: 135 - 200 Ncm• Colourless spring: 90 - 100 Ncm

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1 Bolt2 Spring3 Tongue4 Hook5 D-nut

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5.4 COOLANT LEVEL SENSOR: INSTALLING

Installing the coolant level sensor1. Screw the sensor (5) a couple of turns into the tank.

2. Apply soapsuds or a special insert lubricant to the O-ring.

3. Screw the sensor into the expansion reservoir unil the hexagon touches the tank's contact surface.

4. Tighten the sensor to the specified torque (see 0 - 3.3 Tightening torques (3 - 2)).

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Do not use grease, oil or Vaseline with the O-ring.

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COOLING SYSTEMDraining and filling the cooling system

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6. DRAINING AND FILLING THE COOLING SYSTEM

6.1 COOLING SYSTEM: DRAINING

Draining the cooling system1. Remove the filler cap from the coolant reservoir.

2. Close the heating system's discharge taps (15, 16 and 17) if only draining the engine's cooling system.

To drain the entire cooling system, the heating system’s supply and discharge taps (15, 16 and 17) must be opened.


Coolant is a harmful liquid. Avoid skin contact in order to prevent poisoning.Always read the safety data sheet.


Coolant is harmful to the environment and must be processed as industrial waste after use.

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Collect the coolant in a suitable container.Coolant is harmful to the environment and must be processed as industrial waste after use.

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3. Drain the cooling system as much as possible via the drain plug (10).

4. Fit the discharge hose to the drain tap.Open the radiator’s drain tap (A) and drain the radiator.

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Draining a Voith gearbox1. Place a container under the heat exchanger.

2. Remove the delivery and discharge lines from the heat exchanger and drain the coolant via the lines.

3. Reconnect the lines after the gearbox has been drained.

4. Clean any spilt coolant.

Draining a ZF gearbox1. Place a container under the heat exchanger.

2. Remove the delivery and discharge lines from the heat exchanger and drain the coolant via the lines.

3. Reconnect the lines after the gearbox has been drained.

4. Clean any spilt coolant.

Draining the heating system1. See Group 1 of the Workshop Instruction Manual for

instructions on how to drain the heating system.

2. Rinse the cooling system (see 3 - 7.1 Cooling system: cleaning (rinsing) (7 - 1)).

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Collect the coolant in a suitable container.Coolant is harmful to the environment and must be processed as industrial waste after use.

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6.2 COOLING SYSTEM: FILLING AND BLEEDING THE ENTIRE SYSTEM

Preparation1. Turn off the engine.

2. Check the filling installation:• The pressure filling installation must have a volume of

at least 100 litres.• The pump must have a delivery rate of at least 20 ± 2

l/min.• Bleed the filling installation so that no air is pumped into

the cooling system.• Read the filling installation's instruction manual.

3. Check whether the drain points have been connected/closed.

4. Remove the filler cap from the coolant reservoir.

5. Connect the filler installation’s filler hose to the quick-fill-ing plug (9).



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Filling and bleeding1. Start the pump (max. 1 bar).

Slowly fill the system (while the engine is not running) with coolant up to the maximum level indicated on the gauge glass.Use the specified coolant (see DW050335_xx on the VDL Bus & Coach Documentation Portal).

2. Turn off the pump when the maximum level has been reached.Wait a couple of minutes and, if necessary, top it up to the maximum level.

3. Turn the pump off, but leave the pressure hose con-nected.

4. Use the VDL Bus & Coach diagnosis tool to open the EAS tank heating valve.

5. Open all the heating taps (electrical and mechanical).Close the heating system’s supply and discharge taps (B07, the tap after B06 and B08).

6. Turn on the preheater pump.

7. Fill the cooling system to the maximum coolant level indi-cated on the gauge glass.

8. Fit the filler cap on the coolant reservoir.

9. Start the engine and allow it to idle until the thermostat is fully open.Check the coolant level and, if necessary, top it up (while the engine is not running) to the maximum level indicated on the gauge glass.

10. Stop the filling procedure when the engine is turned off and the coolant level is at the maximum level.

11. Turn off the filler pump and disconnect the filling hose.Fit the cap to the quick-filling nipple.

12. Check the cooling system for leaks (see 3 - 4.2 Cooling system: checking for leaks and damage (4 - 3)).

When filling, check the coolant level in the expansion reservoir. Never fill it to above the maximum level on the gauge glass.

