Motor GG PDF

Component Manual
GG LPG engine
English
Printed in The Netherlands DW032644
 0011 DAF Trucks N.V., Eindhoven,
The Netherlands.
In the interest of continuing product
development, DAF reserves the right to change
specifications or products at any time without
prior notice.
No part of this publication may be reproduced
and/or published by printing, photocopying, on
microfilm or in any manner whatsoever without
the prior written consent of DAF Trucks N.V.
ǹ 0011 DW03264402
INTRODUCTION
GG engine Introduction
INTRODUCTION
This manual is intended to assist well-trained
and experienced workshop staff in overhauling
components and carrying out setting operations
and repairs.
The following subjects are included: special
tools, technical data, fault-finding, the removal
and installation of components, the disassembly
and assembly of components and
setting procedures.
The book also includes safety instructions and
warnings which must be strictly complied with.
This publication is based on new parts in
ex-works condition.
As there are several types and versions of the
engines described in this manual, some of the
descriptions and drawings may not fully match
the situation in the engine you are working on.
The lists of technical data and setting data in this
manual have been prepared with the greatest
possible care, and relate solely to the engines
described in this manual.
The information given in this manual was
up-to-date at the date of issue. The date of issue
is shown at the bottom of each page.
If considered necessary, DAF reserves the right
to make changes to the procedures and setting
data specified, without prior notice.
Important alterations relating to these workshop
instructions will be announced via the T.I.
(Technical Information) bulletins. These bulletins
are available via your contact person. These
bulletins are available via your contact person.
ǹ 0011 1
INTRODUCTION
Introduction GG engine
To ensure that the operations are carried out

sensibly and safely, the mechanic must have the
necessary experience, and have completed the
necessary training courses.
- Always use the special tools specified in
this manual.
The use of these tools will make the work
not only easier and faster, but also safer,
whilst irreparable damage to the part or
component will be avoided.
- Therefore, only use original DAF parts and
components.
These parts and components are carefully
matched, which is one of the factors
determining the original DAF quality. It is
only logical, therefore, that the original DAF
quality can be best maintained if original
DAF parts and components are used when
replacing parts or components.
- Catch any oils or fluids which escape, and
ensure that they are correctly disposed of
or processed.
2 ǹ 0011
CONTENTS
GG engine
CONTENTS
Page
1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
1.1 Safety precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
1.2 Engine data and description of the LPG engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
1.3 Welding and grinding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
1.4 Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
1.5 Jump-starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
1.6 Wiring harnesses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
1.7 Avoiding the risk of fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
1.8 Tightening torques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
1.9 Threaded connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
1.10 Use of locking compounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
1.11 Locking compounds and sealants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
1.12 Paper and Klingerit gaskets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
1.13 Liquid gaskets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
1.14 Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
1.15 Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
2. DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
2.1 Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
2.2 Measuring compression . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
2.3 Engine oil consumption test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
3. SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
4. TECHNICAL DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
4.2 Tightening torques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
4.3 Fuel and ignition system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
4.4 Exhaust, inlet, lubricating oil and cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
4.5 Basic engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
4.6 Overhaul data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
4.7 Overview, wear measurements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
5. ENGINE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
5.1 Removal and installation, engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
6. CONSTRUCTION PARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
6.1 Removal and installation, inlet manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
6.2 Removal and installation, turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
6.3 Removal and installation, exhaust manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
6.4 Removal and installation, air compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
6.5 Removal and installation, steering pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
6.6 Removal and installation, hydro pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
6.7 Removal and installation, starter motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
6.8 Removal and installation, alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
6.9 Removal and installation, V-belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
6.10 Inspection and adjustment, V-belt tension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
ǹ 0011 3
CONTENTS
GG engine
Page
7. CYLINDER HEAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
7.1 Component drawing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
7.2 Removal and installation, cylinder heads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
7.3 Pressure-testing the cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
7.4 Removal and installation, valve gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
7.5 Removal and installation, valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
7.6 Inspection and setting, valve clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
7.7 Machining the cylinder block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
8. FLYWHEEL AND FLYWHEEL HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
8.2 Removal and installation, flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
8.3 Inspection, flywheel for end play . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
8.4 Removal and installation, starter ring gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
8.5 Removal and installation, flywheel housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
8.6 Removal and installation, flywheel housing seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
9. TIMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
9.2 Removal and installation, vibration damper and pulley . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
9.3 Removal and installation, timing cover seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
9.4 Removal and installation, timing cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
9.5 Removal and installation, sensor ring housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
9.6 Removal and installation and setting, timing gears and timing . . . . . . . . . . . . . . . . . . . . . . 160
9.7 Removal and installation, timing case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
9.8 Disassembly and assembly, sensor ring housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
10. CYLINDER BLOCK AND DRIVE UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169
10.2 Removal and installation, pistons and connecting rods . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174
10.3 Removal and installation, crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179
10.4 Grinding the crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183
10.5 Removal and installation, camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
10.6 Measurement and rejection standards of cylinder liners . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
10.7 Removal and installation of cylinder liners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189
10.8 Measurement and correction, cylinder liner height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
10.9 Pressure testing the cylinder block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192
10.10 Machining the cylinder block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193
11. COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195
11.1 System description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195
11.2 Draining and filling, cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
11.3 Testing the cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
11.4 Removal and installation, collector pipe, thermostat housing and thermostat . . . . . . . . . 206
11.5 Removal and installation, coolant pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
4 ǹ 0011
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GG engine
Page
12. FUEL AND IGNITION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
12.1 Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
12.2 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
- LPG fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
- Description of fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
- Description of the ignition system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
12.3 Description, parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 235
- Fuel pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 235
- Fuel tank with appendages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 235
- Fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 242
- Connection unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244
- Injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246
- Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
- Charging pressure control valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251
- Pressure limiting valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 252
- Idling speed control valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 252
- Catalytic converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253
- Ignition coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255
12.4 Inspection and adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257
- Inspection, engine running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257
- Checking the fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258
- Inspection, fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 259
- Checking the electromagnetic take-off valve (fuel tank) . . . . . . . . . . . . . . . . . . . . . . . . . 259
- Checking the electromagnetic valve (connection unit) . . . . . . . . . . . . . . . . . . . . . . . . . . 259
- Checking the injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260
- Checking the pressure regulator (mounted on the engine) . . . . . . . . . . . . . . . . . . . . . . 260
- Checking the pressure regulator (removed from the engine) . . . . . . . . . . . . . . . . . . . . 261
- Inspection, pressure sensor (mounted on the engine) . . . . . . . . . . . . . . . . . . . . . . . . . . 261
- Checking the pressure sensor (removed from the engine) . . . . . . . . . . . . . . . . . . . . . . 262
- Inspection, crankshaft speed/position sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263
- Inspection, coolant temperature sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263
- Inspection, air temperature sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263
- Inspection, MAP sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 264
- Inspection, lambda sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 264
- Checking the idling speed control valve (ISC valve) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265
- Inspection, boost pressure regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265
- Inspection, ignition time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266
- Setting the ignition time with the crankshaft speed/position sensor . . . . . . . . . . . . . . . 267
- Checking the ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268
- Inspection, spark plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268
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12.5 Removal and installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 270
- Removal and installation, fuel pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 270
- Removal and installation, fuel filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272
- Removal and installation, fuel filter element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 274
- Removal and installation, coupling block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275
- Removal and installation, pressure sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 276
- Removal and installation, coupling block coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 278
- Removal and installation, injector holder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 278
- Removal and installation, injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280
- Removal and installation, tank content gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 282
- Removal and installation, safety valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 284
- Removal and installation, melting plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 285
- Removal and installation, 80% fill limiter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 286
- Removal and installation, discharge valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287
- Removal and installation, tank cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289
- Removal and installation, return valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 291
- Removal and installation, attachment plate of return valve . . . . . . . . . . . . . . . . . . . . . . 292
- Removal and installation, wiring throughfeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 295
- Removing and installing the hydraulic pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 298
- Removal and installation, crankshaft speed/position sensor . . . . . . . . . . . . . . . . . . . . . 302
- Removal and installtion, lambda sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 302
- Removal and installation, idling speed control valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303
- Removal and installation, throttle valve housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 304
- Removal and installation, catalytic converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 305
- Removal and installation, ignition coil/spark plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306
- Removal and installation, EMS unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310
12.6 Electrical system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 311
- Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 311
- Subdiagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 316
24-volt circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 316
12-volt circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 318
5-volt circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320
Engine running protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 323
E-GAS - EMS communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 323
Serious fault in fuel and ignition system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 324
Less serious fault in the fuel and ignition system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 325
Switching on air-conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 326
13. LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 327
13.1 System description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 327
13.2 Draining the lubricating oil after engine damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 331
13.3 External parts of the lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 332
- Component drawing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 332
- Removal, lubricating oil filter housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 333
- Installation, lubricating oil filter housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 333
- Removal, lubricating oil heat exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 333
- Pressuretesting the lubricating oil heat exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 334
- Installation of lubricating oil heat exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 334
- Measuring lubricating oil pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335
- Removal and installation, dip stick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335
13.4 Removal and installation, oil sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 336
6 ǹ 0011
CONTENTS
GG engine
Page
13.5 Internal parts of the lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 341
- Component drawing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 334
- Removal, lubricating oil pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 344
- Installation, lubricating oil pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 344
- Removal, lubricating oil pressure regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 344
- Installation, lubricating oil pressure regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 344
- Removal, short circuit valve of the heat exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . 345
- Installation, short circuit valve of the heat exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . 345
- Removal, lubricating oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 345
- Installation, lubricating oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 346
13.6 Disassembly and assembly, lubricating oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 348
ǹ 0011 7
CONTENTS
GG engine
8 ǹ 0011
GENERAL
GG engine Safety precautions
1. GENERAL
1.1 SAFETY PRECAUTIONS
Warning symbol
When text is accompanied by the warning
symbol shown here, this indicates that the
information provided is essential for the health
1
and personal safety of the mechanic.
In addition, this warning symbol is also shown if
there are conditions in which damage can be
caused to the engine.
To ensure that the mechanic’s health is not
endangered, the following safety
instructions must be strictly observed.
M0015
- Comply with all the warnings and safety
instructions given in this component
manual. First read the instructions and
warnings on the labels and stickers which
are affixed to the various components and
comply with them! They have been put
there for your health and safety, so do not
ignore them!
- LPG is an extremely flammable gas and in
the correct gas to air ratio is
highly explosive.
Smoking, naked flames and items which
can cause sparks are strictly forbidden
during re-fuelling.
- Do not use tools that can cause sparks
such as a steel hammer, chisel etc. when
using electrical equipment.
Sparks can also be caused when using
tools driven by compressed air, for example
a cap slipping over a bolt head.
ǹ 0011 9
GENERAL
Safety precautions GG engine
- Activities on a vehicle with an LPG engine

must be carried out in a well-ventilated
area. The extraction system must be of an
explosion proof design.
- As it has a low boiling point, escaping liquid
1 gas will evaporate immediately. Liquid gas

absorbs a lot of heat from the ambient air
during evaporation.
If liquid gas comes into contact with the
skin, the skin will freeze, possibly causing
serious injury.
Always wear protective gloves and safety
goggles when removing pressurised pipes.
- Be aware that, even when the engine is not
running, there is liquid gas in the fuel pipes.
- Additional safety precautions for working on
the gas tank.
- Have a specialist company completely
empty the tank of gas.
- Place the nozzle of the extraction
system above the part to be removed.
- First remove the tank content gauge
before removing other parts of the tank.
If the tank is not completely gas-free,
this prevents a build-up of pressure in
the tank.
- Check the fitted part for any leaks.
- Never remove the coil from a running
engine, as the ignition voltage is very high.
- Always disconnect the earth lead of the
battery first before working on the vehicle.
10 ǹ 0011
GENERAL
GG engine Safety precautions
- Do not let the engine run in a closed or

unventilated area. Ensure that the exhaust
gases are properly extracted.
- Maintain a safe distance from rotating
and/or moving parts.
- Do not remove the filler cap of the cooling
system when the engine is at
1
operating temperature.
- Be careful when changing the engine oil;
hot oil may cause serious personal injuries.
- To prevent skin injury, avoid unnecessary
contact with the drained oil.
- Various sorts of oil and other lubricants
used on the vehicle may constitute a health
hazard. This also applies to coolants. So
avoid both inhaling and direct contact
with these.
- Wear clean, fitted clothes and apply
protective cream to unprotected parts of
your body, if necessary.
- To avoid a fire hazard, the engine, the
exhaust system and their surroundings
must be kept free of flammable materials.
- Do not run the engine with the heat
shield removed.
- If the vehicle is put in a drying booth for
spraying, the fuel tanks must be removed
from the vehicle. During heating, the
pressure in the tanks (even in empty tanks)
could rise so high that the safety valves
fitted to the tanks could blow off causing
LPG to escape.
ǹ 0011 11
GENERAL
Safety precautions GG engine
- Exercise caution when working with springs

under pressure. Inadvertently released
springs may cause serious injuries. Small
springs and small circlips may also cause
injuries when inadvertently released
(wear goggles).
1 - Always use the appropriate lifting gear

(gearbox jack) or approved lifting gear or
hoists for the removal and installation of
heavy components. Attach the component
securely to the lifting or hoisting gear.
- Always charge batteries in a properly
ventilated area and avoid sparking and
naked flames. Always switch the battery
charger off before removing the leads.
Fast-charging should only be resorted to in
an emergency. Disconnect the battery leads
when fast-charging is being used.
- After a fire it is possible that hazardous
residues may remain from the plastics used
in some oil seals and sealing rings. Wear
protective, acid-resistant clothing and PVC
gloves when removing such fire residues.
Submerge such fire residues in, or sprinkle
them amply with, a calcium hydroxide
solution (slaked lime and water).
Thoroughly clean the protective clothing
after use. Treat the gloves as
chemical waste.
12 ǹ 0011
GENERAL
GG engine Engine data and description, LPG engine
1.2 ENGINE DATA AND DESCRIPTION, LPG ENGINE
Engine data
Type GG-LPG 170
Design Horizontal, water cooled, four-stroke LPG
1
engine with indirect injection, spark plug
ignition, turbocharger with “waste gate”, air
cooling and a λ controlled 3-way catalytic
converter
Number of cylinders 6
Bore x stroke 118 x 132 mm
Swept volume 8.66 litres
Compression ratio 9.0 : 1
Maximum output 170 kW/2000 rpm
Maximum torque 940 Nm/1300 rpm
Maximum unloaded engine speed 2100 rpm
Stationary engine speed 500 rpm
Air compressor 2 cylinder, water cooled head, swept volume
440 cc or 600 cc
Electrical system
Voltage
- 5 V (from the ECU) Sensors for coolant temperature, air
temperature, fuel pressure and charge
pressure
- 12 V (via converter) ECU, heating of lambda sensor, idling speed
control valve (ISC valve), boost pressure
control valve, control of the relay for engine
running safeguard, control of ECU for
air-conditioning (on/off) and engaging/
disengaging the automatic transmission
- 24 V Other parts
Converter 12V and V in → V in/2
Ignition coil One for each cylinder
Starter motor Bosch, type IF 4.0 kW
Alternator Bosch, a/c, 28 V/140 A
Engine Management System EMS-3 and injector power-unit (driver
module)
Carburettor control E-GAS 4 system
Engine weight Approx. 770 kg
ǹ 0011 13
GENERAL
Engine data and description, LPG engine GG engine
Description, LPG engine

Differences with regard to the diesel engine
Pistons
Both the shape and the dimensions of the
combustion chamber have been adjusted. In
1 order to achieve a compression ration of 9.0 : 1,

the combustion chamber has been increased in
size.
The piston rings are of a differing type.
The position of the piston rings on the piston is
different.
Valves
The valve angle of both valves has become
more acute.
The material from which the inlet valve is made
is different.
The material from which both valve seats are
made is different.
The valve guides of both valves both have valve
seals.
Camshaft
The cam shape has been adjusted in that the
valve overlap has become smaller, the lifting
height of the valve has become smaller and the
cam flanks have become flatter.
Cylinder head
The valve heads have been adjusted to make
way for spark plugs. The spark plugs are fitted
centrally in the cylinder head.
Inlet manifold
The inlet manifold has two injector holders. In
each injector holder, there are three injectors.
Exhaust manifold
The exhaust manifold is insulated.
Turbocharger
The turbocharger has a “waste gate”, is
water-cooled, and has an insulated turbine
housing.
14 ǹ 0011
GENERAL
GG engine Engine data and description, LPG engine
Throttle control
The throttle is controlled by means of an
actuator which activates a throttle valve. A
separate control valve is fitted for idling speed
control.
Fuel and ignition system
In place of the diesel injection system, there is
an LPG fuel system with ignition system.
1
Both systems are controlled by one engine
management system.
To achieve the necessary data, a number of
extra sensors have been fitted.
Catalytic converter
To clean the exhaust gases, a 3-way catalytic
converter has been fitted in the between the
turbocharger and the exhaust damper in the
exhaust pipe.
ǹ 0011 15
GENERAL
Welding and grinding GG engine
1.3 WELDING AND GRINDING
Non-compliance with the warnings

contained in this paragraph may
result in serious damage to the
1
vehicle and may even lead to
dangerous situations.
Welding and grinding on the gas

tank is not permitted.
Only perform welding and/or

grinding operations in a well
ventilated area. The extraction
system must be of an explosion
proof design. The extraction
equipment must be located just
above the floor.
Carry out the operations listed below before

beginning welding and/or grinding operations.
- Check the gas system for leakage.
- Remove the gas pipes from the immediate
surroundings of the place you are working
on.
- Cover all of the gas pipes, gas tanks, leaf
springs and other pipes that are found in the
area you are working on, so that these are
not damaged by welding spatter or sparks
from grinding.
In addition to the above, the operations listed
below must also be carried out before welding.
- Disconnect the earth terminal from the
batteries.
- Remove the connections of the
alternator(s).
- Remove the connectors of the electronic
units.
- Remove the fuses for the injectors.
16 ǹ 0011
GENERAL
GG engine Welding and grinding
Keep the gas tanks cool during welding and/or

grinding operations.
Stop the operations immediately if you can smell
gas.
Fit the earth clamp of the welding torch as close
as possible to the area to be welded. Ensure
that the earth clamp makes a good contact with
the area to be welded. 1
Do not attach the earth clamp to the gas tanks,
springs or axles.
Take into account the other safety precautions
applicable to welding and grinding operations.
After the operations, check the gas system for
any damage.
ǹ 0011 17
GENERAL
Batteries GG engine
1.4 BATTERIES

1
To prevent damage to electronic

components, never disconnect the
battery terminals when the engine is
running.
Always disconnect the earth lead of

the battery first before working on
the vehicle.
Never place tools on a battery. If

you do, this could short-circuit the
battery or even cause the battery to
explode.
Charging
Always charge batteries in a
properly ventilated area and avoid
sparking and naked flames. When
charging batteries, an explosive gas
mixture may be released.
- Fast-charging should only be resorted to in

an emergency.
10. Thaw out frozen batteries before charging
them.
11. Remove all the filler caps before charging,
so that any gases released can escape to
the atmosphere.
12. When fast-charging, the battery positive and
negative leads (+ and --) must be
disconnected to prevent damage to
electronic components.
During “normal” charging, the battery leads
may remain connected.
18 ǹ 0011
GENERAL
GG engine Batteries
13. First connect the positive lead (+) of the

battery charger to the positive terminal (+)
of the battery and then the negative lead (-)
to the negative terminal (--).
14. Before disconnecting the battery charger
leads, first switch off the battery charger to
avoid sparking and to eliminate the risk of
explosion.
1
15. To disconnect, first release the negative
terminal (--) and then the positive terminal
(+).
W 0 01 001
ǹ 0011 19
GENERAL
Jump-starting GG engine
1.5 JUMP-STARTING

1
Never start the engine with the aid of a

fast-charger.
The engine may be started with the aid of jump
leads using the power from separate auxiliary
batteries (approx. 24V) or from another vehicle
with the engine running (approx. 28V).
1. Connect the jump leads first to the positive
terminal (+), and then to the negative
terminal (--).
-
2. Start the engine.
3. After starting, switch on as many power +
consumers as possible, on the assisted
vehicle, in order to avoid “load dump”. +
-
4. Then disconnect the jump leads from the
negative terminal (--) first, followed by the
positive terminal (+).
5. Switch the power consumers off again. W 0 01 004
20 ǹ 0011
GENERAL
GG engine Wiring harnesses
1.6 WIRING HARNESSES

1
After the first wiring harness has been

disconnected, it must be reconnected in the
original manner and fastened.
Protect the wiring harness against contact with
sharp edges. Always use a grommet when
passing the wiring harness through an aperture.
Protect the wiring harness by enclosing it in a
protective sleeve.
Make sure that the joints are watertight. Never
remove sealing rings from connectors. Fit the
connectors in the correct manner.
Good earth connections are essential. There
must be no paint or oxidation between the
contact surfaces. Before assembly, apply a
conductive grease such as “Coranode” or a
similar product. Tighten the attachment bolt
securely.
Make sure that wiring is not located too close to
parts which become hot during operation.
Freely suspended cables, such as those
between the chassis and the cab, must not be
kinked or pinched between other parts.
Prevent wiring harnesses from scraping against
plastic pipes.
Pins and similar objects must always be
installed and removed with special tools, to
prevent poor connections.
ǹ 0011 21
GENERAL
Avoiding the risk of fire GG engine
1.7 AVOIDING THE RISK OF FIRE
Non-compliance with the directions