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3

13. Check the level in the tank when the engine has cooled down. It must be between the min. and max. levels (2). If necessary, top up the system via the filler opening (1).

ILAj0686

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6.3 COOLING SYSTEM: FILLING AND BLEEDING (ONLY THE ENGINE)

Preparation1. Turn off the engine.

2. Check the filling installation:• The pressure filling installation must have a volume of

at least 100 litres.• The pump must have a delivery rate of at least 20 ± 2

l/min.• Bleed the filling installation so that no air is pumped into

the cooling system.• Read the filling installation's instruction manual.

3. Check whether the drain points have been connected/closed.

4. Remove the filler cap from the coolant reservoir.

5. Connect the filler installation’s filler hose to the quick-fill-ing plug (9).

Filling and bleeding1. Start the pump (max. 1 bar).

Slowly fill the system (while the engine is not running) with coolant up to the maximum level indicated on the gauge glass.Use the specified coolant (see DW050335_xx on the VDL Bus & Coach Documentation Portal).



ILAj1228

When filling, check the coolant level in the expansion reservoir. Never fill it to above the maximum level on the gauge glass.

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3

2. Turn off the pump when the maximum level has been reached.Wait a couple of minutes and, if necessary, top it up to the maximum level.

3. Turn the pump off, but leave the pressure hose con-nected.

4. Fit the filler cap on the coolant reservoir.

5. Start the engine and allow it to idle until the thermostat is fully open.Check the coolant level and, if necessary, top it up (while the engine is not running) to the maximum level indicated on the gauge glass.

6. Turn off the engine.

7. Use the VDL Bus & Coach diagnosis tool to open the EAS tank heating valve.

8. Fill the cooling system to the maximum coolant level indi-cated on the gauge glass.

9. Start the engine and allow it to idle until the thermostat is fully open.Check the coolant level.Slowly fill the system (while the engine is not running) with coolant up to the maximum level indicated on the gauge glass.

10. Stop the filling procedure when the engine is turned off and the coolant level is at the maximum level.

11. Turn off the filler pump and disconnect the filling hose.Fit the cap to the quick-filling nipple.

12. Check the cooling system for leaks (see 3 - 4.2 Cooling system: checking for leaks and damage (4 - 3)).

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13. Check the level in the tank when the engine has cooled down. It must be between the min. and max. levels (2). If necessary, top up the system via the filler opening (1).

ILAj0686

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COOLING SYSTEMCleaning

3

7. CLEANING

7.1 COOLING SYSTEM: CLEANING (RINSING)

1. Fully drain the cooling system (see 3 - 6.1 Cooling sys-tem: draining (6 - 1)).

2. Fill the cooling system with tap water and add a cooling system cleaner (see 0 - 3. Cooling system (3 - 1)).

3. Run the engine until the thermostat is fully open.

4. Allow the engine to idle for a further 45 minutes.

5. Completely drain the cooling system.

6. Fill the cooling system with tap water.

7. Run the engine until the thermostat is fully open.

8. Allow the engine to idle for a further 5 minutes.

9. Completely drain the cooling system.

10. Top up the cooling system with the specified coolant (see DW050335_xx on the VDL Bus & Coach Documentation Portal).

11. Check the coolant level (see 3 - 4.1 Coolant level: check-ing and topping up (4 - 2)).

Coolant is a harmful liquid. Avoid skin contact in order to prevent poisoning.

Coolant is harmful to the environment and must be processed as industrial waste after use.

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COOLING SYSTEMCleaning

3

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HYDRAULIC FAN DRIVE

4

HYDRAULIC FAN DRIVE

DD0882_01


HYDRAULIC FAN DRIVE

4

DD0882_01


HYDRAULIC FAN DRIVEHydraulic fan drive

4

1. HYDRAULIC FAN DRIVE


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HYDRAULIC FAN DRIVEHydraulic fan drive

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SUMP FILLING UNIT

5

SUMP FILLING UNIT

DD0882_01


SUMP FILLING UNIT

5

DD0882_01


SUMP FILLING UNITSafety regulations

5


Various types of oil and other lubricants used on the vehicle can harm your health. Therefore, to prevent skin damage, avoid unnecessary contact with the lubrication oil.

Exhaust gases contain carbon monoxide.Carbon monoxide is a deadly, colourless and odourless gas which, when inhaled, deprives the body of oxygen, leading to asphyxiation.Serious carbon monoxide poisoning can result in brain dam-age or even death.

For work that does not require the vehicle to have a power source, it is recommended to always disconnect the earth cable from the battery.Wait at least 80 seconds after turning off the contact switch before disconnecting the connection between the battery ter-minal clamp and the negative pole. The AdBlue lines may become blocked if the connection is disconnected too quickly.


Remain a safe distance from rotating and/or moving components.

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SUMP FILLING UNITSafety regulations

5

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SUMP FILLING UNITGeneral information

5



The automatic sump filling unit ensures that the oil level remains at the optimal level. The advantages of an automatic sump filling unit include:• Oil of the same quality is added.• The oil is always at the optimal level.• There is less need for maintenance and repairs.• It is easy to monitor the oil consumption.

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2.2 OVERVIEW DIAGRAM OF THE SUMP FILLING UNIT

ILAj1121

1 Pump unit2 Oil reservoir3 Filler cap4 Filling line5 Banjo bolt6 Bleed hose7 Sump pan connection block8 Oil level sensor (level too low)9 Sump filling unit oil level sensor (level low)10 Sump pan

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2.3 OPERATION OF THE SUMP FILLING UNIT

The sump filling unit checks whether the engine oil must be topped up when the contact switch is turned on, provided the main switch is in the start position and the engine is not run-ning.

Once the engine has been turned off for more than 15 min-utes (waiting time), the main switch is in the start position and the contact switch is turned on, the oil level in the sump will be checked by the oil level sensor. The sensor is fitted in the connecting block, which is fitted against the sump. If the oil level is low, the VFC activates the pump unit.

The pump unit’s electronic unit (1) starts a pump cycle.The pump cycle starts with filling the calibration reservoir (3). The pump (5) pumps oil from the oil reservoir to the calibra-tion reservoir (3) via the check valve (2) until the level switch (4) reports that the calibration reservoir is full.

The pump’s direction of rotation is then switched over so that the pump pumps the oil from the calibration reservoir to the engine’s sump via the check valve (6). Since the level switch (4) cannot detect whether the calibration reservoir is empty, the pump continues running for a certain (preset) time.

2.3.1 OIL LEVEL SYMBOLS ON THE INSTRUMENT PANEL

Minimum engine sump oil levelThe symbol shown opposite is displayed on the instrument panel’s main display as soon as the oil level in the engine sump reaches the minimum oil level.

ILAj0263

Pump unit1 Electronic unit2 Check valve in the line from the oil reservoir3 Calibration reservoir4 Calibration reservoir oil level switch5 Pump6 Check valve in the line to the sump7 Oil reservoir level switch8 Connector

ILBh0033

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Sump filling unit oil reservoir oil level too lowWhen the main switch is turned on, the symbol shown oppo-site is displayed on the instrument panel’s main display as soon as the oil level in the oil reservoir reaches the minimum oil level.The symbol is only activated if there is no LED indicator in the fuel cowl.

The oil level in the oil reservoir can also be visually checked by the level indicator on the oil reservoir.

Sump filling unit oil level LED in the fuel cowlIf the engine oil level in the reservoir is above the minimum level, then this LED will be lit when the main switch is turned on.If the LED is not lit when the main switch is turned on, then the oil must be topped up to the maximum level.

ILBh0034

ILAh0140

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2.4 SYSTEM DESCRIPTION

The multiplex system is started when the main switch is turned on.

The oil level in the oil reservoir is checked via the oil level sensor.If the oil level in the oil reservoir is too low, a signal is sent to the VFC (A001) via IOU A011.If the engine is NOT running and the contact switch is turned ON, the “Sump filling unit oil reservoir oil level too low” sym-bol on the ICM (P001) will be lit via the VFC.At the same time, a signal is offered to the MTS unit via the VFC for the bodybuilder. The LED indicator in the fuel cowl is activated via this MTS unit when the oil level in the sump fill-ing unit's oil reservoir is too low.