1
- Check fuel pipes for any leakage and

immediately repair any leakage.
- In the event of oil leakage or spillage, the
engine encapsulation must be thoroughly
cleaned. First apply a degreasing agent to
the encapsulation material. Then wash
down the encapsulation with a steam
cleaner or with a high-pressure cleaner.
Maintain a minimum distance of
50 cm between the engine
encapsulation and the sprayer
nozzle to prevent damage to the
encapsulation.
- Clean the engine compartment, in particular

the encapsulated part, at regular intervals
by removing flammable material such as
dead leaves and sawdust.
- Do not leave cleaning rags or other such
things in the engine compartment.
- Repair leaks in the exhaust system without
delay. Badly corroded exhaust components
should be replaced before they fail.
- Do not run the engine with the heat shield
removed.
- Never replace a defective fuse with a fuse
of a higher rating.
- Check wiring which is not fuse-protected
(battery leads, etc.), to make sure that it is
undamaged and properly attached and
located.
22 ǹ 0011
GENERAL
GG engine Tightening torques
1.8 TIGHTENING TORQUES
Table of standard tightening torques, DAF

standard 00804-203
The tightening torques in the table below are
1
standard torques and only apply to dipped
threaded connections.
The property-class code is stamped on the nut
or bolt, except on the clamping flange bolt. The
clamping flange bolt is recognised by a
constriction between the hexagonal bolt head
and the flange. This constriction is absent in
standard flange bolts.
M2 00 001
Clamping flange bolt Standard flange bolt
ǹ 0011 23
GENERAL
Tightening torques GG engine
Tightening torques for dipped threaded

connections (Nm)
Overview of tightening torques - applies to:
- property class bolt 8.8, nut 8
- clamping flange bolt, property class 12.9/nut
1 12
Property class 8.8 bolt, nut 8 Property class 12.9 bolt, nut 12
M4 : 2.8 0,2
M5 : 5.5 0.4
M6 : 9.6 0.7
M8 : 23 2 M8 : 32 3
M10 : 46 4 M10 : 67 5
M12 : 79 6 M12 : 113 9
M14 : 125 9 M14 : 178 14
M16 : 195 14 M16 : 274 22
M18 : 280 20 M18 : 385 30
M20 : 395 30 M20 : 550 43
M22 : 540 40 M22 : 740 60
M24 : 680 50 M24 : 925 72
M27 : 1000 70 M27 : 1370 110
M30 : 1350 100
Clamping flange bolt

property class bolt 12.9, nut 12
M12 : 178 14
M14 : 274 22
M16 : 425 35
M18 : 550 45
Tightening torques for banjo bolts

M6 : 8 0.8 Nm
M8 : 15 1.5 Nm
M10 : 30 3 Nm
M12 : 40 4 Nm
M14 : 50 5 Nm
M16 : 60 6 Nm
M18 : 70 7 Nm
24 ǹ 0011
GENERAL
Overview of tightening torques - applies to:

Property class 10.9

Thread pitch Tightening torque (Nm) Extra angular displacement ( 10 %)
L ≤ 40
For bolt stem length (mm):
41 - 80 81 - 130 131 - 180
1
M8 30 2 angular displacement not permitted
M10 60 4 angular displacement not permitted
M12 x 1.75 110 8 30_ 60_ 90_ 120_
M12 x 1.25 110 8 45_ 90_ 120_ 150_
M14 x 2 170 15 30_ 60_ 90_ 120_
M14 x 1.5 170 15 45_ 90_ 120_ 150_
M14 x 2 for brake back plates 170 15 + 60°
M16 x 2 260 20 30_ 60_ 90_ 120_
M16 x 1.5 260 20 45_ 90_ 120_ 150_
M18 x 1.5 360 30 45_ 90_ 120_ 150_
M20 x 1.5 520 40 45_ 90_ 120_ 150_
M22 x 2.5 for steering and track rods 500 50 + 90°
- The bolt stem length L is the length of the

bolt between the bolt head and the nut.
- If a component is attached with several
bolts, all bolts must first be tightened to the
specified torque, and subsequently by the
angular displacement.
ǹ 0011 25
GENERAL
Torque wrench
- Have torque wrenches regularly inspected
and calibrated.
Re-using bolts/nuts
Bolts tightened using angular displacement may
1 not be re-used, unless a suitable new nut can be

screwed down the entire length of the bolt
thread by hand.
1. Clean the thread (take particular care to
remove locking compound residues) and
the bearing faces.
2. Apply one drop of engine oil to the first turn
of the bolt/lower screw thread of the nut and
one drop to the bearing faces (other
lubricants are not allowed).
3. If a locking compound was specified, no oil
should be applied to the thread.
New bolts/nuts
New DAF bolts and DAF nuts, except bolts M4
to M8 with inner-Torx, are all treated with
grease.
If bolts have not yet been treated with a
lubricant, a lubricant should be applied.
1. Apply one drop of engine oil to the first turn
of the bolt/lower screw thread of the nut and
one drop to the bearing faces (other
lubricants are not allowed).
2. If a locking compound was specified, no oil
should be applied to the thread.
26 ǹ 0011
GENERAL
GG engine Threaded connections
1.9 THREADED CONNECTIONS
DAF engines are fitted with threaded

connections which have been treated with a
locking compound (dipped threaded
1
connection).
Factory-galvanised bolts and nuts are
wax-dipped, except for the inside Torx bolts
M4-M8.
Black annealed and phosphatised bolts and nuts
are oil-dipped.
The advantage of using dipped nuts and bolts is
that friction during tightening is reduced, so that
the specified pre-tension can be accurately
obtained. This means that, for a specified
pre-tension, the tightening torque can be
reduced.
As this results in a smaller tolerance range of
the tightening torques, the specified tightening
torques must be adhered to more strictly. So
always use a reliable and accurate torque
wrench.
Note:
Have torque wrench(es) calibrated regularly.
To obtain the correct pre-tension for nuts and
bolts which are being re-used, the screw thread
should be thoroughly cleaned. After cleaning,
apply one drop of lubricant to the first turn of the
screw thread and one drop to the abutting
surface of the nut or bolt. Only use engine oil as
a lubricant for re-used bolts and nuts. Lubricants
other than engine oil and factory-applied grease
must not be used under any circumstances.
ǹ 0011 27
GENERAL
Threaded connections GG engine
The reason for this is that the friction coefficients

of other lubricants vary too much and are not the
same as those of the above-mentioned
lubricants.
The use of locking compounds in combination
with dipped bolts and nuts creates no problems.
1 The following applies to all threaded

connections (for both new and used
vehicles):
- In the case of standard connections, apply
the lubricant before fitting, and tighten/
retorque in accordance with the standard for
dipped bolts. See “Technical data”.
- In the case of special connections, apply
the lubricant before fitting, and tighten/
retorque to the torques specified in
the workshop manual (for the group
concerned).
The instructions for using a lubricant also apply
to new bolts supplied from the warehouse, if
these have not yet been treated with a lubricant.
Dry threaded connections are no longer
permitted because of their highly variable friction
coefficients.
28 ǹ 0011
GENERAL
GG engine Use of locking compounds
1.10 USE OF LOCKING COMPOUNDS
Certain cleaning agents have a

negative effect on the functioning of
locking compounds. The general
1
rule is therefore that fasteners and
components which have been
cleaned with a cleaning agent must
be treated with a cleaning liquid to
ensure that the locking compound
functions properly.
The workshop manual specifies when a locking

compound is required and it also gives
information about the type of locking compound
to be used.
The locking compounds specified are mainly the
following two:
- A medium-strength locking compound for
threaded connections. These threaded
connections can be disconnected with
regular tools. See “Locking compounds and
sealants”.
- A high-strength locking compound for
threaded connections. The latter is primarily
used to lock stud bolts and similar parts.
The connection is difficult to open.
See “Locking compounds and sealants”.
ǹ 0011 29
GENERAL
Use of locking compounds GG engine
Application, locking compound

- Clean both the internal and external thread.
- De-grease the thread with a suitable
de-greasing agent which leaves no residue
that could affect proper functioning.
1 - Apply one or more drops of locking

compound to the thread, depending on the
diameter. Never dip the bolt or stud into the
locking compound.
- Apply a drop of oil under the bolt head.
Locking compounds also reduce the
frictional resistance, which means that
applying a drop of oil to the thread is not
required.
- Tighten the connection to the specified
torque.
30 ǹ 0011
GENERAL
GG engine Locking compounds and sealants
1.11 LOCKING COMPOUNDS AND SEALANTS
Certain cleaning agents have a

negative effect on the functioning of
locking compounds. The general
1
rule is therefore that fasteners and
components which have been
cleaned with a cleaning agent must
be treated with a cleaning liquid to
ensure that the locking compound
functions properly.
OVERVIEW OF LOCKING COMPOUNDS

Product Properties Applications DAF
name number
Loctite - Cleans and degreases For cleaning/de-greasing of 1322827
activator - Non-inflammable and not materials to which a locking
7063 corrosive compound must be applied
Loctite 243 - Locking with an average For locking threaded screw 0068197
detaching strength connections
- Detachable with normal tools
Loctite 2701 - Locking with a high Locking of threaded 1340646
detaching strength connections, gear lever bearing,
- Repairs the fit in bearing freeze plugs
housings
- Seals against leaks
- Difficult to detach
Loctite 638 - Locking with a high Locking of cylindrical 0645557
detaching strength under connections
dynamic load
Loctite 262 - Locking with a high Locking of threaded 1279841
detaching strength connections, such as the nut
ǹ 0011 31
GENERAL
Locking compounds and sealants GG engine
Application, locking compound

1. Clean both the internal and external thread.
2. De-grease the thread with a suitable
de-greasing agent which leaves no residue
that could affect proper functioning.
1 3. Depending on the diameter, apply one or

more drops of locking compound. Never dip
the bolt or stud into the locking compound.
4. Apply a drop of oil under the bolt head.
Locking compounds also reduce the
frictional resistance, which means that
applying a drop of oil to the thread is not
required.
5. Tighten the connection to the specified
torque.
32 ǹ 0011
GENERAL
GG engine Locking compounds and sealants
OVERVIEW OF SEALING COMPOUNDS

name number
Dirko D - Temperature-resistant to For sealing surface connections 1345014
-
180_C
Resistant to oil, coolant 1
Loctite 510 - Temperature-resistant to For sealing surface (flange) 0697149
200_C connections that are subjected
- Resistant to oil, brake fluid, to high operating temperatures,
coolant such as the flywheel housing
Loctite 574 - Resistant to high pressures For sealing surface connections 1246867
(up to 350 bar) against high pressures
- Resistant to oil, brake fluid,
coolant
Loctite Blue - Temperature-resistant from For sealing flexible constructions 1242895
60 to 260_C such as (valve) covers
- Resistant to oil
Loctite ultra - Silicone sealant, good For sealing (surface) 1284123
grey resistance to coolant connections in the cooling
- Temperature-resistant to system
325_C
Caoutchouc For protecting against moisture 1340644
silicone penetration in (floor) connectors
Loctite ultra - Silicone sealant, good For sealing surface connections 1284122
copper resistance to oil such as hub covers
- Temperature-resistant to
350_C
Dow - Silicone sealant, good Sealing of surface connections 0693628
Corning 732 resistance to oil such as the front and rear gear
- Elastic to --50_C and +220_C box covers
- Vulcanises to a tough rubber
at room temperature
Loctite 572 - Seals against low pressure Threaded connections 0292336
immediately after fitting
ǹ 0011 33
GENERAL
Locking compounds and sealants GG engine
PRODUITS DIVERS
name number
Copaslip - Copper paste with an For connections that are 1284344
1 excellent bond, is
anti-corrosive and
heat-resistant from --35 to
vulnerable to oxidation or
corrosion, such as battery
terminals, exhaust couplings etc.
1100°C
- Resistant to water, salts and
acids
- Prevents wear, oxidation,
rust, corroding and locking of
metal surfaces
34 ǹ 0011
GENERAL
GG engine Paper and Klingerit gaskets
1.12 PAPER AND KLINGERIT GASKETS
The workshop manual specifies when a gasket

is required and it also gives information about
the type of gasket to be used.
1. Remove the old gasket before fitting a
new one. 1
2. Clean the contact surfaces and check them
for damage.
3. Paper gaskets should be sparingly greased
before they are fitted. These gaskets are
used to seal flat parts and are resistant to
oil and moderate heat.
4. Do not grease Klingerit gaskets before
fitting. These gaskets are usually
graphitised. They are used to seal flat
surfaces and are resistant to oil, water
and heat.
5. There are special instructions for cylinder
head gaskets. See the relevant section.
6. Always tighten the attachment bolts evenly.
ǹ 0011 35
GENERAL
Liquid gasket GG engine
1.13 LIQUID GASKET
Liquid gaskets, which replace conventional

gaskets, have been developed to seal flat
connections. They are resistant to oil, water and
1
temperatures up to approx. 200°C.
Application, liquid gasket
1. Remove all traces of the old gasket and
clean the surfaces to be sealed.
2. Sparingly apply the specified sealant to one
of the surfaces to be sealed. Also apply
sealant around studs, bores and the like to
ensure they are properly sealed.
3. If sealant has got into an oil bore (or other),
remove it carefully.
4. Put the surfaces to be sealed against each
other and tighten the attachment bolts
evenly.
36 ǹ 0011
GENERAL
GG engine Seals
1.14 SEALS
There are two different types of sealing ring, the

conventional sealing ring and the unitised
sealing ring.
1
- The conventional sealing ring is fitted in a
recess and its inner ring has its running
surface on a shaft.
- The unitised sealing ring is fitted in a fixed
position both in a recess and on the shaft.
Sealing is achieved internally.
Installation, seal
1. Look for any marks on the outside of the
sealing ring indicating the direction of
rotation of the shaft.
2. Always use a suitable driving tool to fit a
sealing ring and press the ring evenly to its
place in the recess.
3. Once a unitised sealing ring has been
removed from the recess, it must not be
re-used.
4. In most cases, a liquid gasket is used to fit a
conventional sealing ring with a steel
sheathing, whereas oil or liquid soap is
used to fit a sealing ring with a rubber
sheating.
5. Always fit unitised sealing rings dry, unless
stated otherwise.
6. Always apply a little amount of oil or grease
to the sealing lip(s) and running surface of a
conventional sealing ring.
ǹ 0011 37
GENERAL
Bearings GG engine
1.15 BEARINGS
General
1. Bearings must be replaced if they are worn,
in the case of pitting (small dents in the
1
running surface) and/or if the bearings have
been exposed to excess heat (blue spots).
2. Clean the bearing before fitting it.
3. Avoid dirt getting into the bearing while it is
being fitted.
4. If the instructions specify that the bearing
should be heated before it is fitted, avoid
exceeding the temperature specified. Also
avoid local overheating.
5. Raise the temperature of the bearing evenly
by heating it in the special oil bath. Another
option is to place the bearing on an electric
cooker. Watch the temperature closely in
this case.
Fitting bearings into a bearing housing
1. Always use the correct size of driving tool.
2. Centre the driving tool accurately on the
outer bearing race.
3. Preferably press the bearing evenly into the
housing, using a pressing tool.
Fitting bearings to a shaft
1. Always use the correct size of driving tool.
2. Centre the driving tool carefully on the inner
bearing race.
3. Preferably press the bearing evenly onto
the shaft, using a pressing tool.
38 ǹ 0011
DIAGNOSIS
GG engine Fuel system
2. DIAGNOSIS
2.1 FUEL SYSTEM
Some measurements must be

carried out with the engine running.
During these measurements, keep
at a safe distance from rotating and
moving parts.
Stop the engine for measurements
which can also be carried out with
the engine stationary.
2
Follow all general safety
instructions.
Diagnostics program, DAF LPG engines

A diagnostics program has been developed for
DAF LPG engines.
This diagnostics program is a tool for diagnosis
on DAF LPG engines equipped with the
LPI system.
The program offers the following options:
- Read-out of error codes stored in the
EMS unit.
- Issuing an overview of current engine data.
The diagnostics program is described in the
“Diagnostics program DAF RG/RG LPG
engines” systems manual.
The version of the diagnostics program must be
the same as the version in the EMS unit.
ǹ 0011 39
DIAGNOSIS
Fuel system GG engine
Engine running safety device

- When the vehicle contact is switched on for
a period of three seconds, the EMS unit
activates the relay to which the following
components are connected: the
electromagnetic LPG valves on the fuel
tanks, the electromagnetic valves of the
coupling blocks and the fuel pumps.
- If the EMS unit does not receive a signal
from the crankshaft speed/position sensor
2 within the three seconds it turns off the
electromagnetic valves and the fuel pump
relays.
- During engine starting, the EMS unit
receives the signal from the engine speed
sensor, whereupon the EMS unit once
again activates the relay and fuel is sent to
the injectors.
- Once the engine is stopped, the EMS unit
receives no further signals from the speed
sensor, and it switches the relay back off.
General fault-finding guidelines
In the event of a fault, always work as follows.
1. Check the supply voltages.
2. Check the engine speed signal.
3. Check the ignition.
4. Check the fuel system.
5. Check the injection system.
For fault finding, use the diagnostics program.
40 ǹ 0011
DIAGNOSIS
FAULT-FINDING TABLES, GENERAL

FAULT: ENGINE DOES NOT START DURING START-UP
Possible cause Solution
Battery voltage too low (< 20 V). Check battery voltage.
Starting engine speed too low (< 160 rpm). Check the starting engine speed.
Interruption in electrical power supply circuit for Check fuses, relays and wiring.
various systems.
No or incorrect speed signal. Check the engine speed signal. 2
Fault in a fuel system. Check the operation of the fuel systems.
FAULT: ENGINE STARTS BADLY, AND RUNS POORLY

Fault in a fuel system. Check the operation of the fuel systems.
Fault in ignition. Check the ignition and the electrode separation
of the spark plugs.
Engine drawing in “false air”. Pressure-test the inlet air system.
Idling speed control valve not operating Check the function of the idling speed control
correctly. valve.
Control for throttle valve by E-GAS incorrect. Check the E-GAS operation.
Poor compression. Measure the compression.
ǹ 0011 41
DIAGNOSIS
FAULT: ENGINE IDLES IRREGULARLY

The ‘relative throttle’ value is not at 0.00 V when Reset the “Relative throttle” value.
the throttle valve is closed. See the “Parameter
display” of the diagnostics program.
FAULT: ENGINE STARTS POORLY AND MIS-FIRES AT IDLING SPEED
2 Possible cause Solution

Electrode separation of spark plug(s) incorrect. Check the electrode gaps.
Spark plug hole not properly sealed, allowing Check the spark plug holes in the cylinder head
water to enter the spark plug hole. and correctly fit the sealing rubber.
Poor insulation of ignition coil/spark plug cover. Check all ignition coils/spark plug covers.
Spark plug cover next to spark plug. Check the attachment of the spark plug covers
on the spark plugs.
Interruption in ignition coil wiring. Check the wiring.
Faulty ignition coil. Measure the ignition coils.
42 ǹ 0011
DIAGNOSIS
FAULT: ENGINE GENERATES POOR PULLING POWER AND INSUFFICIENT POWER

Faulty charge pressure control. Check the operation of the charge pressure
control.
Poorly functioning fuel pump. Check the operation of the fuel pumps.
Fouled air filter. Check the air filter element and clean or replace
the element.
Leakage in inlet air system. Pressure-test the inlet air system. 2
Incorrect E-GAS operation. Check the E-GAS operation.
Incorrect setting of “waste gate” valve. Check the setting of the “waste gate” valve and if
necessary reset.
Faulty turbocharger. Check the turbocharger for damage.
Fouled fuel filter. Replace the fuel filters.
Kinked fuel pipe. Check the fuel pipe.
Faulty injector. Check the injector operation.
Faulty sensor for fuel and injection system. Check the operation of the various sensors.
Blocked catalytic converter. Check the catalytic converter for blockages.
ǹ 0011 43
DIAGNOSIS
FAULT: WHEN ACCELERATING, THE ENGINE SPEED IS LIMITED TO 1000 RPM. THE
THROTTLE VALVE IS ALSO LIMITED TO 35% OF THE MAXIMUM THROTTLE VALVE ANGLE
Fueltrim running outside the
pre-programmed limits. These limits are:
Minimum limit = 75% for the first 20 seconds. Check the closed loop-control unit.
Maximum limit = 115% for 10 seconds.
2 Fuel system safety relay

Earth connection, G323 relay. Check the operation of the safety relay.
Earth connection in red warning lamp wiring. Check the wiring.
44 ǹ 0011
DIAGNOSIS
FAULT-FINDING TABLE, FAULT CODES