The engine start delay function (Sump Oil Level Measure-ment Start Delay) is intended to ensure that an accurate measurement of the engine oil level can be made before the engine is started.The internal “Sump Oil Level Measurement Start Delay” sig-nal is sent to the Engine Start/Stop function to delay the start. The signal is activated for 2 seconds under the following con-ditions:• The contact switch is turned on.• The Sump Oil Level Measurement Start Delay Control is

not active.

If the oil level in the oil reservoir is CORRECT and the contact switch is turned on, it is calculated how much time has elapsed after the engine was turned off (the waiting time).If this waiting time is more than 15 minutes, the engine oil level in the sump is low and there are no CAN error mes-sages, the pump unit (A037) is turned on by the VFC.

2.4.1 PUMP CYCLE

A pump cycle is started when the pump unit is activated. Dur-ing this pump cycle, the contents of the calibration reservoir (0.5 litres) is added to the sump. The quantity of oil for one pump cycle is always the same (the contents of the calibration reservoir).The pump cycle can only be completed if the main switch is turned on.

The pump unit receives a voltage if the main switch is turned on.

Comment:The oil will not be topped up in the following cases:• The oil level in the oil reservoir is too low.• The B020 oil level sensor is faulty.• There is an electrical fault or a faulty fuse.

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2.5 ELECTRICAL CIRCUIT DIAGRAM

ILAh0995

A001 Vehicle Function Controller (VFC).A011 IOU electronic unitA037 Oil tank electronic unitA040 FPT engine electronic unit A132 MTS electronic unitB020 Engine sump oil level sensorP001 Instrument Cluster Module (ICM)

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2.6 FUNCTION DIAGRAMS

For the function diagrams, see Group 5 of the Workshop Instruction Manual.

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2.7 OIL LEVEL SENSOR

The oil level sensor is a capacitive sensor.A capacitor is used as a sensor.The capacity of the capacitor can be changed by altering the dielectric material between the capacitor plates. (The relative dielectric constant of air is different to that of oil.)The change of capacity around the sensor’s electrode makes a high-frequency oscillator start to vibrate (frequency approx. 600 kHz). This signal is processed by the sensor’s electron-ics. The sensor and the electronics form one unit.A signal is sent to the VFC via IOU A011 as soon as the sen-sor is no longer surrounded by oil (the sensor lays completely free).The sensor has a built-in function control. If the sensor is connected to a power supply, then a voltage will be applied across the sensor for 2 seconds to signify that everything is in working order. If no voltage is measured across the sen-sor, then the sensor must be inspected.

ILAh0906


ILAj0327

A AirB OilC SensorD ScreenE Electrical field

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SUMP FILLING UNITInspection and adjustment

5


3.1 SUMP FILLING UNIT: INSPECTING

Inspecting the lines and connections1. Check all the lines for wear and leaks. If in doubt, always

replace the line.

2. Check all the line connections for leaks.

3. Check the path of the lines. When doing so, pay attention to the following:• The lines must not be fitted twisted. To make it easier

to check this, a mark may be drawn on the hoses (sometimes text).

• The lines must not touch anything (think of the possibil-ity of them rubbing through).

• The lines must not make any sharp turns.• The lines must not be clamped off by other compo-

nents.

Preparations for checking the operation

1. Make sure the vehicle is on a flat, horizontal surface.

2. Turn OFF the main switch at least 15 minutes before starting the inspection.

3. Check whether the pump unit's electronic connector is connected.

4. Drain the oil in the engine sump until it is 1 cm below the minimum level marked on the dipstick.

5. Drain the oil from the oil reservoir until it is 1 cm below the minimum level.

6. Disconnect the filling line (4) on the same side as the engine (5) and hang it in an oil measuring jug.

7. Keep a can with the specified oil available for topping up the oil reservoir (2).

To prevent skin damage, avoid unnecessary contact with the oil. Always read the safety data sheet.

To prevent skin damage, avoid unnecessary contact with the oil. Always read the safety data sheet.