FAULT: THE ENGINE SPEED IS LIMITED TO 1000 RPM WHEN ACCELERATING. THE
THROTTLE VALVE ANGLE IS ALSO LIMITED TO 35% OF THE MAXIMUM THROTTLE VALVE
ANGLE THIS REACTION OCCURS AS A RESULT OF FAULT CODE P0172; SYSTEM TOO RICH
Fueltrim restricted to the time that the injector is
on until the pre-programmed limit = 75% for
20 seconds as a result of:
1. Too much fuel; 2
- Leaking LPG injector. Check the injectors.
- Earth connection in LPG injector control Check the wiring from the power module to the
wires. LPG injectors.
- LPG pressure sensor defective. Check the LPG pressure sensor.
- Connection to positive or earth in wiring of Check the LPG pressure sensor wiring.
LPG pressure sensor.
- LPG governor defective. Check the LPG governor.
- Measured MAP reading lower than actual Check the MAP sensor and air pipe.
reading.
2. Valve clearance incorrect; Check valve clearance.
- Clearance too large or small.
3. Closed loop control unit not working; Check the signal of the lambda sensor.
- Lambda sensor defective. Check the lambda sensor wiring.
- Lambda sensor wiring not correct. With the engine running, check the potential
difference with a Volt meter.
- Earth connection of EMS unit not correct.
Check the potential difference between cylinder
- Cylinder block earth not correct.
block and earth of the EMS unit.
ǹ 0011 45
DIAGNOSIS
ANGLE THIS RESPONSE OCCURS ON THE OCCASION OF FAULT CODE P0171
Fueltrim increases the time that the injector is on
until the pre-programmed limit = 115%
during 10 seconds as a result of:
2
1. Too little fuel
- Too low LPG pressure (steam in pipes);
- Too little LPG in the tank. Check amount of LPG in tank.
- Defective fuel pump. Check the fuel pump using an ammeter.
- LPG filters blocked. Check LPG filters.
- Constriction in LPG pipe. Check the LPG pipes and connections.
- Injection system not working;
- Defective LPG injector(s). Check LPG injectors.
- LPG injector wiring not correct. Check wiring between LPG injector and power
module.
- LPG injector activation incorrect. Check LPG injector wiring.
- Defective power module. Check power module.
- Injector activation from EMS unit not Check injector signal sent by EMS unit.
working.
- Connection unit not working;
- LPG pressure sensor defective. Check LPG pressure sensor.
- LPG pressure sensor not wired properly. Check wiring of LPG pressure sensor.
- LPG governor defective. Check LPG governor.
- Connection unit connected incorrectly. Check connections to coupling unit.
2. Too much air
- Leakage of air. Check inlet system for leaks.
- MAP sensor defective. Check MAP sensor function.
- MAP sensor wiring incorrect. Check MAP sensor wiring.
46 ǹ 0011
DIAGNOSIS
ANGLE THIS RESPONSE OCCURS ON THE OCCASION OF FAULT CODE P0171
3. Closed loop control not working
- Lambda sensor defective. Check the lambda sensor signal.
- Lambda sensor wiring not correct. Check the lambda sensor wiring.
- Lambda sensor pre-heating not correct. Check the function of the lambda sensor
pre-heating with an ammeter.
2
4. Poor combustion
- Fault in ignition. Check the ignition.
- Poor compression. Check the compression pressure.
- Exhaust back pressure too high. Check the exhaust back pressure.
5. Valve clearance incorrect
- Valve clearance to small or large. Check valve clearance.
6. Exhaust system leakage
- Leak in exhaust system between exhaust Check the exhaust system.
manifold and catalytic converter.
7. Defective coolant temperature sensor
- Coolant temperature sensor defective if Check the coolant temperature sensor.
engine is cold.
ǹ 0011 47
DIAGNOSIS
FAULT: YELLOW WARNING LAMP ILLUMINATES AS A RESULT OF FAULT CODES P0105 TO

P0108. THE ENGINE MANAGEMENT SYSTEM SWITCHES OVER TO AN EMERGENCY RUNNING
FUNCTION THAT USES THE THROTTLE SIGNAL TO REPLACE THE MAP SENSOR SIGNAL
MAP sensor incorrectly wired. Check the MAP sensor wiring for:
- Connection to positive
- Connection to earth
- Short circuits
2 The MAP sensor vacuum pipe is faulty. Check the MAP sensor vacuum pipe for:
- Seal
- Pinching
- Blockage
- Presence of the calibre
The suction section of the motor is defective. Check the inlet section for:
- Leakage of air
- Blockage
48 ǹ 0011
DIAGNOSIS
FAULT: YELLOW WARNING LAMP ILLUMINATES AS A RESULT OF

FAULT CODES P0110 TO P0113.
THE ENGINE MANAGEMENT SYSTEM SWITCHES OVER TO A REPLACEMENT VALUE FOR
THE INLET AIR TEMPERATURE OF 22.2°C.
If the inlet air temperature increases, the ignition timing is brought forward which can result in
pinking.
If the inlet temperature drops, the ignition timing is delayed, which can result in a higher exhaust
gas temperature.
Note:
Due to the above-mentioned results, it is important to remedy this fault as quickly as
2
possible.
Charge temperature sensor incorrectly wired. Check the charge temperature sensor wiring for:
- Short circuits
The inlet section is not working. Check the inlet section of the engine for:
- Seal
- Blockage
- Leaks
The charge temperature sensor is not working. Check the charge temperature sensor.
ǹ 0011 49
DIAGNOSIS

THE ENGINE MANAGEMENT SYSTEM SWITCHES OVER TO A REPLACEMENT VALUE FOR
THE COOLANT TEMPERATURE OF 86°C.
If the coolant temperature increases, the ignition timing is brought forward, which can result in
pinking.
If the coolant temperature drops, the ignition timing is delayed, which can result in not only a higher
exhaust gas temperature but can also lead to a shorter opening time which may lead to an excess of
2
fuel.
Note:
Due to the above-mentioned results, it is important to remedy this fault as quickly as
possible.
Coolant temperature sensor incorrectly wired. Check the coolant temperature sensor wiring for:
- Short circuits
(In all the above instances, the engine
management system assumes a replacement
value of 86°C with respect to the temperature.)
The coolant temperature sensor itself is not Check the coolant temperature sensor.
working.
50 ǹ 0011
DIAGNOSIS

THE ENGINE MANAGEMENT SYSTEM ASSUMES THE CENTRE POSITION OF THE THROTTLE
VALVE AS A REPLACEMENT VALUE.
If the centre position of the throttle valve is maintained, this means that the engine management
system assumes a replacement value of 2.5 V for the PWM signal. The idling speed will no longer
remain stable, as the engine management system no longer recognises idling speed. The DFCO
control (Deceleration Fuel Cut Off) is no longer active as idling speed is no longer recognised.
Possible cause
The throttle position sensor wiring is not correct,
Solution
Check the throttle valve position sensor wiring.
2
causing the following fault codes to occur:
- P0120 One of the signal wires of the throttle position
sensor has been interrupted.
- P0122 One of the signal wires of the throttle valve
position sensor makes a connection to earth.
- P0123 One of the signal wires of the throttle position
sensor makes a connection to positive.
The throttle position sensor itself is not working. Check the throttle position sensor.
ǹ 0011 51
DIAGNOSIS

THE ENGINE MANGEMENT SYSTEM SWITCHES OVER TO THE OPEN LOOP SITUATION.
If the engine management system switches to the open running situation, it will not be linked back to
the lambda sensor. The result is increased exhaust fumes and no combustion control. Therefore this
fault must be remedied as soon as possible.
2 The lambda sensor wiring is not correct, causing

the following fault codes to occur:
Check the lambda sensor wiring.
- P0130 The earth and/or lambda sensor signal wire has

been interrupted.
- P0131 The lambda sensor signal wire makes a
connection to earth.
- P0132 The earth and/or signal wire of the lambda
sensor makes a connection with positive.
- P0135 The lambda sensor pre-heating power supply
wires have been interrupted, make a connection
to positive or earth.
The lambda sensor itself is not working. Check the lambda sensor.
Note:
In all the above cases, the following apply:
1. If the voltage remains higher than 0.5V the
EMS unit can also save fault code P0172
(system too rich).
2. If the voltage remains higher than 0.5V the
EMS unit can also save fault code P0171
(system too lean).
52 ǹ 0011
DIAGNOSIS

THE ENGINE MANAGEMENT SYSTEM ASSUMES A REPLACEMENT VALUE OF 9 BAR FOR
THE FUEL PRESSURE.
If the engine management system switches to a replacement value of 9 bar, it is possible that, if the
fuel pressure increases sharply, fault code P0172 (system too rich) will also be stored.
The fuel pressure sensor wiring is not correct,
causing the following fault codes to occur.
Check the fuel pressure sensor wiring.
2
- P0190 - The earth wire (3066 or 3078) of one of the
two sensors has been interrupted.
- The signal wire (3069 or 3079) of one of the
- The supply wire (3070 or 3080) of one of the
- P0192 The earth wire (3066 or 3078) of one of the two
sensors makes a connection with positive.
- The signal wire (3069 or 3079) of one of the
two sensors makes a connection with
positive.
two sensors makes a connection with
positive.
- P0193 - The signal wire (3069 or 3079) of one of the
two sensors makes a connection with earth.
two sensors makes a connection with earth.
- The pressure sensor itself is not working. - Check the pressure sensor.
Note:
Depending on the software version it is possible
that only one of the two pressure sensors will be
used. The sensor that is not used (fuel pressure
sensor, fuel rail 2) shows an incorrect value in
the diagnostic screen. Connecting pin 8 of the
EMS unit to earth will show a value of 0 bar so
that no misunderstandings can arise.
ǹ 0011 53
DIAGNOSIS

THE ENGINE MANAGEMENT SYSTEM WILL ACTIVATE THE OVERBOOST FUEL CUT-OFF AS
THE RESULT OF THE BOOST PRESSURE RISING TOO HIGH.
Before the engine management system goes over to the overboost fuel cut-off situation, the inlet
manifold pressure must be a certain level above the request boost line for 1 second. As no boost
pressure control is possible during this situation, this fault must be remedied as soon as possible.
2 As a result of a mechanically jammed waste
gate, no boost pressure control is possible and
Check the waste gate in terms of the specified
adjustment procedure.
the overboost fuel cut-off situation will be
activated.
As a result of leakage of air from the inlet side of Check the air supply including the two reducing
the boost pressure valve, the overboost fuel valves.
cut-off situation is engaged.
The boost pressure control valve wiring is not
correct, causing the fault codes below to occur:
- P0243 - The boost pressure control activation signal
wire (4146) has been interrupted, whereby
the overboost fuel cut-off situation is engaged
and P0244 is also stored.
- P0245 - The boost pressure control activation signal

wire (4146) makes an earth connection,
whereby the overboost fuel cut-off situation is
engaged and P0244 is also stored.
- P0246 - The signal wire (4146) of the boost pressure

valve control makes a connection to positive,
so that no boost pressure control is possible
as the waste gate is continually open.
54 ǹ 0011
DIAGNOSIS

THE ENGINE MANAGEMENT SYSTEM WILL NOT INJECT AND IGNITE FUEL AS A RESULT OF
THE ENGINE SPEED SIGNAL NOT BEING RECIEVED PROPERLY.
As a result of non-ignition, not only will problems with driving occur but if the fault occurs regularly, it
could lead to damage to the engine and even the EMS unit itself.
As a result of the engine speed signal not being
properly received the engine does not start.
-
-
Check:
Using the diagnostics program or an
oscilloscope, check whether a correct engine
2
speed signal is being received.
The engine speed sensor wiring is not correct,
causing the following fault codes to occur:
- P0340 - The engine speed sensor signal wire (3030)
and/or the earth wire (3031) has been
interrupted.
- P0341 - The earth wire (3031) makes a connection
with positive.
makes a connection to earth.
makes a connection with positive.
Note:
If the engine speed signal is interrupted for a
short time due to an external fault (e.g. due to
the engine speed sensor wiring being too close
to a source of power), fault code P1339 may
occur. It is therefore important to use original
wiring and not change the position of the wiring
harness.
ǹ 0011 55
DIAGNOSIS

THE ENGINE MANGEMENT SYSTEM SWITCHES OVER TO THE OPEN LOOP SITUATION.
Each fault code detailed above refers to one of the six ignition coils. The cylinder in question no
longer ignites; the injector of this cylinder will be switched off to prevent subsequent burning in the
catalytic converter.
2 A fault in the primary circuit of the ignition,

whereby the following fault codes occur:
- P0351 The control wire of coil cylinder 6 from the EMS
unit (4130)
- Makes a connection with earth.
- Makes a connection with positive.
- Is interrupted.
unit (4122)
- Is interrupted.
unit (4126)
- Is interrupted.
unit (4120)
- Is interrupted.
unit (4128)
- Is interrupted.
unit (4124)
- Is interrupted.
Note:
The fault codes detailed above refer to the
activation of separate ignition coils. However,
the primary circuit also consists of a part of the
EMS unit and a part of the coil. At the point that
a problem is ascertained here, fault code P0350
is stored in the EMS unit memory.
56 ǹ 0011
DIAGNOSIS

THE ENGINE SPEED WILL BE HIGHER OR LOWER THAN 500 RPM AS A RESULT OF THE
IDLING SPEED CONTROL NOT WORKING PROPERLY DEPENDING
ON THE WIRING THAT IS DEFECTIVE.
Not only the idling speed actuator wiring but also the idling speed must be checked.
As a result of a mechanically jammed idling
speed actuator, the following fault codes may
arise:
2
- P0506 Check the function and free movement of the
idling actuator due to the continually too low
idling speed.
- P0507 Check the function and free movement of the
idling actuator due to the continually too high
idling speed.
A fault in the idling speed actuator has occurred - One of the two control wires (4139 or 4140)
so that no idling speed control is possible and has been interrupted so that, depending on
fault code P0505 occurs. which wire has been interrupted, the idling
speed can be adjusted to higher or lower
than 500 rpm.
- One of the two control wires (4139 or 4140)
makes a connection to positive, so that
depending on which wire makes a
connection, the idling speed can be adjusted
to higher or lower than 500 rpm.
- One of the two control wires (4139 or 4140)
makes a connection to earth so that,
depending on which wire makes a
connection, the idling speed can be adjusted
to higher or lower than 500 rpm.
Engine drawing in “false air”. - Check the seals.
ǹ 0011 57
DIAGNOSIS

THE ENGINE WILL NOT CATCH ON OR ONLY CATCH ON WITH DIFFICULTY IF THERE IS A
CONNECTION WITH POSITIVE AS A RESULT OF POOR POWER SUPPLY TO THE ENGINE
MANAGEMENT SYSTEM (NO PUMP MOTOR ADVANCE).
As a result of a power problem in the EMS unit,
the following fault codes will be stored.
2 - P0560 Check the power supply circuit for interruption.

Follow the order below.
- Check the voltage on pin 78 in relation to the
vehicle earth.
- Check the earth on pin 26 in comparison with
the vehicle earth (contact resistance).
- Check the input voltage (wire no. 1340) of
voltage splitter D864.
- Check the earth of the voltage divider D864.
- Check fuse E175.
- Check relay G255.
- Check fuse E178.
- Check contact switch.
- Check main switch.
- Check battery voltage.
- P0561 The EMS unit power supply varies too much
which can result in:
- voltage splitter D864 not functioning properly
- poor contact in wiring
- unstable of on-board voltage (alternator
voltage regulator)
- P0562 The EMS unit power supply is too low. Carry out
the check as described under P0560.
- P0563 The EMS unit power supply is too high. Carry
out the check as described under P0560.
Note:
If the correct signals are received on the various
components, such as voltage divider and relay,
but not sent out, the component itself is
defective.
58 ǹ 0011
DIAGNOSIS
SPARK PLUG FAULT-FINDING

TABLES
FAULT: THE ELECTRODES HAVE BEEN CORRODED, WHEREBY
THE ELECTRODE GAP HAS INCREASED
Worn spark plug. Replace the spark plug.
FAULT: THE ELECTRODES HAVE BECOME WET FROM THE OIL

2
Poor oil sump venting. Check the oil sump venting.
The engine’s oil consumption is too high as a Check the respective parts.
result of wear or damage to cylinders or piston
rings.
FAULT: THERE ARE DEPOSITS OF ASH ON THE ELECTRODES. THE DEPOSIT HAS A LIGHT
COLOUR AND A GRAINY STRUCTURE
The deposit is caused by supplements to the The deposit is not the cause, if the electrode has
lubricant that burns and settles on the spark not become too dirty causing the spark transfer
plug. to be restricted.
FAULT: THERE IS A GRAIN BETWEEN THE ELECTRODES

Cylinder stop has become detached. This occurs Clean the spark plugs.
when lengthy idling is followed by acceleration Avoid lengthy idling.
and deceleration.
ǹ 0011 59
DIAGNOSIS
FAULT: THE ELECTRODES HAVE MELTED

The mixture ignites too early as “hot spots” are Check the cylinder for “hot spots”.
present in the combustion chamber, such as
carbon deposits, sharp valve edges or a
protruding gasket.
Spark plugs of an incorrect heat rating have Fit the specified spark plugs.
2
been fitted.
FAULT: ELECTRODES AND/OR INSULATORS HAVE BEEN CRACKED OR DAMAGED

The combustion has shown detonation as: Inspect the cooling system.
- The engine has become too hot. Check the fuel and ignition system.
- The fuel/air mixture is incorrect.
- The injection is incorrect.
FAULT: THE ELECTRODES ARE COVERED WITH A THIN FILM OF CARBON

Fuel mixture too rich. Check the fuel system.
Injection system incorrect. Check the injection system.
Compression too low Check the compression.
FAULT: SCREW THREAD HAS BEEN PARTIALLY MELTED

- The spark plug has been fitted incorrectly, Replace the spark plug.
there has been insufficient heat discharge or Check the screw thread in the cylinder head.
there is a gas leak along the screw thread. Fit spark plug as specified.
60 ǹ 0011
DIAGNOSIS
GG engine Measuring compression
2.2 MEASURING COMPRESSION
A compression measurement is a quick check of

the sealing of the valves and the head gasket,
and of the sealing between the cylinder liner and
the piston rings.
The results of the measurement may only be
used for comparing the cylinders with each
other.
Notes:
- For compression measuring, the engine 2
must be at operating temperature.
- The throttle valve in the throttle valve
housing must be fully open during
measurements (full throttle position).
1. Remove the fuse from the injectors.
2. Remove the fuses from the ignition.
3. Remove the spark plugs.
4. During measurements and engine cranking,
fully depress the accelerator pedal, so that
the throttle valve is open.
5. Crank the engine through several turns
using the starter motor, so that any loose
carbon or dirt particles in the cylinder are
removed.
6. Place the correct adapter on the
compression gauge. See “Special tools”.
7. Insert the compression gauge in the spark
plug hole.
8. Carry out the measurement by running the
engine using the starter motor.
9. Let the engine run until the compression
meter ceases to increase.
10. Reinstall the spark plugs as specified.
11. Reinstall the fuses for the injectors and
ignition system.
The difference between the highest and
lowest readings must not exceed 15%.
ǹ 0011 61
DIAGNOSIS
Engine oil consumption test GG engine
2.3 ENGINE OIL CONSUMPTION TEST
Note:
An oil consumption test does not make sense
if the engine has not yet been run in.
The running-in period for a gas engine is
considerably longer than for a diesel engine.
Depending on operating conditions, a gas
engine is only fully run in after approx.
2
60,000 km.
Measuring engine oil consumption
1. First carefully inspect the engine for
oil leaks.
Inspect the air drier of the brake system for
traces of oil (oil consumption of the
air compressor).
2. Bring the engine to operating temperature.
3. Place the vehicle on a level surface.
4. Remove the oil drain plug and collect the
engine oil in a clean container.
5. Allow the oil to drain for 15 minutes.
6. Pour all the oil into a measuring jug and fill
the sump. The graduations on the oil can
must be accurately legible to 0.1 litres. Pour
the oil back into the oil sump.
7. Note the precise amount of engine oil (A),
with which the sump has been filled.
Note the kilometre reading of the vehicle.
8. Drive between 500 and 1,000 km under
similar conditions as those in which the
vehicle is normally used.
If necessary, oil can be topped-up during
the journey, provided that this is done with a
jerrycan with a legible scale which has been
filled in the workshop with a measured and
noted quantity of oil.
62 ǹ 0011
DIAGNOSIS
GG engine Engine oil consumption test
9. After the journey drain the oil again, taking

care that the engine is at operating
temperature. Allow the oil to drain out of the
sump for 15 minutes.
10. Pour the oil back into the sump with a
measuring jug and note (to an accuracy of
less than 0.1 litres) the amount of engine oil
left (B), as well as the kilometre reading.
2
11. If applicable, determine how much oil has
been added en route from the jerrycan
taken along (to an accuracy of less than
0.1 litres) (C).
12. Calculate the oil consumption using the
following formula.
Odometer Odometer
Oil reading A -- reading B
consumption = = km/l
litres A -- litres B + litres C
13. If oil consumption is higher than 800 km/l,

contact your DAF representative.
Note:
Remember before further investigating the
cause of high oil consumption, that oil
consumption depends heavily on operating
conditions.
In particular regular engine braking over long
periods, and running the engine at idling speed
for long periods will negatively influence oil
consumption.
ǹ 0011 63
DIAGNOSIS
Engine oil consumption test GG engine
64 ǹ 0011
SPECIAL TOOLS
GG engine Special tools
3. SPECIAL TOOLS
0109747 0484899
0535551
0535625
Item Description Application DAF no.