ILAj2381

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Checking the oil level notifications

1. Turn on the vehicle’s main switch and contact switch, but do not start the engine.

2. Check whether the notification “Minimum engine sump oil level” is displayed on the main display.

3. Check whether the notification “Sump filling unit oil reservoir oil level too low” is dis-played on the main display.

4. Turn off the vehicle's contact switch.

5. Fill the sump filling unit’s oil reservoir to the maximum level.Use the specified engine oil. For more information, see DW050335_xx on the VDL Bus & Coach Documentation Portal.

Checking the operation1. Turn on the vehicle’s main switch and contact switch, but

do not start the engine.If the sump filling unit’s oil reservoir is sufficiently filled but the sump is not, the pump unit starts working and the oil container is filled.

2. Check whether the notification “Sump filling unit oil reservoir oil level too low” is no longer shown on the display.

3. Check whether the pump unit pumps oil into the con-tainer and whether the volume is approximately 0.5 litres per pump cycle.

4. Turn off the vehicle's contact switch.

Final inspection1. Reconnect the filler line.

2. Top up the engine sump to the maximum level.

3. Fill the oil reservoir to the maximum level.

4. Check the system for oil leaks.

5. Check all of the system's attachment bolts.

This inspection requires two people: one in the driver’s location and one by the sump filling unit.

ILBh0033

ILBh0034

ILBh0034

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3.2 SUMP FILLING UNIT OIL LEVEL: CHECKING

1. Make sure the vehicle is on a flat, horizontal surface.

2. Check the oil level in the oil reservoir using the oil level indication on the reservoir (indication on the left-hand side in litres).

3. Make sure the oil reservoir always remains topped up to the maximum level.

4. If necessary, top up the oil via the filler cap (1). Always use oil from the same manufacturer with the same spec-ifications.

Avoid skin contact with oil. Oil is harmful to your skin and health. Always read the safety data sheet.

ILAj0661

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AIR CONDITIONING COMPRESSOR DRIVE

6


DD0882_01



6

DD0882_01


AIR CONDITIONING COMPRESSOR DRIVESafety regulations

6



Handling coolant• Always wear safety glasses and protective gloves! At nor-

mal atmospheric pressures and ambient temperatures, liq-uid coolant vaporizes so quickly that frostbite may occur on contact with the skin or eyes (risk of blindness).

• If coolant comes into contact with skin, the skin must be rinsed with plenty of cold water. Never rub the area! Con-tact a doctor immediately!

• The work area must be well ventilated when working on the coolant circuit. Inhaling large concentrations of gaseous coolant may lead to dizziness and asphyxiation. Work on the coolant circuit may not be performed from a work pit. Since gaseous coolant is heavier than air, large concentra-tions may collect in the work pit.

• Do not smoke! The heat from a cigarette may cause the coolant to separate into poisonous substances.

• Never allow coolant to come into contact with a naked flame or hot metal. Deadly gases may be released.

• Never allow coolant to escape into the open air. If the cool-ant reservoir or the air conditioning system is opened, the contents will be released at a high pressure. The pressure depends on the temperature. The higher the temperature, the higher the pressure.

• Prevent the air conditioning system’s components from becoming too hot. After being painted, vehicles must not be heated to a temperature greater that 75° C (drying oven). If it is not possible to ensure this, the air conditioning system must be drained beforehand.

• When disconnecting the vehicle’s service hoses, the end of the hoses must not face towards the mechanic. Coolant residue can still escape.

• When cleaning the vehicle, the steam jet must not be aimed directly at parts of the air conditioning system.

• Never alter the factory settings.

The air conditioning system may only be opened and filled by a specialist. Furthermore, in many countries, there is a compulsory qualification system for this type of work.

When working on an air conditioning system where there is a risk that R134A coolant will be released, always wear well-fitting safety glasses and rubber gloves. Also protect all other exposed parts of the skin.

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AIR CONDITIONING COMPRESSOR DRIVESafety regulations

6

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AIR CONDITIONING COMPRESSOR DRIVEInspection and adjustment

6


2.1 AIR CONDITIONING COMPRESSOR: INSPECTING

For information on how to perform maintenance work on the air conditioning compressors, see 6 - 4. Air conditioning compressor service workshop manual (4 - 1).

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2.2 AIR CONDITIONING COMPRESSOR POLY V-BELT: INSPECTING

Air conditioning mounting modelsThere are three possible air conditioning mounting models.

For all the models, the poly V-belt has an automatic V-belt tensioner and cannot, therefore, be adjusted by hand.An incorrect poly V-belt tension can be caused by:• A stretched poly V-belt.• A faulty automatic V-belt tensioner.

Model 1



ILAj1242

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Model 2

Model 3

ILAj1243

ILAj1244

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2.2.1 INSPECTING THE POLY V-BELT



2. Remove the poly V-belt (see 6 - 3.1 Air conditioning compressor poly V-belt: removing and installing (3 - 1)).

Inspecting the poly V-belt1. Check the pulleys for damage, rust and grease deposits.

If necessary, clean the pulleys.

2. Clean a dirty poly V-belt with a 1:10 mixture of glycerine and methylated spirits.

3. Check the poly V-belt for cracks, damage and excessive wear. If necessary, replace it.

4. Check the automatic belt tensioner (see 2 - 3.3 (Automatic) belt tensioner: inspecting (3 - 9)).

Installing the poly V-belt1. Fit the poly V-belts (see 6 - 3.1 Air conditioning compres-

sor poly V-belt: removing and installing (3 - 1)).


ILAj0017

If the poly V-belt must be replaced, then it is recommended to also replace the belt tensioner and the guide wheels.

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AIR CONDITIONING COMPRESSOR DRIVERemoval and installation

6


3.1 AIR CONDITIONING COMPRESSOR POLY V-BELT: REMOVING AND INSTALLING

A poly V-belt is removed and installed in the same way for all the different models.



2. Slacken the poly V-belt and remove it from the pulleys. Carry out the following:a. Place a 17 mm ring spanner (1) on the hexagon of

the belt tensioner (2).b. Use the ring spanner to tilt the belt tensioner in the

direction indicated by the arrow (see ILAj2220).c. Block the belt tensioner by placing a 4-5 mm thick pin

(3) in the holes that are now facing each other. This makes it easier to remove and install the poly V-belt.

d. Remove the poly V-belt (4).e. If the belt tensioner is not blocked, allow the belt ten-

sioner to slowly spring back to the stop.

Installing the poly V-belt

1. Inspect the pulleys for damage, rust and grease depos-its.


3. Use a 17 mm ring spanner to slacken the automatic belt tensioner (if it has not been temporarily blocked) and place the poly V-belt over the remaining pulleys.Allow the automatic belt tensioner to slowly spring back against the (new) poly V-belt.




ILAj2220


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AIR CONDITIONING COMPRESSOR DRIVERemoval and installation

6

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AIR CONDITIONING COMPRESSOR DRIVEAir conditioning compressor service workshop

6

4. AIR CONDITIONING COMPRESSOR SERVICE WORKSHOP MANUAL

4.1 VALEO TM16


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6

4.2 VALEO TM31


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6

4.3 VALEO TM55/65


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6

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HEATING

7

HEATING

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HEATING

7

DD0882_01


HEATINGSafety regulations

7



The work described in this maintenance manual may only be carried out by trained and competent personnel.

Always observe the local safety and environmental regula-tions.

Comply with all the warnings and safety regulations given here. Always read and observe the instructions and warnings given on labels and stickers fitted to the vehicle’s compo-nents. These stickers have been fitted for your health and safety. Do not ignore them!

Wear clean, well-fitting clothing and, if necessary, apply pro-tective cream to the body.


Remain a safe distance from rotating and/or moving compo-nents.

Be careful not to burn parts of your body, because the outlet and the water heater are hot when they are/have been in operation. It can take some time for the hot components to cool down.

Avoid unnecessary contact with coolant and diesel. Regular contact causes skin damage.

A certain quantity of fuel will be released when removing the fuel system’s components.

Exhaust gases contain carbon monoxide.Carbon monoxide is a deadly, colourless and odourless gas which, when inhaled, deprives the body of oxygen, leading to asphyxiation.

Serious carbon monoxide poisoning can result in brain damage or even death.

Diesel is an extremely flammable liquid. It must not be exposed to a naked flame nor be brought into contact with hot components. The diesel fumes remaining in the water heater can form an extremely explosive mixture.