1. Engine compression tester Measuring compression 0109747
2. Puller, crankshaft oil seal Removal of crankshaft oil seals, in 0484899
combination with 0694928
3. Oil pressure gauge Measuring the lubricating oil 0535551
pressure
4. Cylinder liner installer (complete) Removal and installation of cylinder 0535625
liners
ǹ 0011 65
SPECIAL TOOLS
Special tools GG engine
0535626 0535631
0535632 0535633

5. Stud (part of 0535625) Removal and installation of cylinder 0535626
liners
6. Plate (part of 0535625) Removal and installation of cylinder 0535631
liners
7. Threaded spindle nut Removal and installation of cylinder 0535632
(part of 0535625) liners
8. Threaded spindle nut Removal and installation of cylinder 0535633
(part of 0535625) liners
66 ǹ 0011
SPECIAL TOOLS
0535699 0535755
0535756 0535937

9. Camshaft bearing bush driving tool Installation of camshaft bearing 0535699
bush
10. Plate (part of 0535625) Removal and installation of cylinder 0535755
liners
11. Pin (part of 0535625) Removal and installation of cylinder 0535756
liners
12. Bearing set (part of 0535625) Removal and installation of cylinder 0535937
liners
ǹ 0011 67
SPECIAL TOOLS
0694795 0694912
0694921 0694928

13. Height measuring block Measuring cylinder liner height 0694795
14. Guide pin Guide pin for installing cylinder 0694912
head
15. Thermostat seal driver Installation, thermostat housing seal 0694921
16. Slide hammer Removing crankshaft seals in 0694928
combination with 0484899
68 ǹ 0011
;
SPECIAL TOOLS
;;;
;;;
;
0695000 1240432
FLUKE
200
mV
MN
-vI- 50 00
V mA
100
V nA
150
OFF
1240437
1240442

17. Crankshaft seal driver, flywheel end Installing crankshaft seal, flywheel 0695000
end
18. 12-sided cap Removal and installation of 1240432
connecting rod cap bolts
19. Fluke 87 multimeter Diagnosis of electrical components 1240437
20. “Krikit I” (250 - 700 N) V-belt tension Adjusting V-belt tension, single belt 1240442
gauge
ǹ 0011 69
SPECIAL TOOLS
500
100
160
0
200
300
1240443 1240448
;;;;
; ;
1240455
;
;;; 1240476

21. “Krikit I” (450 - 1500 N) V-belt Adjusting V-belt tension, “Twin belt” 1240443
tension gauge
22. Vibration damper puller Removal, vibration damper 1240448
23. Crankshaft seal installer, timing Installation of crankshaft seal, 1329446
gear end timing gear end
24. Oil heat exchanger pressure test Pressure-testing oil heat exchanger, 1240476
plate in combination with 1240477
70 ǹ 0011
SPECIAL TOOLS
1240477 1329370
1434129

25. Oil heat exchanger pressure test Pressure-testing oil heat exchanger, 1240477
plate in combination with 1240476
26. Driver, valve seal Installation, valve seal on valve 1329370
guide
27. Valve block Disassembly, fuel filter 1434129
28 Puller, timing seal Removal, timing seal 1329458
29. Adapter for compression gauge Measuring compression *
30. Gas detection gauge Tracing gas leaks *
31. Stroboscope Checking and setting injection *
timing
* Commercially available tools
ǹ 0011 71
SPECIAL TOOLS
72 ǹ 0011
TECHNICAL DATA
GG engine General
4. TECHNICAL DATA
4.1 GENERAL
The data refers to new parts in ex-works

condition.
The definitions of “cold engine” and “warm
engine” are as follows:
- A “cold engine” is an engine which, after
having been at operating temperature, has
been allowed to cool down for at least six
hours.
- A “warm engine” is an engine which, after
having been at operating temperature, has
not been operated for at most thirty
minutes.
The direction of rotation is clockwise, as seen
from the timing gear end.
4
The first cylinder of the engine is the cylinder at
the timing end.
For the tightening torques, see the standard
tightening torques for dipped nuts and bolts,
section 1, “Introduction”.
Only the tightening torques which differ from
these standard tightening torques are listed in
the technical data.
When locking and sealing compounds are used,
the threaded parts of nuts, bolts, studs and
tapped holes should be carefully cleaned and
degreased. This is done to ensure optimal
effectiveness of the locking or sealing
compound.
Overview of locking compounds, sealants,
etc.
Any locking compound, sealant, lubricant or
other product mentioned may be replaced by an
equivalent.
Locking compounds
Loctite 243
Loctite 270
Sealing compounds
Loctite 510
Loctite 572
Transparent silicon cement (non-corrosive,
oil-resistant and temperature-resistant between
--50° and +150°C)
Lubricants
Molykote P37
“Never Seez”
ǹ 0011 73
TECHNICAL DATA
4.2 TIGHTENING TORQUES
Starter motor
Attachment nuts : 68 Nm*
Alternator
Pulley attachment nut
- 80 Amp alternator (M 16) : 70 Nm
- 140 Amp alternator (M 27) : 155 Nm
Air compressor
Compressor gear attachment nut : 120 Nm*
Compressor attachment bolts : 95 Nm
Lambda sensor
4
Attachment : 55 Nm***
Sensors and transmitters

Temperature transmitter (for sensor in cab) : 20 Nm maximum
Pulse transmitter (for rev counter in cab): : 50 Nm maximum
Inlet manifold
Hollow screw attachment or ISC valve pipe
Idling speed control valve : 50 Nm
Exhaust manifold
Attachment nuts : according to standard**
Turbocharger
Compressor housing clamping plate bolts : 12 Nm
Attachment nuts : according to standard**
Insulation cover bolts : according to standard**
Coolant pipe adapter nipple : 40 Nm
Coolant pipe hollow screw : 35 Nm
Timing wheel drive

Attachment bolts : 20 Nm
Gear attachment bolt : 180 Nm*
Coolant pump
Gear attachment nut : 75 Nm
* Use Loctite 243

** Use Molycote P37
*** Use “Never Seez”
74 ǹ 0011
TECHNICAL DATA
Steering pump
Gear attachment nut : 80 Nm*
Suction pipe connection supply pipe : 100 Nm maximum
Supply pipe connection : 50 Nm maximum
Hydro pump
Gear attachment nut : 55 Nm
Attachment nuts/bolts : according to standard*
Spark plug
Attachment : 31 2 Nm**
Fuel pipes
M10 hollow screws : 10 1 Nm
Filter
Filter housing cover : 5 - 10 Nm 4
Injector holder
Attachment bolts for injector holder : 30 Nm
Injector attachment plate bolts : 5 - 6 Nm
Discharge pipe screws : 4 - 5 Nm
Connection unit
Pressure sensor : 4 - 6 Nm
Ignition coil attachment bolt : 5 - 6 Nm
Fuel tank
Tank capacity gauge Allen screws : 5 - 7 Nm
Safety valve : 100 Nm***
Melting plug : 65 5 Nm***
80% fill limiter : 100 Nm***
Square coupling of 80% fill limiter : 30 - 40 Nm
Discharge valve : 100 Nm***
Attachment bolt of ignition coil on discharge
valve : 5 - 6 Nm
Hollow screw of discharge valve : 8 - 9 Nm
Attachment bolts of tank cover : 20 - 25 Nm
Attachment bolt, pump bracket to cover : 20 - 25 Nm
Return valve in tank : 35 - 40 Nm***
Return valve in attachment plate : 20 - 25 Nm***
Return valve attachment plate Allen screws : 5 - 7 Nm
Sealing plug if 2nd return valve not fitted : 35 - 40 Nm***
Wiring feed-through : 50 - 55 Nm***
* Use Loctite 243

** Use a little Molycote P37
*** Apply 3 layers of Teflon - masking tape and
Loctite 570. Continue tightening until the
correct position is reached
**** Apply 3 layers of Teflon masking tape and
Loctite 570
ǹ 0011 75
TECHNICAL DATA
Valve covers
Cap nuts for valve cover : 40 Nm
Cylinder head tightening torques

Rocker shaft bracket shoulder stud : 115 Nm
Cylinder head bolts
1st stage, M16 bolts : 50 Nm*
2nd stage, M16 bolts : 150 Nm
3rd stage, M12 bolts : 95 Nm*
4th stage, M16 bolts, angular displacement : 60°
5th stage, M16 bolts, angular displacement : 60°
For the reuse of cylinder head bolts, consult
the “Cylinder head” section.
Cylinder block tightening torques

Main bearing cap attachment bolts
4 1st stage
2nd stage angle tightening
:
:
150 12 Nm**
120°
Connecting rod bearing cap attachment bolts
property class 10.9
1st stage : 80 Nm***
2nd stage angle tightening : 120°
Cover attachment bolts (bottom) : according to standard*
Timing
Vibration damper attachment bolts,
tighten in three stages
1st stage : 40 Nm
2nd stage : 60 Nm
3rd stage : 90 Nm
Pulley attachment bolts : according to standard*
Timing case attachment bolts : according to standard*
Timing case cover attachment bolts : according to standard
Camshaft lock plate attachment bolts : 21 Nm*
Camshaft gear attachment bolt : 425 Nm*
Idler gear attachment bolt : 115 Nm
Flywheel
Attachment bolts : 130 Nm*
Flywheel housing
Attachment bolts : 95 Nm*
Sealing compound : Loctite 510
* Use Loctite 243

** Apply a drop of engine running in oil to the
thread and bearing surface
*** Only fit new bolts, do not use property
class 9.8 bolts any more. Apply a drop of
engine running in oil to the thread and
bearing surface
76 ǹ 0011
TECHNICAL DATA
Lubrication system
Oil drain plug : 60 Nm
Oil filter : 35 Nm
Oil sump attachment bolts : 20 Nm
Bypass valve plug : 80 Nm
Attachment bolts, oil pump to
attachment plate : 25 Nm
Attachment bolts, attachment bolts
of oil pump to bearing cap
- property class 8.8 : 45 Nm*
- property class 10.9 : 60 Nm*
Idler gear/oil pump attachment bolts
- property class 8.8 : 45 Nm
- property class 10.9 : 60 Nm
Other attachment nuts and bolts for
internal oil pipes and brackets : according to standard*
Engine mountings 4
Timing gear side
- M14 engine bracket attachment bolts : 170 Nm
- M8 engine bracket attachment bolts : 30 Nm*
- Attachment bolts to DAF vibration damper
bracket : 110 Nm
Flywheel end
- Flywheel housing bracket attachment bolts : 260 Nm
- Attachment bolts to DAF vibration damper
bracket : 260 Nm + 90° angular displacement
* Use Loctite 243
ǹ 0011 77
TECHNICAL DATA
Fuel and ignition system GG engine
4.3 FUEL AND IGNITION SYSTEM
Fuel system general

Firing order : 1-5-3-6-2-4
Engine speeds
- starting speed : > 180 rpm
- idling speed : 500 25 rpm
- maximum unloaded speed : 2100 30 rpm
- fuel cut-off by ECU : approx. 2250 rpm
Sensors
Crankshaft speed/position sensor
internal resistance at 20°C : 860 86 ohms
4 Coolant temperature sensor

resistance : 5V
Inlet manifold air temperature sensor

resistance : 5V
Inlet manifold air pressure sensor

resistance : 5 Volt
output frequency
- stationary engine (with contact on) : approx. 154 Hz
- idling engine : approx. 125 - 135 Hz
Lambda sensor
voltage reading (engine at operating
temperature) : 0 - 1.0 V
78 ǹ 0011
TECHNICAL DATA
GG engine Fuel and ignition system
Components of fuel system

Fuel pump
pump motor current consumption : approx. 1.8 A
(Note: the start-up current of the pump motor
may quickly increase to approx. 15 A during
start-up)
Electromagnetic discharge valve (fuel tank)

resistance : 24 V
Electromagnetic valve of connection block

resistance : 24 V
Injector
resistance : 24 V
internal resistance, injector coil
Injector holder
: 1.8 0.18 ohms
4
pressure test : 25 bar
Fuel filter
pressure test : 25 bar
Ignition coil
Firing order : 1-5-3-6-2-4
Ignition timing
- idling speed (engine at operating
temperature) : 16° 0.5° before TDC
Ignition coil
resistance : 24 V
resistance primary coil : 0.4 0.04 ohms
resistance secondary coil : 7.9 0.79 kOhm
Spark plug
electrode gap : 0.60 - 0.70 mm
ǹ 0011 79
TECHNICAL DATA
Exhaust, inlet, lubricating oil and cooling system GG engine
4.4 EXHAUST, INLET, LUBRICATING OIL AND COOLING SYSTEM
Exhaust back pressure

At maximum speed, under load : 9 kPa maximum
Inlet underpressure after air cleaner

At maximum speed, under load
- new air cleaner : 3.0 kPa maximum
- used air cleaner : 7.5 kPa maximum
Pressure limiting valve

Opening pressure : 35 kPa pressure difference
Inlet underpressure
- at idling speed : approx. 30 5 kPa
4
- max. : 145 kPa
Charging pressure control valve

- reading at idling speed : 70%
Idling speed control valve

- reading at idling speed : approx. 40% - 60%
Lubricating oil system filling capacities

Oil sump capacity (excluding heat exchanger
and filter) on an engine with one drain plug.
Angle of engine installation 0° or 4°:
- maximum level : approx. 23.5 litres
- minimum level : approx. 17.5 litres
Angle of engine installation of 7°:
Oil sump capacity (excluding heat exchanger

and filter) on an engine with two drain plugs
(second drain plug located on an oil pipe on
the bottom of the engine).
Angle of engine installation 0°, 4° and 7°:
Oil pressure
- maximum engine speed : 3.75 - 4.75 bar
- idling speed (engine at operating
temperature) : 0.55 bar minimum
Oil filter
Type : disposable
Number : 2
Opening pressure of bypass valve : 2.5 0.3 bar pressure difference
80 ǹ 0011
TECHNICAL DATA
GG engine Exhaust, inlet, lubricating oil and cooling system
Oil heat exchanger

Opening pressure of bypass valve : 2 bar pressure difference
Test pressure of coolant section (air pressure) : 2.5 bar
Cooling system
Thermostat opens at : 80_C
Thermostat min. 9.5 mm open at : 92_C
Cooling system test pressure : 0.4 - 0.5 bar
ǹ 0011 81
TECHNICAL DATA
Basic engine GG engine
4.5 BASIC ENGINE
Valve overview
B A B A B A B A B A B A
M200305
4 A = Exhaust valve
B = Inlet valve
C = Timing gear side
Valve clearance
Inlet valve (cold) : 0.45 - 0.50 mm
Exhaust valve (cold) : 0.8 mm
Valve timing diagram with valve clearance

of 0.5 mm
Inlet valve opens at : 4_ before TDC
Inlet valve closes at : 36° after BDC
Exhaust valve opens at : 60° before BDC
Exhaust valve closes at : 4_ after TDC
Valve springs
Spring length outer spring:
- loaded to 260 N : approx. 66 mm
Spring length inner spring:
Cylinder head
Test pressure (air pressure) : 1.5 bar
82 ǹ 0011
TECHNICAL DATA
GG engine Basic engine
Number of teeth, timing gears

- crankshaft gear : 31
- idler gear : 52
- camshaft gear : 62
- fuel pump gear : 62
- air compressor gear : 27
- oil pump idler gear : 24
- steering pump gear : 18
- water pump gear : 23
- hydro pump gear : 24
Flywheel/flywheel ring gear

Axial difference, measured to 120 mm
from the centre : max. 0.10 mm
ǹ 0011 83
TECHNICAL DATA
Overhaul data GG engine
4.6 OVERHAUL DATA
M2 00 009
Cylinder head
Minimum height after overhaul
on revision (dimension A) : 113.50 mm
Roughness : 0.4 - 1.6 µm
4
A B
M2 01 028
Inlet valve seats
Seat angle : 20_ 0.25
Internal dia. : 44.9 - 45.01 mm

External dia. : 54.11 - 54.13 mm
Thickness of high seat : 6.75 mm
Thickness of low seat : 6.35 mm
Cylinder head recess:
- depth : 10.0 - 10.2 mm
- diameter : 54.00 - 54.03 mm
Distance between valve sear and cylinder : 3.22 - 3.97 mm
head surface (dimension A) of high seat
Distance between valve sear and cylinder : 3.62 - 4.37 mm
head surface (dimension A) of low seat
84 ǹ 0011
TECHNICAL DATA
GG engine Overhaul data
A B
M2 01 028
Exhaust valve seats
Seat angle : 20_ 0.25
Internal dia. : 39.9 - 40.1 mm
External dia. : 49.61 - 49.63 mm
Thickness of high seat : 7.7 mm
Thickness of low seat : 7.3 mm
Cylinder head recess:
- depth : 11.0 - 11.2 mm
4
- diameter : 49.50 - 49.53 mm
Distance between valve sear and cylinder
head surface (dimension A) of high seat : 3.27 - 4.02 mm
Distance between valve sear and cylinder
head surface (dimension A) of low seat : 3.67 - 4.42 mm
Inlet valves
Valve head dia. : 49.9 - 50.1 mm
Seat angle : 19_30′
Valve head to cylinder head clearance
(dimension B) of high seat : 0.02 - 1.37 mm
(dimension B) of low seat : 0.42 - 1.77 mm
Valve rod dia. : 9.935 - 9.953 mm
Exhaust valves
Valve head dia. : 45.4 - 45.6 mm
Seat angle : 19_30′
(dimension B) of high seat : 0.07 - 1.42 mm
(dimension B) of low seat : 0.47 - 1.82 mm
Valve rod dia. : 9.905 - 9.923 mm
ǹ 0011 85
TECHNICAL DATA
M2 00 012
Valve guides
Overall length : 79 mm
Internal dia. : 10.014 -10.026 mm
External dia. : 16.026 -16.044 mm
Projection of valve guide above cylinder head :
(dimension A) 23.5 - 24.5 mm
Tappets
Standard external dia. : 35.949 - 35.965 mm
4 Excess external dia. : 36.455 - 36.439 mm
Rocker shaft and rocker

Rocker shaft dia. : 22.193 - 22.206 mm
Internal dia., opened bearing bush : 22.213 - 22.234 mm
Oil duct bore dia. : 2.0 mm
86 ǹ 0011
TECHNICAL DATA
M2 00 015
Cylinder block
Min. dimension after refacing (dimension A) : 343.65 mm
Roughness
Depth of chamber, cylinder lining collar
:
:
0.4 - 1.6 µm
5.98 - 6.02 mm
4
Cylinder liner bore
- standard : 123.472 -123.498 mm
- excess : 123.722 - 123.748 mm
Bore, main bearing shells : 92.050 - 92.075 mm
Bore, camshaft bearings : 63.985 - 64.015 mm
Bore, standard tappets : 36.000 - 36.025 mm
Bore, oversize tappets : 36.506 - 36.531 mm
Pressure-testing pressure : 1.5 bar
Cylinder liners
External dia. of cylinder liners
- standard : 123.499 - 123.501 mm
- excess : 123.749 - 123.751 mm
Inspection dimensions within dia. of cylinder :
liner after fitting 117.982 - 18.035 mm
Height of cylinder liner above cylinder block : 0.02 - 0.10 mm
ǹ 0011 87
TECHNICAL DATA
Crankshaft
7
6
5
4
3
2
1 C
A M2 00 142
4 Max. run-out between 2 adjacent

main bearing journals : 0.08 mm
Max. run-out of centre main bearing with front
and rear main bearing journals supported : 0.25 mm
Flange dia. of rear end oil seal (C) : 124.98 - 125.02 mm
Main bearings, crankshaft

Diameter main bearing journals (A)
Code number 0: standard dia. : 87.98 - 88.02 mm
Code number 1: 1st undersize : 87.73 - 87.77 mm
Code number 2: 2nd undersize : 87.48 - 87.52 mm
Code number 3: 3rd undersize : 87.23 - 87.27 mm
Width, 1st bearing journal : 43.96 - 44.04 mm
Width, 2nd, 3rd, 5th and 6th main bearing :
journal 39.9 - 40.1 mm
Width of 4th bearing journal
- standard : 57.975 - 58.025 mm
- 1st oversize : 58.229 - 58.279 mm
- 2nd oversize : 58.483 - 58.533 mm
Width, 7th bearing journal : 47.9 - 48.1 mm
Fillet radius : 4.50 - 5.00 mm
Crankpins
Diameter of crankpins (B)
Code number 0: standard dia. : 79.98 - 80.02 mm
Code number 1: 1st undersize : 79.73 - 79.77 mm
Code number 2: 2nd undersize : 79.48 - 79.52 mm
Code number 3: 3rd undersize : 79.23 - 79.27 mm
Width : 47.96 - 48.04 mm
Fillet radius : 4.50 - 5.00 mm
88 ǹ 0011
TECHNICAL DATA
Crankshaft end play

End play : 0.05 - 0.35 mm
Thrust washer thickness
- standard : 2.286 mm
- excess : 2.413 mm
Main bearing shells, crankshaft

Width of 1st and 7th main bearing shell : 35.8 - 36.2 mm
Width of 2nd, 3rd, 5th and 6th main bearing : 28.3 - 28.7 mm
shell
Width of 4th main bearing shell : 43.8 - 44.2 mm
Internal dia. fitted : 92.075 mm
Undersizes : 3 x 0.25 mm
Connecting rods
Big-end initial bore dia. : 83.564 - 83.576 mm
Centre-to-centre distance, big-end/small-end
Small-end bush dia. to be reamed to
:
:
231.97 - 232.03 mm
48.031 - 48.039 mm
4
Big-end bearing shells
Internal dia. fitted : 80.084 - 80.120 mm
Bearing clearance : 0.064 - 0.140 mm
Undersizes : 3 x 0.25 mm
Pistons
Bore for the gudgeon pin : 48.003 - 48.009 mm
Piston rod
Gudgeon pin dia. : 47.994 - 48,000 mm
Clearance in small-end bush : max. 0.045 mm
ǹ 0011 89
TECHNICAL DATA
M2 00 016
Camshaft
Journal dia. : 57.91 - 57.93 mm
Dimension from nose to back of cam
(dimension A)
- cam, inlet valve : 48.46 - 49.30 mm
- cam, exhaust valve : 48.60 - 49.44 mm
4
End play : 0.10 - 0.55 mm
Backlash, timing gears

Idler gear to camshaft gear : 0.02 - 0.22 mm
Idler gear to crankshaft gear : 0.02 - 0.20 mm
Idler gear to timing gear : 0.02 - 0.22 mm
Steering pump gear and idler gear : 0.02 - 0.19 mm
Camshaft and air compressor gear : 0.02 - 0.22 mm
Crankshaft gear to oil pump idler gear : 0.02 - 0.20 mm
Intermediate to oil pump gear wheels : 0.02 - 0.20 mm
Camshaft to water pump gear : 0.02 - 0.20 mm
Backlash, idler gear

Idler gear end play : 0.03 - 0.25 mm
Lubricant pump
Bearing bush dia. to be reamed to : 22F7
90 ǹ 0011
TECHNICAL DATA
GG engine Overview, wear measurements
4.7 OVERVIEW, WEAR MEASUREMENTS
1 2 3 4 5 6
1 2 3 4 5 6
Ø A1
Ø A2 B
Ø A3
Ø A4 Ø A1 A
Ø A5
4
Ø A6 20 mm
1
Ø B1 2
Ø B2 3
Ø B3 4
Ø B4 5
Ø B5 6
30 mm
Ø B6
G
D
Z z
D
S1
S2 1
2
S3 3
4
S4
S
M2 00 017
ǹ 0011 91
TECHNICAL DATA
Overview, wear measurements GG engine
A
B
A
B
4
M2 00 018
92 ǹ 0011
ENGINE ASSEMBLY
GG engine Removal and installation, engine
5. ENGINE ASSEMBLY
5.1 REMOVAL AND INSTALLATION, ENGINE
This paragraph provides a number of general

guidelines for the removal and installation of
the engine.
When removing and installing the
engine, use sound equipment and
remember safety.
Even with the engine not running,

there is liquefied gas in the
fuel pipes.
When disconnecting a fuel pipe,

always wear protective gloves
and goggles.
When removing and installing fuel

pipes, following the safety
regulations. See “Warnings” under
“Fuel and ignition system”. 5
Removal
- Remove the battery earth cables.
- Drain the coolant and capture it in a clean
container.
- If the coolant is not contaminated, it may
be reused.
- Drain the engine oil. This may not
be reused.
- Plug all pipe openings to prevent any dirt or
small components falling into the engine,
radiator or other components.
- Mark the wiring if there is a risk of
incorrect connection.
ǹ 0011 93
ENGINE ASSEMBLY
Removal and installation, engine GG engine
- Mark the fuel pipes.

Remove the fuel pipes. See “Fuel and
injection system”.
Plug all pipe openings so that no dirt can
enter the system.
- If possible, remove the steering and
hydropumps with the pipes still connected,
so these systems do not need to
be drained.
- Safely remove the engine from the vehicle.
Installation, engine
- Replace all gaskets and sealing rings.
- Check, and if in doubt, replace the rubber
engine mountings.
- Safely replace the engine in the vehicle.
- Check and if in doubt replace the air and
coolant pipes. Clean the inside of the
5
coolant pipes where they connect with a
pipe or flange. Also clean the sealing face
surface of the pipe or flange.
- Check and if in doubt replace the flexible
pipe clamps.
Apply a little grease to the moving section of
the flexible pipe clamp.
- Tighten the threaded connections to the
specified torques.
- Ensure that the earth leads have made
sound contact.
- Connect the fuel pipes as
described, and check for leaks.
See “Fuel and ignition system”.
- Connect the wiring as it was
originally connected.
94 ǹ 0011
ENGINE ASSEMBLY
GG engine Removal and installation, engine
- Position the plastic pipes as originally, to

prevent any risk of chafing.
- Fill the cooling system with the specified
coolant. See “Cooling system”.
- Top up the engine with the specified
engine oil.
- If applicable, fill the steering and hydraulic
systems with the specified oil.
- Attach the battery leads.
- Prevent the engine from operating and
using the starter motor, crank the engine
until the oil pressure warning lamp
is extinguished.
- Start the engine, switch the cab heating to
“maximum” and run the engine to operating
temperature. Check for leaks and
unusual noises.
- Check the coolant and engine oil levels. 5
- If applicable, bleed the steering and
hydraulic systems.
- Tighten the hose clips again.
- Make a test run. After the test drive, check
the coolant and engine oil levels again.
ǹ 0011 95
ENGINE ASSEMBLY
Removal and installation, engine GG engine
96 ǹ 0011
CONSTRUCTION PARTS
GG engine Removal and installation, inlet manifold
6. CONSTRUCTION PARTS
6.1 REMOVAL AND INSTALLATION, INLET MANIFOLD
1 2
6
6
13
12
9
7 12
8
9
10
11
M200639
ǹ 0011 97
CONSTRUCTION PARTS
Removal and installation, inlet manifold GG engine
Removal, inlet manifold

1. Remove the flexible air pipes from the
throttle valve housing (1) and the idling
speed control valve (11). Plug the openings.
2. Detach the connectors from the actuator
and air temperature sensor.
3. Remove the flexible pipes for the charge
pressure sensor and the manifold pressure
limiting valve.
4. Depending on the reason for removal of the
inlet manifold, remove both injector holders
or leave the injector holders on the
manifold.
For the removal of the injector holders and
fuel pipes and the relevant safety
instructions, see “Fuel and ignition system”.
5. Remove the attachment bolts (4 and 5) and
remove the manifold (6).
6. Remove any remaining gasket pieces.
Installation, inlet manifold
1. Fit new gaskets (4 x gasket 12 and
6
2 x gasket 13) to the inlet manifold (6) and
fit the manifold. Evenly tighten the
attachment bolts (4 and 5).
2. If applicable, fit the pipe connector (8).
Tighten the pipe connector to the specified
torque. See “Technical data”.
3. Fit both injector holders if they have been
removed. See “Fuel and ignition system”.
4. Connect the fuel pipes. See “Fuel and
ignition system”.
98 ǹ 0011
CONSTRUCTION PARTS
GG engine Removal and installation, inlet manifold
5. Connect the flexible pipes for the charge

pressure sensor and the pressure limiting
valve to the manifold.
6. Connect the connectors to the actuator and
air temperature sensor.
7. Check the condition of the flexible pipes and
flexible pipe clamps, and connect the
flexible air pipe for the throttle valve housing
(1) and the idle speed control valve (11).
Lightly grease the moving section of the
flexible pipes clamps, and tighten the
flexible pipe clamps.
8. Check the connections of the inlet manifold
for leaks.
ǹ 0011 99
CONSTRUCTION PARTS
Removal and installation, turbocharger GG engine
6.2 REMOVAL AND INSTALLATION, TURBOCHARGER
Removal, turbocharger
1. Drain the coolant.
2. Remove the circlip (2) and remove the rod
(3) from the shaft (1). 1 3
3. Remove the flexible air pipe from the air
cylinder (4). Plug the openings.
4. Remove the air cylinder (4). 2 4
5. Remove the air pipes and the elbow from
the intake side. Plug the openings. M2 00 611
6. Remove the nuts (3) and remove the

turbocharger exhaust pipe.
7. Detach the coolant pipe (2) from the
cylinder block. Plug the openings.
1 2
8. Remove the coolant pipe (7).
9. Remove both lubricating oil pipes (1 and
10). Capture any escaping oil. Plug 5 6 7
the openings. 4
3
6 10. Remove the insulation caps (8 and 9).
11. Remove the attachment nuts from the
turbocharger (6) on the exhaust manifold
using a bent ring spanner if necessary.
Detach the turbocharger (6) from
the manifold. 8 9 10 11 12 13
Remember, lubricating oil and coolant may M2 00 612
escape from the pipe connections.
12. Remove the gaskets and, if present, the
filler block.
100 ǹ 0011
CONSTRUCTION PARTS
GG engine Removal and installation, turbocharger
Installation, turbocharger
1. Prior to installation, ensure that the
turbocharger:
- runs smoothly;
- does not drag;
- has a little radial play.
In addition, check
- the sealing face of the “waste gate”
valve and the seat of the “waste gate”
valve;
- ensure that the “waste gate” valve
runs smoothly.
2. Clean and check all sealing faces.
3. Replace all gaskets and sealing rings.
4. Clean the thread of all threaded studs, bolts
and tapped holes relating to the attachment
of the turbocharger (6), the exhaust pipe
and the insulation caps (8 and 9). Apply
Molykote P37 to the thread of the studs
and bolts.
Only install the parts listed above using
original nuts and bolts.
5. In the case of a new turbocharger, apply
Loctite 572 to the adapter nipples of the
coolant pipes, and mount on the 6
turbocharger. Tighten the adapter nipples to
the specified torque. See “Technical data”.
6. Semi-tighten the coolant pipe (1) on
the rear of the turbocharger (6) to the
turbocharger (6).
7. If a filler block is used, fit the turbocharger
(6) to the exhaust manifold. Evenly tighten
the turbocharger attachment nuts.
Use a bent ring spanner for this
if necessary.
ǹ 0011 101
CONSTRUCTION PARTS
Removal and installation, turbocharger GG engine
8. Check that the compressor housing (12) is

in the correct position. If necessary, the
compressor housing (12) can be turned.
To do this, untighten the attachment bolts
(5) on the side of the compressor housing
1
(12) and rotate the housing into the 2
correct position.
Tighten the bolts to the specified torque.
See “Technical data”. 6
5 7
9. Install the coolant pipes (2 and 7) free 3 4
from tension.
10. Fit the insulation caps (8 and 9). Prior to
installation, apply Molykote P37 to the
attachment bolts (11).
11. Fit the oil discharge pipe (1) free
from tension. 8 9 10 11 12 13
M2 00 612
12. Spray a little clean engine oil into the
connection for the oil supply pipe (10) and
attach the oil supply pipe (10) free
from tension.
13. Fully open the “waste gate” valve, by
turning the shaft (1) anti-clockwise, as far as
6 possible. In this setting, mark the position of

the shaft (1).
14. Install the air cylinder (4), and connect the
rod (3) to the shaft (1).
15. Check the adjustment of the rod:
- The rod (3) must be under slight
preload, so that the “waste gate” valve
is forced onto its seat.
- The “waste gate” valve must be fully
1 2 3 4 5
openable. Check, according to the
M2 00 910
mark applied.
102 ǹ 0011
CONSTRUCTION PARTS
GG engine Removal and installation, turbocharger
16. If necessary, adjust the rod as follows. Hold

up the rod (2) of the air cylinder (1) while
untightening and tightening the rod (3).
Should the rod (2) of the air cylinder (1)
rotate, the diaphragm of the air cylinder (1)
1
will be damaged. 2
- Screw the rod (3) in or out until the rod
(3) can be mounted on the shaft (5)
free from tension. 6
- Then screw the rod (3) two further turns
5 7
inwards (shorten the rod). 3 4
- Check the setting.
- Mount the rod (3) on the shaft (5).
17. Install the circlip (4).
18. Connect the flexible air pipe to the air
cylinder (1).
8 9 10 11 12 13
19. Fit the elbow piece on the compressor M2 00 612
housing using a new O-ring.
20. Check the flexible pipe clamps and flexible
air pipes. If in doubt replace.
Apply a little grease to the moving section
of the flexible pipe clamp.
Fit the flexible air pipes, thoroughly
tightening the flexible pipe clamps.
6
21. Fill the cooling system.
22. Mount the exhaust pipe on the turbocharger
(4) using the nuts (3) and spacer
sleeves (6).
23. Prevent the engine from starting. Using the
starter motor, crank the engine until the oil
pressure warning lamp is extinguished. The
engine can now be started.
24. Check all connections for leaks.
25. Check the lubricating oil level and the
coolant level.
ǹ 0011 103
CONSTRUCTION PARTS
Removal and installation, exhaust manifold GG engine
6.3 REMOVAL AND INSTALLATION, EXHAUST MANIFOLD
1 6
2
5
4
7
11
10
6 9
M200640
Removal, exhaust manifold

1. Before removing the exhaust manifold,
check whether there has been any leakage
between the connecting flanges. A leak will
be indicated by “trails” close to the flange in
question. If a leak has occurred, both the
contact surface and the cylinder head of the
manifold must be carefully checked
for damage.
3. Depending on the reason why the exhaust
manifold is being removed, the turbocharger
can remain attached to it or must first
be removed.
4. Remove all the turbocharger pipes.
104 ǹ 0011
CONSTRUCTION PARTS
GG engine Removal and installation, exhaust manifold
5. Detach the bracket (2) from the

cylinder head.
The exhaust manifold is produced
as a double-walled unit, making it
far heavier than a single-walled
exhaust manifold. When removing
and installing the exhaust manifold,
work in pairs, and if necessary
support the manifold safely.
6. Support the exhaust manifold (10), remove

the attachment bolts (11) from the exhaust
manifold, and detach the exhaust manifold.
7. Remove all gaskets used (5 and 6) and
clean all sealing faces.
Installation, exhaust manifold
1. Remove any traces of old locking
compound from the attachment bolts. Apply
Molycote P37 to the attachment bolts.
2. If it has been removed, fit the turbocharger
to the exhaust manifold (10).
3. Fit new gaskets (5 and 6) to the exhaust
manifold (10). Apply a little grease to the
gaskets so that they remain in their position 6
when installed.
4. Evenly tighten the attachment bolts (11).
5. Tighten the bracket (2) to the cylinder head
with the bolts (1). Fit the spacer sleeves (3)
between the bracket (2) and the
cylinder head.
6. Connect the turbocharger pipes.
8. Prevent the engine from starting. Crank the
engine using the starter motor until the oil
pressure warning lamp is extinguished. The
engine can now be started.
9. Check all connections for leaks.
10. Check the lubricating oil level and the
coolant level.
ǹ 0011 105
CONSTRUCTION PARTS
Removal and installation, air compressor GG engine
6.4 REMOVAL AND INSTALLATION, AIR COMPRESSOR
6
1 2 4 5
7
14 8 9
15
10
6 16
12 17
13 18
12
11 M200279
Removal, air compressor

1. Partially drain the coolant.
2. Remove the coolant pipes and the
bleed pipe.
Capture any escaping coolant. Plug
the openings.
3. Remove the air suction pipe and supply
pipe from the air compressor.
4. Remove the lubricating oil supply pipe (7)
and lubricating oil discharge pipe (10). Plug
the openings.
5. Detach the dip-stick holder.
6. Remove the bolts (14) from the bracket (16)
on the cylinder block.
106 ǹ 0011
CONSTRUCTION PARTS
GG engine Removal and installation, air compressor
7. Remove the attachment bolts (2) from the

air compressor, on the front of the
timing case.
8. Remove the air compressor (1) from the
timing gear.
Note:
When removing the compressor from the timing,
an amount of lubricating oil and coolant can
escape from the air compressor.
9. If necessary, remove the hollow screw (11)
from the lubricating oil pipe and
bracket (16).
Installation, air compressor
1. If applicable, connect the drive gear to the
air compressor to be fitted.
In the case of a new gear, remove the
preserving grease carefully, particularly on
the tapered section.
Tighten the gear attachment nut to the
specified torque. See “Technical data”.
2. Replace the O-ring (3) and, if necessary,
the other sealing rings.
3. Before fitting the air compressor, check the
inside of the supply pipe for carbon
6
deposits. If necessary replace.
4. Grease the new O-ring (3), place the air
compressor on the timing case and tighten
the attachment bolts (2) in a cross-wise
sequence, until the compressor is in full
contact with the timing case. Tighten the
attachment bolts (2) to the specified torque.
See “Technical data”.
5. Fit the bolts (14) of the bracket (16).
6. Reconnect the removed pipes.
8. Start the engine and check all connections
for leaks.
ǹ 0011 107
CONSTRUCTION PARTS
Removal and installation, steering pump GG engine
6.5 REMOVAL AND INSTALLATION, STEERING PUMP
Removal, steering pump 3

Note: 6
Depending on the reason for which the steering 2 5
pump must be removed, the steering oil pipes
must either be removed from the steering pump, 4
or may remain attached. In the latter case, the
pump with pipes should be hung to one side. 1
1. Clean the steering pump (1) and the
surrounding area.
2. If the steering oil pipes must be removed
from the steering pump, collect any
escaping steering oil.
3. Plug the steering pump opening and the
pipes immediately. Avoid dirt getting into the
M200295
steering gear. The steering oil filter is fitted
in the return pipe, which means that should
any dirt enter, it will immediately also enter
the steering gear.
4. Remove the upper attachment bolt and turn
6
the unscrew the lower attachment bolt.
Remove the steering pump from the
timing case.
Installation, steering pump
1. If applicable, connect the drive gear (5) to
the steering pump (1) to be fitted.
In the case of a new gear, remove the
preserving grease carefully, particularly on
Apply Loctite 243 to the thread.
Tighten the attachment nut (6) to the
2. If necessary, connect the pipe couplings to
the pump to be fitted. Tighten the couplings
to the specified torque. See
“Technical data”.
108 ǹ 0011
CONSTRUCTION PARTS
GG engine Removal and installation, steering pump
3. Fit a new O-ring (2) on the steering pump

(1) and grease it lightly.
4. Fit the steering pump. Tighten the
attachment bolts evenly.
5. If removed, reconnect the pipes.
6. Fill and bleed the hydraulic system of the
steering unit, and check the connections
for leaks.
ǹ 0011 109
CONSTRUCTION PARTS
Removal and installation, hydro pump GG engine
6.6 REMOVAL AND INSTALLATION, HYDRO PUMP
A hydropump may be fitted in order to drive the

hydraulic fan.
Removal, hydropump
1. Depending on the reason for which the
hydropump must be removed, the pipes 4 5
2 10
must either be removed from the
hydropump, or may remain attached. In the
latter case, the pump with pipes should be 1
hung to one side.
10
2. If the hydropump pipes must be removed,
collect any escaping oil.
3. Immediately plug the openings in pump and 13
flexible pipes, to prevent any dirt from 11
9 3
entering the system. 12
7 8
6 13
4. Remove the attachment nuts and remove 14 15
the pump from the timing gear.
M200296
Installation, hydropump
1. If applicable, connect the gear (8) to the
hydropump (3) to be fitted.
6
In the case of a new gear (8), remove any
preserving grease carefully, particularly in
Tighten the attachment nut (6) to the
2. If applicable, attach the connectors (1 and
12) to the pump to be fitted, using new
O-rings (2 and 11).
3. Apply a new O-ring (9) to the pump, and
grease it lightly.
4. Apply Loctite 243 to the studs.
5. Place the pump in the timing case. Evenly
tighten the attachment nuts to the specified
torque.
6. If removed, reconnect the pipes.
7. Top up the hydraulic system.
8. Start the engine and check the connections
for leaks.
110 ǹ 0011
CONSTRUCTION PARTS
GG engine Removal and installation, starter motor
6.7 REMOVAL AND INSTALLATION, STARTER MOTOR
Removal, starter motor

1. Remove the battery earth cables.
2. Mark the wiring connections on the starter
motor (1) and remove the wiring.
3. Remove the three attachment nuts (3)
and take the starter motor (1) from the
flywheel housing. 1
Installation, starter motor

1. Check the starter motor pinion and flywheel
ring gear for damage.
3
2. Clean the contact surfaces of the starter
motor and the flywheel housing.
2 M200280
3. Clean and apply Loctite 243 to the
screw thread.
4. Fit the starter motor (1) with the
intermediate plate (2) in such a way that the
electrical connections are on top of the
starter motor (1).
5. Evenly tighten the attachment nuts (3) to
the specified torque. See “Technical data”. 6
6. Connect the wiring. Check that the earth
cable of the starter motor makes a
good contact.
7. Connect the battery earth cables.
ǹ 0011 111
CONSTRUCTION PARTS
Removal and installation, alternator GG engine
6.8 REMOVAL AND INSTALLATION, ALTERNATOR
2 1 17
4
18
8 6
3 6
9 7
10
11 14
13
6 15
16
12
M2 00 895
Removal, alternator
2. Remove the flexible air pipe and the cap (3)
at the rear of the alternator.
3. Mark the electric wiring and disconnect it.
4. Loosen the attachment (2 and 4) and
tensioning gear (8 and 14) bolts.
5. Slacken the nut (9) of the tensioner and
using the threaded bush (11) release the
tensioner. Remove the V-belt(s) from the
pulley (17).
6. Remove the bolt (8) from the tensioner.
7. Remove the attachment bolts (2 and 4) and
take the alternator (1) from the bracket (7).
112 ǹ 0011
CONSTRUCTION PARTS
GG engine Removal and installation, alternator
Installation, alternator
1. If applicable, attach the pulley (17) to the
alternator to be installed. Tighten the pulley
(17) attachment nut (18) and tighten it to the
2. Fit the alternator (1) on the bracket (7).
Do not yet tighten the attachment bolts
(2 and 4).
3. Install the V-belt(s).
4. Attach the bolt (8) of the tensioner, but do
not yet tighten it.
5. Connect the wiring.
6. Install the cap (3) and the flexible air pipe.
8. Adjust the V-belt tension.
9. Tighten the attachment (2 and 4) and
tensioning gear (8 and 14) bolts.
ǹ 0011 113
CONSTRUCTION PARTS
Removal and installation, V-belts GG engine
6.9 REMOVAL AND INSTALLATION, V-BELTS
Removal, V-belts
Note:
Always fit the same type of V-belt as the one
being replaced.
If twin belts are used, they must be replaced
as a set.
1. Loosen the clamping block bolt (4). 1
2. Unscrew the threaded spindle lock nut (2).
3. Unscrew the attachment bolt (1).
4. Unscrew the locknuts (3 and 5).
5. Turn the sleeve nut (6) so that the
compressor is tilted towards the
engine block.
6. Remove the V-belt(s).
Installation, V-belts
1. Inspect the pulleys for damage, rust and 2 3 4 5 6
greasy deposits. M2 00 819
6 2. Fit the new V-belt(s).