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7

Collect any fuel that escapes and remain aware of the fire risk.

Always disconnect the battery’s earth connection in order to prevent people from starting the water heater when work is being carried out on it. Place a sign that reads “DO NOT OPERATE” on the instrument panel.

The water heater and the installation space/surroundings must be free of inflammable substances.

Never insert objects of any kind into rotating components.

Use the correct tools in the correct places.

Immediately replace any damaged lines and hoses.

The water heater must be turned off before refuelling.

The water heater must not be used:• In petrol stations and locations where flammable sub-

stances are stored.• In places where inflammable vapours or substances may

form (e.g. close to fuel, coal, wood and grain storage loca-tions).

• Close to inflammable materials, such as dry grass and leaves, cardboard packaging, paper, etc.

• In confined spaces (e.g. a garage), also not with a digital clock or a remote control.

Turn off the water heater if a lot of smoke is produced and if there is a strange burning smell or the smell of fuel.

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1.2 DISASSEMBLY AND ASSEMBLY

Check whether the cooling system has cooled down and is pressureless before removing a coolant hose or the temper-ature sensor.

Only use coolant specified by VDL Bus & Coach (see DW050335_xx on the VDL Bus & Coach Documentation Portal).

Make sure all the lines and hoses are free of dirt, burrs, dam-age and sand.

1.3 SAFETY DURING MAINTENANCE WORK

General information

• Wear safety goggles, safety gloves and safety shoes.• Allow the parts of the system that must be opened and the

lines/hoses to cool down before starting maintenance work.

• All the electrical connections must be disconnected during welding work.

1.4 INSPECTION AND MAINTENANCE

• After completing work on the water heater, check whether the control switch on the instrument panel is turned off.

• The year that the water heater was first used should be stated on the type plate.

• Before disassembly, clean the area surrounding screw connections and components. Do not use waste cotton or lint cleaning cloths.

• Seal all of the openings with a protective cap.• Bleed the cooling and fuel systems after every service.• Run the water heater for at least 10 minutes once a month

in the lowest fan setting when the engine is cold.• Always check the water heater system at the start of the

winter.

Pay attention to cleanliness during all work.

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HEATINGGeneral information

7


In principle, the heating uses the engine’s residual heat (see 3 - 2. General information (2 - 1)). An electric circulation pump is installed to ensure a constant flow of coolant through the entire heating system.

Optionally, a preheater can be installed in the vehicle. The preheater is activated if the engine does not transfer suffi-cient heat to the heating system.

The preheater is a separate system, which is independent of the engine. The preheater burns fuel and heats the engine’s coolant when needed. See Group 4 for an explanation of the supply of fuel. This chapter describes the preheater’s heating function.

The preheater is included in the heating circuit and is only activated by the control system if the coolant is too cold to deliver the requested heat. The burner in the preheater heats the coolant that flows through the preheater.The front heater with air conditioning and the roof unit for the passenger section are reheat units. The air conditioning and heating can be activated simultaneously for a specified time.

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2.1 LOCATION OF THE COMPONENTS

2.1.1 HEATING WITH THE PREHEATER

ilaj2383

1 Fuel filter2 Electrical circulation pump3 Preheater

A Water supply from the engineB Distribution of hot water to the heatersC Air supply to the preheater

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2.1.2 HEATING WITHOUT PREHEATER

ILAj2382

1 Electrical circulation pump

A Water supply from the engineB Distribution of water to the heaters

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2.2 COMPONENT DESCRIPTION

2.2.1 AUX. HEATER

For the description of the preheater, see DD0703_xx on the VDL Bus & Coach Documentation Portal.

2.2.2 CIRCULATION PUMP

The circulation pump is activated/deactivated by the VFC (A001). The circulation pump has a brushless motor. For a detailed description of the circulation pump, see DD0703_xx on the VDL Bus & Coach Documentation Portal.

ILAg0101

ILAj1579

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HEATINGPreheater

7

1. PREHEATER

For the system description of the preheater, see DD0703_xx on the VDL Bus & Coach Documentation Portal.

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HEATINGPreheater

7

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Documents

WORKSHOP MANUAL - VDL Bus & Coach