3. Adjust the V-belt tension.
4. Tighten the locknuts (3 and 5).
5. Tighten the bolts (1, 2 and 4).
114 ǹ 0011
CONSTRUCTION PARTS
GG engine Inspection and adjustment, V-belt tension
6.10 INSPECTION AND ADJUSTMENT, V-BELT TENSION
Inspection, V-belt tension OP

A BTLIB
EEUL
TI
N.2
1. Check the V-belt tension using special tool 00
(DAF no. 1240442) for the single V-belts LBS

.50
600
and using special tool (DAF no. 1240443) 100
150
for the multiple V-belts.
OPBT
A
LIBEE
U
LTII
N.5
00
LBS
.100 150
0
200
300
M2079
2. Set the gauge to zero by depressing

measuring arm (1). 1
6
M2061
3. Place the gauge on the V-belt, halfway

between the alternator and the
crankshaft pulley.
4. Slowly depress the V-belt by means of the
belt-tension gauge until a click is heard.
Carefully remove the gauge. Make sure that
the measuring arm is not moved.
M2182
ǹ 0011 115
CONSTRUCTION PARTS
Inspection and adjustment, V-belt tension GG engine
5. Take the reading as indicated by the

position of the measuring arm in relation to
the scale. Compare the reading with the
recommended pre-tension.
M2062
V-BELT TENSION
Belt tension, “AVX” raw edge1 V-belts in Newtons (N)
Multiple belt Single belt
New V-belt2
Setting tension 1200 600
Test tension ≥800 ≥400
Run-in V-belt3
Minimum tension 500 250
6 Adjusting tension 700 350
1. Raw-edge belts can be recognised by the

absence of textile fabric on the inside and
on the lower parts of the sides (polished
sides). Version: either a toothed or a
non-toothed belt.
2. After fitting the new V-belt, set the
pre-tension to the “setting tension” and after
a trial run check whether the pre-tension
complies with the “test tension”. If the
tension reading is lower than the “test
tension” specified in the table set the V-belt
to the minimum “test tension”. M2121
3. If the V-belt tension is lower than the

“minimum tension”, set the belt to the
“adjusting tension”.
116 ǹ 0011
CONSTRUCTION PARTS
GG engine Inspection and adjustment, V-belt tension
Adjustment, V-belt tension 1

1. Loosen the clamping block bolt (4).
2. Unscrew the threaded spindle lock nut (2).
3. Unscrew the attachment bolt (1).
4. Unscrew the locknuts (3 and 5).
5. Turn the sleeve nut (6) so that the correct
V-belt tension is reached.
6. Tighten the locknuts (3 and 5).
7. Tighten the bolts (1, 2 and 4).
2 3 4 5 6
M2 00 819
ǹ 0011 117
CONSTRUCTION PARTS
Inspection and adjustment, V-belt tension GG engine
118 ǹ 0011
CYLINDER HEAD
GG engine Component drawing
7. CYLINDER HEAD
7.1 COMPONENT DRAWING
ǹ 0011 119
CYLINDER HEAD
Component drawing GG engine
Component drawing
3
4 5
2
1
12 13
6 27
26
23 25
24
7
14
10
11
15
8 9 28
16 22
17 29
18 21
7 19
20
30
38
31 36
34 37
35
33
32
41
42
39 43
44
40
M200637
120 ǹ 0011
CYLINDER HEAD
1. Valve seat
2. Valve seat
3. Pipe
4. Expansion plug
5. Expansion plug
6. Cylinder head gasket
7. Expansion plug
8. Cylinder head
9. Expansion plug
10. Valve guide
11. Valve seal
12. Cylinder bolt M16
13. Cylinder bolt M12
14. Valve
15. Valve
16. Spring retainer
17. Valve spring
18. Valve spring
19. Valve disc
20. Valve cone
21. Plug
22. Rocker shaft
23. Rocker shaft seat
24. Washer
25. Spring
26. Washer
27. Circlip
28. Washer
29. Shoulder bolt
30. Tappet bush
31.
32.
Pushrod
Bearing bush 7
33. Rocker
34. Adjusting screw
35. Locknut
36. Spring
37. Gaskets
38. Valve cover
39. Washer
40. Bolt
41. Circlip
42. O-ring
43. Washer
44. Capped nut
ǹ 0011 121
CYLINDER HEAD
Removal and installation, cylinder heads GG engine
7.2 REMOVAL AND INSTALLATION, CYLINDER HEADS

there is liquefied gas in the
fuel pipes.

always wear protective gloves
and goggles.
When removing and installing fuel

pipes, following the safety
regulations. See “Warnings” under
“Fuel and ignition system”.
Notes:
- This manual gives general instructions for
the removal and installation of cylinder
heads. Due to the different engine types
and installation options, these instructions
may not fully match the situation in the
engine you are working on.
- If there is sufficient space, it is possible to
remove both cylinder heads simultaneously.
The manifolds and coolant collector pipe
need then not be removed.
Attach the cylinder heads to a sound hoist,
which will support both heads.
- After removing a pipe or component, plug
7 the openings.
Removal, cylinder head
3. Remove the coolant pipes and flexible pipes
from the coolant collector pipe.
4. Remove the wiring from the coolant
temperature sensors.
5. Remove the coupling blocks. When
removing the fuel pipes, follow the safety
regulations. See “Fuel and ignition system”.
122 ǹ 0011
CILINDERKOP
GG engine Removal and installation, cylinder heads
6. Remove the inlet manifold with the injector

holders. See “Built-on parts”.
7. Remove the ignition coils.
Note:
Removal/installation of the ignition coil holder
with the three ignition coils as a complete unit is
not permitted. During fitting, there is a chance
that the spark plug caps can be fitted next to the
spark plugs.
8. Remove the coolant collector pipe. See
“Cooling system”.
9. Remove the exhaust manifold with the
turbocharger. See “Built-on parts”.
10. Remove the valve covers.
11. Remove the rocker shaft(s). See
“Cylinder head”.
12. Remove the pushrods.
Make sure that the tappet sleeves do not
stick to the pushrods. By moving the
pushrods back and forth while removing
them, this can be prevented.
Mark the position of the pushrod in the
engine, so that it is returned to its original
position.
13. Remove the M12 cylinder head bolts and
loosen the M16 cylinder head bolts
7
one turn.
14. Support the cylinder head(s) suitably with a
hoist. Fit the guide pins if necessary. See
“Special tools”.
Remove the M16 cylinder head bolts.
Note:
Ensure that the cylinder head does not tilt during
removal.
15. Remove the cylinder head from the cylinder
block.
16. Carefully remove any remaining gasket
pieces from the cylinder head and cylinder
block. Make sure that no gasket remnants
fall into the engine.
ǹ 0011 123
CYLINDER HEAD
Installation, cylinder head

1. Before installation, check the cylinder head
for damage in the sealing faces, and for
possible cracks.
2. Check the sealing faces of the
cylinder block.
3. Check whether the projection of the cylinder
liners above the cylinder block is within the
tolerance limits. See “Technical data”.
4. Using a tap, clean the tap holes in the
cylinder block.
5. Fit the two centring bushes in the
cylinder block.
6. Screw the two guide pins into the cylinder
block. See “Special tools”. M2 00 100
7. Check the new cylinder head gasket for

damage. Place the new dry cylinder head
gasket(s) in position, making sure that the
words “NO RETORQUE TOP” and the part
number are at the top.
8. Fit the new cylinder head(s).
Note:
- The M16 cylinder head bolts may be used a
maximum of three times. After tightening
7 the bolts, mark them with a centre punch, to
indicate how often they have been used.
NO RETORQUE TOP
- New bolts should not be marked, on the

first fitting.
- Bolts marked with 2 centre points must not NO RETORQUE TOP
be reused and must be replaced by W263001
new ones.
- The M10 bolts need not be replaced after
three uses.
9. In the case of already used M16 bolts, clean
the screw thread using a die. Apply a drop
of oil to the bearing surface of the bolt head,
and apply Loctite 243 to the screw thread.
New bolts already have a
locking compound.
124 ǹ 0011
CILINDERKOP
GG engine Removal and installation, cylinder heads
10. Clean the screw thread of the M12 bolts

using a die, and apply Loctite 243 to the
screw thread. New bolts already have a
locking compound.
11. Insert the cylinder head bolts.
12. Remove the guide pins, and replace them
with cylinder head bolts.
13. Tighten the cylinder head bolts as follows:
- 1st Tighten the M16 bolts
phase: (bolts 1 to 13) in the
9 4 8
sequence shown to a
torque of 50 Nm. 10
5 3
13
- 2nd Tighten the M16 bolts

phase: (bolts 1 to 13) in the
sequence shown to a
11 12
torque of 150 Nm. 6 1 2 7
- 3rd Tighten the M12 bolts 14 15

16 17
phase: (bolts 14 to 17) in one go
and in the sequence
shown to a torque of M200184
95 Nm.
- 4th Put a clear straight line on 50Nm
phase: the bolt head of all the
M16 bolts (bolts 1 to 13). 150Nm
Ensure that all lines run
parallel. Turn the M16 95Nm
bolts 60° in the illustrated
M16
sequence.
7
M16
Check that all lines on the

bolt heads are parallel. I
M12
- 5th Turn the M16 bolts

phase: another 60° as shown.
II M16
Check that all lines on the
M16
III
bolt heads are parallel.
IV
14. Indien de cilinderkopbouten M16 reeds V
gebruikt waren, moet op elke boutkop een
centerpunt worden aangebracht.
M200226
ǹ 0011 125
CYLINDER HEAD
15. The installation of the other parts removed

is a reversal of the removal. Always use
new gaskets (and rings).
Consult the relevant paragraphs when
removing the cylinder head, and tighten the
connections to the specified torques. See
Note:
Make sure that the valve rocker adjustment
boltsare not tightened too far, as this would
cause the valve to open too much. When
tightening the rocker shaft, the valve could then
come into contact with the piston.
16. Set the valve clearance.

19. Start the engine and bring it to operating
temperature.
20. Check the pipe connections for the fuel
pipes and other removed connections
for leaks.
21. Stop the engine and check and if necessary
top up the coolant level.
7 Note:
As the cylinder head gasket needs no
re-tightening, the cylinder head bolts need not
be retightened.
126 ǹ 0011
CYLINDER HEAD
GG engine Pressure-testing the cylinder head
7.3 PRESSURE-TESTING THE CYLINDER HEAD
Note:
The cylinder head should be removed from the
engine and the valves taken out of the
cylinder head.
Pressure-testing the cylinder head
1. Plug the coolant passages with blanking
plates, fitted with gaskets.
These blanking plates can be made in the
workshop.
One of the blanking plates must have a
connection for a flexible air pipe.
2. Connect an air hose to the coupling of the
sealing plate.
3. Immerse the cylinder head in warm water
and supply an air pressure of 1.5 bar. Leave
the cylinder head immersed in the container
for about half an hour.
4. Remove the blanking plates and blow-dry
the cylinder head with compressed air.
If necessary, take measures to prevent the
cylinder head from corroding.
ǹ 0011 127
CYLINDER HEAD
Removal and installation, valve gear GG engine
7.4 REMOVAL AND INSTALLATION, VALVE GEAR
Removal, valve gear

1. Clean the valve cover and the
surrounding area.
2. Remove the valve cover.
3. Screw down the adjusting screws of the
rockers, as far as possible.
4. Remove the shouldered studs from the
rocker shaft brackets, and take off the
rocker shaft.
1
2
3
4
5
6
5
4
7
4
5
6
7 4
5
7
4
5
6
5
4
3
2
1 M2 00 251
5. Remove the circlip (1) from the rocker shaft,

and remove the rings (2 and 4), springs
(3 and 7) and rockers (5) from the rocker
shaft.
6. Withdraw the pushrods from the
cylinder block.
Be sure when taking out the push rods that
the tappet sleeves do not remain attached
to the push rods. This can be prevented by
moving the pushrod back and forth during
removal.
128 ǹ 0011
CYLINDER HEAD
GG engine Removal and installation, valve gear
7. Remove the covers at the bottom of the

cylinder head. To do this, first remove the oil
pipe running from the turbocharger to
the sump.
When removing the oil pipe and covers, a
quantity of oil will escape.
8. Take the tappet bushes out. Mark the
position of the tappet sleeve in the
cylinder block.
Inspection, valve gear
1. Check the tappet bushes for pitting and
wear on the contact surface with the cam,
and for scoring on the side.
2. Check the pushrods for pitting, indented
contact surfaces and straightness.
3. Check the rocker shaft for signs of grating
and inspect whether the oil channels are
open and whether the plugs in the ends of
the rocker shaft are not loose.
4. Check the rocker arm bushes and the
rocker head for damage and wear. There
should be no indentation in the contact
surface of the rocker head.
Installation, valve gear
1. Apply oil to the tappet bushes and return
2.
them to their original positions.
Check that the tappet bushes move easily,
7
without excessive clearance.
3. Apply new gaskets to the covers, and attach
the covers.
4. Fit the oil pipe.
5. Check and if necessary top up the engine
oil level.
6. Fit the pushrods.
7. If necessary, fit a new bearing bush into the A
rocker. When inserting the bearing bush, Ø 2 mm
make sure that the bearing bush joint (A in
the diagram) is not in line with the oil
passage in the rocker.
Bore through the oil passage.
Ream the bearing bush to the specified
size. See “Technical data”.
M2 00 250
129
CYLINDER HEAD
Removal and installation, valve gear GG engine
1
2
3
4
5
6
5
4
7
4
5
6
5
4
7
4
5
6
5
4
3
2
1 M2 00 251
8. Fit the parts to the rocker shaft in the

correct order (see diagram). At the ends of
the rocker shaft, fit new circlips, and apply
7 9.
oil to the complete unit.
Rotate the rocker shaft (3), ensuring that 1
the notches on the shaft (3) are located on 2
the same side as the shouldered studs (1).
Check that the oil bores for the rocker shaft
3 4
(3) are in line with the oil bores of the rocker
shaft brackets (4) and rockers.
10. Install the rocker shaft (3) with the shoulder 5
studs (1) on the cylinder head (5). Tighten
the shouldered studs (1) to the specified
M2 00 613
130 ǹ 0011
CYLINDER HEAD
GG engine Removal and installation, valve gear
Note:
Make sure that the adjusting bolts of the valve
rockers are not screwed in too far.
If this is the case, the valve may open too far,
and the valve may come into contact with the
piston, during the tightening of the rocker shaft.
11. Adjust the valve clearance. See “Technical
data”.
12. Fit a new gasket to the valve covers and fit
the valve covers.
Tighten the capped nuts of the valve cover
to the specified torque. See “Technical
data”.
ǹ 0011 131
CYLINDER HEAD
Removal and installation, valves GG engine
7.5 REMOVAL AND INSTALLATION, VALVES

valve springs, compress them
responsibly, ensuring that they
cannot fly off. A suddenly released
spring may cause severe injury.
Removal, valves
1. Remove the cylinder head from the
cylinder block.
2. Support the valve and press the valve
springs safely together, so that the two
valve cones can be removed.
3. Release the valve springs carefully, and
remove the valve spring retainers and valve
springs from the valve stem.
Mark the position of the valve springs and
valve spring retainers in the cylinder head,
so that when reinstalled, these parts are
returned to the same position.
4. Remove the valve from the cylinder head.
Mark the position of the valve in the cylinder
head, so that when reinstalled, it is returned
to the same position.
5. Using pliers, remove the valve seal from the
7 valve guide.
A removed valve seal may not be reused.
Inspection, valves
1. Measure dimensions A and B (see diagram)
and check whether they exceed the
maximum value.
2. Inspect the valve head, and check the
dimensions. The valves may be ground
down if the dimension allow this.
3. Inspect the valve stem for signs of grating. A B
M2 01 028
132 ǹ 0011
CYLINDER HEAD
GG engine Removal and installation, valves
4. Check the valve guide. If necessary, replace

the valve guide.
5. Check the valve springs for spring force,
wear and dimensions. If in doubt, replace.
6. Check the valve set. If the valve seat must
be replaced, the valve in question should
also be replaced.
Installation, valves
1. If necessary, grind the valve to a correct fit
with the seat.
Following grinding, carefully clean the valve
and cylinder head.
If both valve and valve seat are replaced,
they need not be ground to match
one another.
If only the valve has been replaced, it must
be ground to match the seat.
2. Oil the valve stem and insert the valve in
the valve guide. Check the fit.
3. Using the special tool (1) (see “Special 1
tools”) insert a new valve seal (3) on the
valve guide (4):
- Apply a little oil to the sealing lip of the
valve seal (3).
- Slide the valve seal (3) over the valve
stem (2) as far as the valve guide (4).
- Slide the driver (1) over the valve stem
(2) as far as the valve seal (3). 7
- By hand, force the valve seal (3) as far
as possible onto the valve guide (4).
The top of the valve stem should be 2
approx. in line with the top of the driver.
- Check that the valve seal (3) is 3
squarely mounted on the valve guide
(4) and that the valve moves freely.
4
5
M2 00 620
ǹ 0011 133
CYLINDER HEAD
Removal and installation, valves GG engine
4. Insert the lower valve spring retainer.

5. Install the inner and outer valve springs,
with the upper spring retainer.
6. Support the valve and press the valve
springs safely together, so that the two
valve cones can be installed.
7. Release the valve springs carefully, and
check that the valve cones are
correctly fitted.
8. Place the cylinder head on the
cylinder block.
9. Set the valve clearance.
10. Make a test run, or submit the engine to a
running test under load.
11. After the test run, or running test, once
again check and if necessary re-adjust the
valve clearance.
134 ǹ 0011
CYLINDER HEAD
GG engine Inspection and setting, valve clearance
7.6 INSPECTION AND SETTING, VALVE CLEARANCE
Inspection and adjustment of the valve

clearance may only be carried out when the
engine is cold and NOT running.
Inspection and setting, valve clearance
1. Clean the valve covers and the
surrounding area.
2. Remove the nuts (1) from the bracket (2)
and remove the bracket (2) and the parts
attached to it from the valve covers. 3
3. Put the bracket (2) and the parts attached to
1
it to one side.
4. Remove the attachment bolts (4), the cap
nuts (3) and remove the valve covers.
5. Crank the crankshaft clockwise, as seen
from the timing gear end (this is the
2
engine’s normal direction of rotation), until
the valves of cylinder 6 are in overlap
4
position. The piston of cylinder 1 is now at
TDC of the compression stroke. M200531
“Overlap” is the moment at which the inlet

valve starts opening and the exhaust valve
is completing the closing.
6. Check/correct the valve clearance of the 1st
cylinder. Set the valve to the correct
clearance by slackening locknut (5) and 7
turning adjusting screw (6) in the
correct direction.
7. After tightening the locknut (5), measure the
valve clearance once again.
5 6
M200532
ǹ 0011 135
CYLINDER HEAD
Inspection and setting, valve clearance GG engine
8. By cranking the crankshaft one third of a

turn, the valves of the six cylinders can be
set in accordance with the firing order
(1-5-3-6-2-4).
Cylinder with Adjust valves of

valves in overlap cylinder:
position:
6 1
2 5
4 3
1 6
5 2
3 4
9. Remove the gasket remnants and clean the

valve covers.
10. If necessary, replace the O-rings beneath
the capped nuts.
11. Install the valve covers fitted with
new gaskets.
12. Tighten the cap nuts (3), fit new seals to the
attachment bolts (4) and tighten them. Then
7 tighten the capped nuts (3) to the specified
13. Fit the bracket (2) with the parts attached to
it to the valve covers.
136 ǹ 0011
CYLINDER HEAD
GG engine Machining, cylinder head
7.7 MACHINING, CYLINDER HEAD
Refacing the cylinder head

1. Remove the components from the
cylinder head.
2. When machining the cylinder head, ensure
that the height (A in the diagram) of the
cylinder head does not become less than
the dimension specified.
3. After the machined surface has been

cleaned, the distance between the valve
head (dimension B) and the cylinder head
surface should be checked and, if
necessary, corrected. This can be corrected
by machining the valve seat or the valve
seat recess.
Valve seats
- Both inlet and exhaust valves have A B
pressed-in valve seats. Inserts are available M2 01 028
for overhaul purposes.
- A valve seat must be machined if the
permitted values of dimensions A and/or B
are exceeded. See “Technical data”. If this
7
is impossible, the valve seat and/or valve
must be replaced.
Removal, valve seat
1. With a grinding stone, grind a groove into
the inside of the valve seat, behind which
an internal puller can be fitted.
2. Use an internal puller to remove the valve
seat from the cylinder head.
Installation, valve seat
1. Clean the valve seat recess.
2. Apply a thin coat of oil to the outside of the
new valve seat, and force the new valve
seat into the cylinder head recess.
3. Check the fit.
4. Also replace the valve with each new seat.
ǹ 0011 137
CYLINDER HEAD
Machining, cylinder head GG engine
Removal, valve guide

1. Remove the valve and the valve seal.
2. Remove the valve guide from the
cylinder head.
Installation, valve guide
1. Apply a thin coat of oil to the new
valve guide.
2. Press the valve guide into the cylinder
head, ensuring that the side with the larger
chamfer projects above the cylinder head
(the contact surface of the valve springs).
3. Then check whether projection A (see
opposite diagram) is within the specified A
tolerance limits.
4. Install the valve and a new valve seal.
Removal, expansion plug
1. Carefully tap the edge of the expansion M2 00 012
plug, thus tilting the plug. Make sure that no
damage occurs.
2. Remove the expansion plug with a pair
of pliers.
Installation, expansion plug
1. Apply Loctite 270 to the new expansion
plug, and tap it into the cylinder head, using
7 a suitable driving tool.
2. Leave the Loctite to harden for at least
1 hour.
3. Pressure-test the cylinder head.
138 ǹ 0011
FLYWHEEL AND FLYWHEEL HOUSING
8. FLYWHEEL AND FLYWHEEL HOUSING

ǹ 0011 139
Component drawing
2
1
6
5
4
15
14 8 10
13 9
16
12
8 11
M2 00 616
140 ǹ 0011
1. Bolt
2. Washer
3. Self-locking bolt
4. Oil seal
5. Spacer
6. Dowel pin
7. Flywheel housing
8. Threaded bush
9. Adjustment plate
10. Bolt
11. Bolt
12. Plate
13. Flexible plates
14. Flywheel
15. Flywheel ring gear
16. Dowel pin
ǹ 0011 141
Removal and installation, flywheel GG engine
8.2 REMOVAL AND INSTALLATION, FLYWHEEL
Removal, flywheel
1. Remove the gearbox from the flexible
plates.
2. Remove the attachment bolts from the
flywheel/the flexible plates.
3. Force the flywheel off the crankshaft, by
evenly screwing in two M10 dividing bolts.
4. Clean the crankshaft flange, dowel pins, the
attachment bolts and the tapped holes in
the crankshaft flange.
5. De-grease the abutting surface of the
flywheel with the flexible plates.
Installation, flywheel
1. Fit the flywheel with the flexible plates and
the attachment plate.
2. Apply Loctite 243 to the attachment bolts.
Tighten them in a crosswise sequence to
3. Check the flywheel for axial run-out.
4. Fit the gearbox.
142 ǹ 0011
GG engine Inspection, flywheel for end play
8.3 INSPECTION, FLYWHEEL FOR END PLAY
Inspection, flywheel end play

1. Clean the flywheel.
2. Attach a metal strip to the edge of the
flywheel housing, for positioning the dial
gauge.
3. Place the dial gauge on the metal strip.
4. Place the stylus of the dial gauge 120 mm
from the centre of the flywheel.
5. Set the dial gauge to 0.
6. Crank the engine through 360° and
measure the maximum dial gauge reading. M200230
For the maximum permitted reading, see
ǹ 0011 143
Removal and installation, starter ring gear GG engine
8.4 REMOVAL AND INSTALLATION, STARTER RING GEAR
Removal, ring gear

1. Remove the flywheel.
2. Remove the ring gear by tapping it from the
flywheel. If this is not possible, cut it
between two teeth, using a sharp chisel.
Installation, ring gear
1. Clean the ring gear-to-flywheel contact
area, and the flywheel ring gear itself.
Ensure that the abutting surfaces are
de-greased.
2. Heat the new flywheel ring gear evenly to
approx. 230°C (e.g. in an oven). Check the
temperature with thermal pins.
3. Fit the starter ring onto the flywheel so that
the bevelled sides of the teeth point towards
the starter motor. The DAF part number on
the side of the ring gear must be visible.
4. Tap the ring gear against the flange of the
flywheel. Ensure good all round contact
between starter ring gear and flywheel.
5. Fit the flywheel.
8 M2 00 035
144 ǹ 0011
GG engine Removal and installation, flywheel housing
8.5 REMOVAL AND INSTALLATION, FLYWHEEL HOUSING
Removal, flywheel housing

bracket connecting the exhaust elbow to the
flywheel housing.
4. Remove the starter motor.
5. Disconnect the earth leads from the
flywheel housing.
6. Disconnect the connecting strip from the
wiring on the flywheel housing.
7. Remove the oil sump.
8. Support the cylinder block in a suitable way,
as close as possible to the flywheel
housing.
9. Remove the engine brackets from the
flywheel housing.
10. Remove the flywheel housing from the
cylinder block.
11. Remove the oil seal from the flywheel
housing, by lightly tapping it or forcing it
from the housing.
Installation, flywheel
1. Remove any traces of old gaskets from the
contact areas. Remove any traces of old 8
locking compound from the attachment
bolts.
2. Check the sealing faces for damage.
3. Check the flywheel housing for cracks.
4. If necessary, replace the attachment bolts
on the starter motor. One of the three bolts
can only be reached if the flywheel is
removed.
5. If necessary, insert new threaded bushes in
the flywheel housing.
ǹ 0011 145
Removal and installation, flywheel housing GG engine
6. Apply Loctite 510 locking compound to the

sealing face of the cylinder block. Apply the
locking compound with a roller, across the
entire sealing face.
7. Fit the flywheel housing.
8. Apply locking compound (Loctite 243) to the
attachment bolts and tighten them
crossways. Tighten the attachment bolts to
the specified torque.
9. Fit the engine brackets, tightening the
attachment bolts to the specified torque.
10. Fit the oil seal.
12. Fit a new gasket to the oil sump and fit the
oil sump. See “Lubrication system”.
13. Install the starter motor. See “Built-on
components”.
14. Fit the exhaust bend attachment bolts.
15. Clean the earth lead contact surface and
connect the earth lead.
16. Fit the connecting strip wiring.
146 ǹ 0011
GG engine Removal and installation, flywheel housing seal
8.6 REMOVAL AND INSTALLATION, FLYWHEEL HOUSING SEAL
Note:
A new plastic assembly ring is supplied with
every new oil seal. This ring may be used once
only. When fitting the oil seal. See “Special
tools”.
Removal, flywheel housing seal
2. Remove the oil seal from the flywheel
housing using the special tool and a slide
hammer. See “Special tools”.
It is also possible to attach an extension to
the slide hammer to the oil seal using two
screws, and then to remove the oil seal with
the slide hammer.
3. If the flywheel housing has been removed
from the engine, the old oil seal can be
carefully tapped or pushed out of the
flywheel housing.
ǹ 0011 147
Removal and installation, flywheel housing seal GG engine
Installation, flywheel housing seal

1. Clean the oil seal recess carefully, and
check for damage, since even the smallest
damage can cause a leak.
Note:
If the oil seal has scored the crankshaft flange 1
running surface, a spacer ring should be fitted in 2
the oil seal recess before a new oil seal is
installed.
2. Apply a little grease to the sealing lip of oil
seal (2).
3. Fit guide plate A of DAF special tool to the A
crankshaft flange, and position the bolt
heads, ensuring that the assembly ring can
be slid over them.
4. Position the mounting ring (1) and slide the
B C
new oil seal (2) over the mounting ring. M2 00 036
Note:
The outer edge of the oil seal must not be
coated with sealing compound.
5. Fit the thrust washer B to the guide plate A.
Press the oil seal (2) into the flywheel
housing by evenly tightening the nut C.
148 ǹ 0011
TIMING
9. TIMING
ǹ 0011 149
TIMING
7
6
2
13
11 12
1
8
10
9
24
23
20 22
3
19
18
17
21
14
9 16
15
M200284
150 ǹ 0011
TIMING
1. Key
2. Gaskets
3. Key
4. Timing case
5. Crankshaft gear
6. Washer
7. Bolt
8. Camshaft gear
9. Hub
10. Bearing bush
11. Idler gear
12. Thrush washer
13. Bolt
14. Gaskets
15. Dowel pin
16. Dowel pin
17. Timing cover
18. Oil seal
19. Vibration damper
20. Pulley
21. Flange bolt
22. Thrust piece
23. Washer
24. Bolt
ǹ 0011 151
TIMING
Removal and installation, vibration damper and pulley GG engine
9.2 REMOVAL AND INSTALLATION, VIBRATION DAMPER AND PULLEY
Removal, vibration damper and pulley

1. Remove the V-belts.
2. If fitted, remove the attachment bolts of
the pulley(s).
3. Remove the three attachment bolts, and
remove the pressure piece from the
vibration damper.
4. Fit special tool (A). See “Special tools”. Use
12 M8 x 30 mm flange bolts to attach it to
the vibration damper.
5. Tighten the 12 flange bolts alternately, in a
cross-wise sequence, until the vibration
damper comes away from the crankshaft. A
Note:
The internal parts of the vibration damper have
only minimal clearance. Rough handling could
cause a fault to arise in the vibration damper.
Therefore avoid hitting the vibration damper with
a mallet, since this could damage the vibration
M2 00 262
damper. Checking
Inspection, vibration damper (attachment)
1. Check the vibration damper externally for
damage, check the oil seal running surface
for damage, and check the vibration damper
for leaks. If one of these points is noted, the
vibration damper must be replaced.
2. Check the crankshaft journal for damage.
3. Check the attachment bolts.
152 ǹ 0011
TIMING
GG engine Removal and installation, vibration damper and pulley
Installation, vibration damper and pulley

1. Clean all removed parts, the bolt threads
and the crankshaft front end.
Ensure that the tapered clamping faces of
both the vibration damper and the
crankshaft journal are perfectly clean and
free from grease.
2. Fit a new oil seal in the timing cover.
3. Fit the vibration damper on the crankshaft
front end.
4. Fit the pressure piece with the three
attachment bolts.
5. Tighten the three attachment bolts in three
stages, to the specified torques. See
6. Check whether the contact surfaces of the
pulley and the vibration damper are clean.
7. Apply Loctite 243 to the attachment bolts of
the pulley, and fit the pulley. Tighten the
attachment bolts in a cross-wise sequence
to the specified torque.
8. Fit the V-belts and adjust the tension.
ǹ 0011 153
TIMING
Removal and installation, timing cover seal GG engine
9.3 REMOVAL AND INSTALLATION, TIMING COVER SEAL
Removal, timing cover without bearing race

1. Remove the vibration damper.
2. Remove the oil seal by drilling two holes in
the oil seal and using special tools
(DAF no. 0484899 and DAF no. 0694928)
to pull the oil seal from the timing cover.
A
B
m200830
Without bearing race With bearing race
Removal, timing cover seal with bearing race

1. Remove the seal (A) from the timing cover
using the special tool (DAF no. 1329458).
2. Check the bearing race (B) for wear,
replacing it if necessary.
M200971
154 ǹ 0011
TIMING
GG engine Removal and installation, timing cover seal
Installation, timing cover seal

Note:
If the timing case is fitted with an old type of seal
(version without bearing race on the vibration
damper), the seal must be replaced with a new
type of seal with bearing race on the
vibration damper.
1. Clean and check the oil seal recess in the
timing cover. Even minimal damage can
lead to a leak.
2. Pull the oil seal into the bearing cover using
the special tool (DAF no. 1329446).
3. Slide the seal (dry) onto the stamp (A) in
such a way that its open side faces the
timing cover when it is being fitted. Avoid A
getting grease on the felt ring.
4. Slide the drift (A) over the crankshaft until B
the seal abuts the timing cover chamber. C
5. Fit the vibration damper (B) thrust piece
with the attachment bolts (C) on the drift. By
tightening the bolts evenly with the drift (A),
press the seal into the timing
cover chamber.
6. Remove the special tool.
7. Fit the bearing race to the vibration damper.
8. Install the vibration damper.
M2 00 299
9. Bring the engine to operating temperature,
and check for leaks.
ǹ 0011 155
TIMING
Removal and installation, timing cover GG engine
9.4 REMOVAL AND INSTALLATION, TIMING COVER
Removal, timing cover

1. Remove the plug on the bottom of the
timing cover and drain the oil from the
timing case.
2. Remove the vibration damper (and pulley).
3. Remove the hydropump (if fitted),
withdrawing it complete with the pipes from
the timing gear (if fitted).
4. Remove the coolant pump.
5. Remove the attachment bolts for the
air compressor.
sensor ring housing, on the front of the
timing case.
7. Support the cylinder block in a sound
manner, as close as possible to the
timing case.
8. Remove the front engine bracket at the
timing case.
9. Remove the attachment bolts for the
steering pump.
10. Remove the other attachment bolts and
nuts and remove the timing cover. Mark the
position of the various attachment bolts.
Installation, timing cover
1. Remove any remaining gasket pieces,
clean and check the contact surfaces.
9 2.
3.
Fit a new oil seal in the timing cover.
Install the timing cover using a new gasket.
Make sure that the dowels fit properly in the
locating holes of the cover.
156 ǹ 0011
TIMING
GG engine Removal and installation, timing cover
4. Fit the attachment bolts and nuts in the

correct positions. Notice the difference in
length of the bolts.
5. Tighten the attachment bolts in a crosswise
sequence, to the specified torque.
6. Fit the steering pump prior to the
engine bracket.
7. Installation of the other removed parts is a
reversal of removal. Replace the O-rings
and gaskets. Fit the removed parts as
specified. See the relevant paragraphs.
Tighten the connections to the
specified torques.
8. Check the oil level, and if necessary top up
with the specified engine oil.
ǹ 0011 157
TIMING
Removal and installation, sensor ring housing GG engine
9.5 REMOVAL AND INSTALLATION, SENSOR RING HOUSING
Removal, sensor ring housing

2. Crank the engine to the BDC of the first
cylinder (0° indication on the flywheel), with
the valves of the sixth cylinder in
overlap position. 6
4
3. Remove the timing cover. 2
0
4. Remove the rev counter sensor from the TDC
timing case.
5. Remove the engine speed/crankshaft
position sensor.
6. Remove the air compressor.
M2 00 144
7. Remove the attachment bolt (1) from the

gear (3). 5
8. Using a puller, remove the gear (3) from the
shaft. Support the puller on the shaft.
9. Remove the attachment bolts and remove
the housing (6) from the timing case.
6
4
2
1 3 M200635
158 ǹ 0011
TIMING
GG engine Removal and installation, sensor ring housing
Installation, sensor ring housing

1. Clean all parts and check for damage.
Clean the thread of the attachment bolt for
the gear.
2. Install and grease a new O-ring (4) in
the housing. 1
3. Insert the housing in the timing case.

Tighten the attachment bolts to the
specified torque, in a crosswise sequence.
See “Technical data”. 2
4. Remove the idler gear (5) and replace it so 150¡
that the marks on the crankshaft gear 3
(5)/idler gear (4) and camshaft gear
(6)/crankshaft gear (5) match.
5. Rotate the shaft of the sensor ring housing
so that the mark on the sensor ring gear (3) 4
appears between the marks of the idler gear
(4), and mount the sensor ring gear (3) on
the shaft.
6. Apply Loctite 243 to the attachment bolt of
the sensor ring gear (3), and tighten
the bolt to the specified torque. See
7. Install the timing cover.
8. Fit the air compressor.
9. Fit the engine speed/crankshaft position
sensor. 5
6
10. Install the rev counter.
M2 00 896
ǹ 0011 159
TIMING
Removal and installation and setting, timing gears and timing GG engine
9.6 REMOVAL AND INSTALLATION AND SETTING, TIMING GEARS

AND TIMING
General
the valves of the sixth cylinder in
overlap position. 6
4
0
4. Check the gear backlash. TDC
5. Check the gears for wear and/or damage.
6. Make sure the gears are not exchanged
with those of other engines.
Note:
It is not possible to check the timing setting M2 00 144
according to the marks on the gears.
Due to the ratio between the number of teeth on
the camshaft gear/idler gear and the ratio
between the number of teeth on the crankshaft
gear/idler gear, these gears only return to the
setting position once in a number of rotations.
It would be purely coincidental if during the
checking of the timing, these gears were in the
same setting position.
The above applies equally to the setting of the
sensor ring gear.
Removal, camshaft gear
1. Remove the attachment bolt from the
camshaft gear.
2. Remove the camshaft gear, using a puller.
9 Attach the legs of the puller in the two M10

tapped holes, and support the puller on
the camshaft.
Note:
Never remove the camshaft gear by forcing it off
the camshaft using two M10 bolts. This can
damage the camshaft retainer.
160 ǹ 0011
TIMING
GG engine Removal and installation and setting, timing gears and timing
Installation, camshaft gear

1. Clean the thread of the attachment bolt.
Degrease the contact area of camshaft and
gear.
2. Check the key and keyway.
3. Check the camshaft end play. See
4. Turn the camshaft to the correct position, so
that as the camshaft gear (6) is fitted, the 1
marks on the timing gears match.
Fit the camshaft gear (6) to the camshaft.
5. Check the backlash.
6. Block the crankshaft (the idler gear (4) must 2
be fitted). 150¡
3
7. Apply Loctite 243 to the attachment bolt,
and fit the bolt. Tighten the bolt to the
Removal, idler gear 4
1. Remove the attachment bolt.
2. Then remove the thrust washer and the
gear with the bearing bush from the hub.
3. Remove the hub of the idler gear from the
cylinder block by alternately tapping the hub
at top and bottom, with a mallet.
Installation, idler gear
1. Check that the oil passage in the cylinder
block is open.
2. Check the bearing bush and thrust washers
for wear and damage. 5
3. Check the hub for wear and damage. 6
9
4. Tap the hub into the cylinder block with a M2 00 896
mallet.
5. Apply oil to the bearing bush.
ǹ 0011 161
TIMING
Removal and installation and setting, timing gears and timing GG engine
6. According to the marks, check that the

crankshaft gear (5) and the camshaft gear
1
(6) and the gear (3) of the sensor ring (2)
are in the correct position.
Fit the idler gear (4) with the bearing bush
on the hub. Fit the idler gear in such a way
that the cast part number remains visible. 2
Ensure that the camshaft gear or crankshaft 150¡
gear do not move whilst the idler gear (4) is
being fitted.
3
7. Fit the attachment bolt with the trust washer.

Tighten the attachment bolt to the specified
torque. See “Technical data”. 4
Note:
No locking compound should be applied to the
attachment bolt of the idler gear. Applying a
locking compound could block the oil passage.
8. Check that the backlash is within the
specified parameters. See “Technical data”.
Removal, crankshaft gear
1. Remove the timing gear case.
2. Remove the oil pump. See
“Lubrication system”.
3. Remove the crankshaft gear from the
5
crankshaft, with a suitable puller. 6
Installation, crankshaft gear M2 00 896
1. Clean and check the clamping faces of gear
and crankshaft.
2. Check the key and keyway.
3. Degrease the clamping faces of gear
and crankshaft.
9 4. Heat the crankshaft gear wheel in an oven
or on a hot plate to 150 -170_C. Check the
temperature using thermal pins.
162 ǹ 0011
TIMING
GG engine Removal and installation and setting, timing gears and timing
5. Fit the gear onto the crankshaft, making

sure that the wider shoulder (see arrow in
the opposite drawing) faces the
vibration damper.
The gear must make full contact with the
shoulder of the crankshaft.
6. Fit the timing gear case.
7. Set the timing.
8. Fit the oil pump. See “Lubrication system”.
M2 00 249
Setting the timing
Note:
Setting the timing as described below is only
possible if the valve gear (rocker shaft) has
been removed from the engine.
If the rocker shaft has not been removed, the
pistons may hit the valves during cranking.
1. Check that the engine is at the TDC of the
first cylinder (0° indication on the flywheel),
with the valves of the sixth cylinder in
overlap position.
2. Remove the idler gear (4). 1
3. Turn the camshaft gear (6) so that when the
idler gear (4) is fitted, the mark on the idler
gear (one centre point) is between the
marks (two centre points) on the camshaft
gear (6). The other mark on the idler (4) 2
gear must be positioned between the marks 150¡
(two centre points) on the crankshaft
gear (5). 3
4. Turn the sensor ring gear (3) so that when
the idler gear (4) is fitted, the mark on the
idler gear (two centre points) is between the
mark (one centre point) on the sensor ring
4 9
gear (3).
In this sensor ring gear (3) setting, the
missing tooth of the sensor ring (2) is 150°
in front of the crankshaft speed/position
sensor (1).
5. Install the idler gear (4).
Ensure that the camshaft gear or crankshaft
gear do not move whilst the idler gear (4) is
being fitted.
5
6
M2 00 896
ǹ 0011 163
TIMING
Removal and installation, timing case GG engine
9.7 REMOVAL AND INSTALLATION, TIMING CASE
Removal, timing case

1. Remove the timing cover.
2. Remove the air compressor.
4. Remove the lubricating oil pipe assembly on
the bottom of the timing case.
5. Remove the idler gear and the
camshaft gear.
6. Remove the connector to the rev counter.
7. Mark the position of the connector for the
crankshaft speed/position sensor in relation
to the sensor. Remove the engine
speed/crankshaft position sensor.
8. If the timing case is not to be replaced, the
sensor ring housing need not be removed
from the timing gear housing.
9. Remove and mark the positions of the
attachment bolts.
Remove the timing case.
Installation, timing case
1. Remove any remaining gasket pieces.
Clean and check the sealing faces
for damage.
2. Check and if necessary replace the
dowel pins.
3. Fit the timing case using a new gasket.
To position the gasket, screw three studs
9 into the cylinder block.
164 ǹ 0011
TIMING
GG engine Removal and installation, timing case
4. Apply Loctite 243 to the attachment bolts

(see the arrows in the diagram) and tighten
them to the specified torque. See “Technical
data”. See “Technical data”. Remember the
position of the various bolts.
M2 00 261
5. Cut the gasket on the underside of the

timing case (3) precisely to size. 1
6. Apply oil-resistant transparent silicon
cement to the sealing faces of the cylinder
block (2)/timing case (3) (where the timing
cover gasket is cut to size) on the oil
sump side.
7. Also apply transparent, oil-resistant silicon
cement to the sealing faces of the cylinder
block (2)/flywheel housing (1), on the oil
sump side. 2
8. Fit the oil sump using a new gasket. See
3
M2 00 629
ǹ 0011 165
TIMING
Removal and installation, timing case GG engine
9. Taking account of the following points,

installation of the remaining removed parts
is a reversal of removal.
- Replace the O-rings and gaskets.
- Fit the removed parts in the specified
manner. Refer to the relevant sections.
- Tighten the connections to the
specified torques.
- Set the timing as specified.
- Replace the connector for the
crankshaft speed/position sensor in its
original position. If the connector is
installed the wrong way around, the
engine will not start.
10. Top up the engine with the specified
engine oil.
166 ǹ 0011
TIMING
GG engine Disassembly and assembly, sensor ring housing
9.8 DISASSEMBLY AND ASSEMBLY, SENSOR RING HOUSING
Disassembly, sensor ring housing

1. Remove the housing (6) from the timing
gear case.
2. Remove the crankshaft speed/position 3
sensor from the housing (6).
3. Remove the key (3) from the shaft.
5
4. Remove the circlip (1). 6
5. Insert a puller in the threaded hole (M16) of 4
the shaft (4) and pull the shaft (4) with the 2
front bearing (2) carefully from the housing 1 M200936
(6). Ensure that the teeth of the sensor ring
are not damaged.
6. Remove the front bearing (2) from the
shaft (4).
7. Remove the rear bearing (5) from the shaft
(4) or out of the housing (6).
Installation, sensor ring housing
1. Clean and check all parts for wear
and damage.
Particularly carefully check the sensor ring
for damage.
2. Force both bearings (2 and 5) onto the
shaft (4).
3. Sparingly oil the outside of the bearings,
and force the shaft with the bearings
carefully into the housing. Ensure that the
teeth of the sensor ring are not damaged.
4. Install a new circlip (1). Check that the
circlip makes good contact around the
entire circumference.
9
5. Insert the key (3).
6. Fit the engine speed/crankshaft
position sensor.
ǹ 0011 167
TIMING
Disassembly and assembly, sensor ring housing GG engine
168 ǹ 0011
CYLINDER BLOCK AND DRIVE UNIT
10. CYLINDER BLOCK AND DRIVE UNIT

10
ǹ 0011 169
Cylinder block and camshaft

1 10
2 7
1 6 8
2 11
1 5
9 12
2
1
4
2
13
3 23
22
14
15
21
27
19 25
16 20 24
17 18
28 26
29
10 M200634
170 ǹ 0011
1. Connecting rod cap bolt

2. Washer
3. Connecting rod cap
7. Sealing plug
8. Sealing ring
9. Cylinder block
10. Dowel pin
11. Sealing plug
12. Sealing ring
13. Sealing plug
14. Banjo bolt
15. Oil sprayer
16. (Camshaft) bearing bush
17. Expansion plug
18. Expansion plug
19. Sealing ring
20. Sealing plug
21. Sealing plug
22. Spacer ring
23. Dowel pin
24. Cylinder liner
25. Flange bolt
26. Lock plate
27. Spacer ring
28. Camshaft
29. Plug
10
ǹ 0011 171
Piston, connecting rod and crankshaft
10
1
11
2
12
3 13
10 14
17
15 18
16
M200286
172 ǹ 0011
1. Bearing bush
2. Connecting rod
3. (Big-end) bearing shell
4. (Big-end) bearing shell
5. Dowel pin
7. Connecting rod bolt
8. Piston ring (top ring)
9. Piston ring (compression ring)
10. Oil scraper ring
11. Piston
12. Piston rod
13. Circlip
14. Crankshaft
15. Bearing shell (main bearing)
16. Bearing shell (main bearing)
17. Axial thrust washer (crankshaft)
18. Axial thrust washer (crankshaft)
10
ǹ 0011 173
Removal and installation, pistons and connecting rods GG engine
10.2 REMOVAL AND INSTALLATION, PISTONS AND CONNECTING RODS
Removal, pistons and connecting rods

1. Remove the cylinder head(s). See
“Cylinder head”.
2. Remove the oil sump. See “Lubrication
system”.
3. Remove the oil pipes and the oil pump. See
4. Mark the position of the pistons in the
cylinder block if they are to be returned to
the engine.
5. Remove the big end bearing cap bolts. In
the case of 12-sided bolts, remove them
with the special tool. See “Special tools”.
Remove the cap from the connecting rod.
6. Remove the connecting rod complete with
piston, from the cylinder liner.
7. Ensure that the connecting rod cap is kept
with the connecting rod.
8. Remove the circlips from the piston bore.
9. Force the gudgeon pin from the piston.
Avoid damage to the piston.
10. Force the bearing bush from the connecting
rod, if necessary using a well-fitting
driving tool.
11. Remove the piston rings from the piston,
using a piston ring clamp. Keep the piston
rings with the correct piston.
10
174 ǹ 0011
GG engine Removal and installation, pistons and connecting rods
Installation, pistons and connecting rods

1. Check the bearing halfshells of the
connecting rod.
2. Check the bearing bush of the
connecting rod.
3. Check the connecting rod for cracks and
signs of overheating.
4. Check the dimensions of the
connecting rod.
5. Check the gudgeon pin for cracks, wear and
6. Check the piston for cracks, wear and signs
of overheating.
7. Check the clearance of the piston rings in
the piston.
8. Check the running surface and the slot
openings of the piston rings.
Installation, pistons and connecting rods
1. Carefully clean the parts, and check that the
oil passages are open.
2. If necessary, use a suitable driving tool to fit
a new small-end bush in the connecting rod.
When fitting the small-end bush, ensure that
the oil hole in the bush is precisely in line
with the opening of the oil bore in the
connecting rod.
After the small-end bush has been pressed
in, it should be reamed to the specified size.
Following reaming of the bush, check that
the centre-to-centre distance between the
big and small ends is within the tolerance
limits. See “Technical data”.
3. Install the (new) bearing shells in the
connecting rod and connecting rod cap, and
check that the oil passages are open. 10
ǹ 0011 175
4. Take the expander spring out of the oil

scraper ring (3), and place it in the bottom
piston groove in the piston. 1
Use a piston ring clamp to fit the oil scraper
ring (3) with the word “top” facing upwards,
over the spring in the piston ring groove.
The opening of the spring must be opposite
the slot opening in the oil scraper ring. 2
Turn the oil scraper ring (3) so that the slot
opening (B) is positioned in relation to the
gudgeon pin (A) as shown in the diagram
opposite.
The slot openings (B) in the three piston 3
rings must be evenly spaced, at intervals
of 120°.
5. Use a piston ring clamp to fit the
compression ring (2) with the word “top” M2 00 607
facing upwards.
Turn the compression ring (2), ensuring that
the slot opening (B) is positioned in relation
to the gudgeon pin (A) as shown in
the drawing.
6. Use the piston ring clamp to fit the top ring
(1) with the word “top” facing upwards. Turn B
the top ring (1), ensuring that the slot
opening (B) is positioned in relation to the
gudgeon pin (A) as shown in the drawing.
7. Fit one circlip to the piston. Make sure that
the entire circlip is positioned correctly in
the groove.
8. Heat the piston to a temperature of approx.
50°C and lightly oil the gudgeon pin.
A
9. Insert the connecting rod into the piston,
and force the gudgeon pin into the piston.
Ensure that all pistons are fitted to the
connecting rods in the same way. Check
this by looking at the number on the side of B B
the connecting rod and the arrow on the top
10 of the piston.
10. Fit the circlips, and check that they are well
M2 00 139
fitted into the grooves.
176 ǹ 0011
GG engine Removal and installation, pistons and connecting rods
11. Use a non-fluff cloth to clean the crankshaft

and the cylinder liner.
12. Carefully oil the cylinder liner, piston and
piston rings. Fit a piston ring clamp strip to
the piston.
Place the piston in the cylinder, ensuring
that the arrow on the piston points towards
the timing gear end of the engine.
13. Clean and check the contact faces of
connecting rod and connecting rod cap.
14. Clean the bearing shells of connecting rod
and connecting rod cap. Coat them with oil.
15. Fit the respective bearing cap to the
connecting rod. Check this by looking at the
numbers shown on connecting rod and
connecting rod cap.
The numbers on the connecting rod and
connecting rod cap must be on the
same side.
16. Only fit new bolts of the specified type.
Apply a drop of oil to the threads and
bearing faces of the connecting rod cap
bolts, and fit the bolts.
The bolts should be tightened in two stages.
- First stage: Tighten the bolts in turns to
the specified torque. See
- Second stage: On both bolts, apply a
straight parallel line, and tighten the
bolts through the specified angle
tightening. See “Technical data”.
17. Check that the bearing has some end play.
If there is any radial play, this will probably
be caused by the fact that a ground
crankshaft has been fitted with standard
bearings.
10
ǹ 0011 177
18. Crank the engine through several

revolutions, and check that there are no
heavy points.
19. Subsequently install the other parts in
reverse order of removal. Consult the
relevant paragraphs.
Note:
After the replacement of cylinder liners, pistons
and piston rings, the engine must be
run-in again.
As the running-in properties of the specified
engine oil are insufficient, a different grade of
engine oil should be used during the
running-in period.
For the oil specified for the running-in period,
see the latest “Technical Information bulletin on
lubricant, coolant and fuel specifications”.
After 2500 km, this oil should be drained and
the oil filter replaced.
Then fill the engine with the specified oil.
10
178 ǹ 0011
GG engine Removal and installation, crankshaft
10.3 REMOVAL AND INSTALLATION, CRANKSHAFT
Removal, crankshaft
system”.
2. Remove the timing case. See “Timing”.
3. Remove the oil pump with the oil pipes. See
4. Remove the flywheel. See “Flywheel and
flywheel housing”.
5. Remove the flywheel housing. See
“Flywheel and flywheel housing”.
6. Remove the bearing caps from the
connecting rods.
7. Remove the main bearing cap bolts and C D
take off the main bearing caps. Check
whether all bearing caps carry a letter mark.
If not, apply a mark.
8. Remove the axial thrust washers.
9. Remove the crankshaft, ensuring that
during removal the crankshaft is not C
damaged. D
10. Mark the position of the bearing shells, so
that they can be returned to their original
positions.
Inspection, crankshaft
1. Check the crankshaft for external damage
and signs of overheating. M2 00 093
2. Magnaflux-test the crankshaft.

3. Measure the crankshaft.
To establish the wear pattern of crankshaft
main bearings and big-end bearings, follow
the procedure shown in the “Measuring of
wear” form, a copy of which is included in
the “Technical data” of this manual.
10
ǹ 0011 179
Removal and installation, crankshaft GG engine
4. Check the bearing shells and axial thrust

washers for wear, damage and signs of
overheating.
5. Check the main bearing caps for damage
and signs of overheating.
6. Check the contact faces of the bearing caps
in the cylinder block.
7. Check the tapped hole for the main bearing
cap bolt.
8. Check the bearing cap bolts; the screw
thread must be entirely undamaged and the
bolt must be easy to turn in the threaded
hole by hand. If in doubt, replace the bolts.
Installation, crankshaft
1. Thoroughly clean all parts.
Remove preserving agent from every new
crankshaft.
2. Clean the tapped holes for the main bearing
cap bolts.
3. If the main bearing shells are to be reused,
fit them in their original positions in the
cylinder block and in the bearing caps.
4. If the crankshaft has been ground to an
undersize, fit the correct bearing shells.
5. Check whether all oil passages of the
bearings are open.
Check whether the oil passage in the
bearing cap at the timing gear end is open.
6. Check the dowel pin for the centre bearing.
7. Apply oil to the bearing shells.
8. Place the crankshaft in the cylinder block.
10
180 ǹ 0011
GG engine Removal and installation, crankshaft
9. Apply oil to the axial thrust washers. Fit a

thrust washer to both sides of the centre
bearing, with the bronze bearing material
facing the crankshaft.
M2 00 091
10. Measure the axial play of the crankshaft.

Measure the crankshaft end play, using a
holder and dial gauge.
- Place the stylus on the end of the
crankshaft.
- Push the crankshaft to the flywheel end
and set the dial gauge to zero.
- Push the crankshaft to the timing gear
end and read the gauge.
11. If the play is too great, it can be corrected
by installing oversized thrust washers.
12. If the play is too small, this can be corrected
by grinding the axial thrust washers on the
metal side (not the bronze bearing M2 00 271
material).
Grind the axial thrust washers of the
bearing cap to the same size.
13. Fit the two axial trust washers in the centre
bearing cap, and lubricate the thrust
washers.
10
ǹ 0011 181
Removal and installation, crankshaft GG engine
14. Apply oil to the bearing shells in the bearing

caps. Fit the bearing caps. The letter on the
bearing cap must be the same as the letter
on the cylinder block. See the
C D
diagram opposite.
15. Apply a drop of oil to the threads and the
bearing faces of the bearing cap bolts, and
fit the bolts.
16. Tighten the bolts alternately, in two stages. C
- First stage: tighten the bolts to the D
Start by tightening the central bearing
cap and then subsequently work
outwards on both sides.
- Second stage: apply a parallel line to
all bearing cap bolts. Tighten the bolts
through the specified angle tightening.
See “Technical data”. M2 00 093
Once again, start with the central
bearing cap, and then work outwards,
on both sides.
17. Check that the crankshaft rotates easily,
and has no heavy points.
18. Once again measure and if necessary
correct the end play.
19. Then fit the components in a reversal of
removal. Consult the relevant paragraphs.
10
182 ǹ 0011
GG engine Grinding the crankshaft
10.4 GRINDING THE CRANKSHAFT
- If necessary, the crankshaft can be ground

down to one of the three undersizes.
- In the event of damage to the axial bearing
surfaces of the centre main bearing, these
surfaces can be ground to an undersize.
- If the running surface of the rear crankshaft
oil seal has to be ground, the running
surface may not be ground over the full A
length. The original diameter must be
retained for at least 7 mm measured from
the rear end of the crankshaft, to ensure
correct fitting of the flywheel. See distance
A in the opposite drawing.
- Following grinding of a crankshaft, the oil
holes must be redrilled to a radius of
0.5 mm.
- The fillet radius of the journals must be
precisely machined to the specified radius. M2 00 080
- A crankshaft may only be ground once to

the next undersize without being nitrided.
- Following nitriding, the nitride layer must be
removed from the following parts, by
lapping:
- All main and connecting rod bearing
journals.
- The flanks of the centre main bearing,
for the axial bearings.
- The circumference of the flywheel
flange.
- Oil seal running surfaces.
- The tapered front end (the clamping
surface of the vibration damper).
10
ǹ 0011 183
Grinding the crankshaft GG engine
- If the crankshaft is ground to an undersize,

the crankshaft must be marked using the
following codes:
H = Main bearing journal
D = Crankpin
N = Nitrided crankshaft
The letters H and D should be followed by a
number indicating the number of times the
crankshaft has been ground (1st, 2nd, or
3rd undersize).
The code on the crankshaft shown on the
opposite drawing means:
H1 = main bearing journal ground to the
first undersize
D2N = crankpin ground to second
undersize and the crankshaft has
been nitrided.
- To balance the crankshaft, the shaft must H1
be fitted in bearings at the front and rear D2
N
main bearings.
The crankshaft must be dynamically
balanced at a speed of 350 rpm to a
maximum of 72 g/cm.
If necessary, material may be removed by
drilling out counterweights. M2 00 090
10
184 ǹ 0011
GG engine Removal and installation, camshaft
10.5 REMOVAL AND INSTALLATION, CAMSHAFT
Removal, camshaft
the valves of the sixth cylinder in overlap
position. 6
4
0
4. Remove the pushrods and tappet bushes. TDC
See “Cylinder head(s)”.
5. Remove the camshaft gear. See “Timing”.
6. Remove the attachment bolts from the lock
plate and remove the lock plate.
7. Remove the camshaft with the spacer from M2 00 144
the cylinder block.
8. Remove the spacer ring from the camshaft.
Inspection, camshaft
1. Clean the camshaft and check whether the
oil bores are open.
2. Check the camshaft for damage, wear and
3. Check the dimensions of the camshaft.
4. Check that the sealing plug at the rear of
the camshaft provides a good seal.
5. Check the bearing of the camshaft and the
bearings in the cylinder block for wear and
damage.
6. Check and if necessary replace the spacer
ring.
10
ǹ 0011 185
Removal and installation, camshaft GG engine
Installation, camshaft
1. If necessary, replace the camshaft bearings
in the cylinder block. A
Using a drover (A) (see “Special Tools”), fit
the new camshaft bearings. Fit the
camshaft bearing in such a way that the
aperture in the bearing bush (see arrow)
aligns with the oil duct in the cylinder block.
2. Check that all oil channels in the camshaft
bearings in the cylinder block are open.
3. Apply plenty of oil to the camshaft bearings,
and insert the camshaft into the cylinder
block, whilst rotating the shaft.
W2 00 089
4. Check that the camshaft rotates easily, with
no heavy points.
5. Fit the spacer ring on the camshaft.
6. Apply Loctite 243 to the lock plate
attachment bolts, and fit the lock plate.
specified torque.
7. See “Technical data”.
8. Once again check that the camshaft rotates
easily, with no heavy points. Measure the
crankshaft end play, using a holder and dial
gauge.
- Place the stylus on the end of the
crankshaft.
- Push the crankshaft to the flywheel end
and set the dial gauge to zero.
- Push the crankshaft to the timing gear
end and read the gauge.
9. Correct the end play with the spacer ring.
10. Fit the camshaft gear and set the timing.
See “Timing”.
10 11. Subsequently install the other parts in

186 ǹ 0011
GG engine Measurement and rejection standards of cylinder liners
10.6 MEASUREMENT AND REJECTION STANDARDS OF CYLINDER LINERS
Measurement, cylinder liner

1. To establish the cylinder liner wear pattern,
follow the procedure set out in the
“Measuring of wear” form, a copy of which
is included in the “Technical data” of this
manual.
2. The ovality must be measured by turning
the measuring gauge another 90° each time
and taking the appropriate measurement.
3. If the cylinder liner has become
oval-shaped, the initial bore in the cylinder
block should be checked.
4. If the initial bore in the cylinder block is
0.05 mm larger than the maximum new
measurement, the cylinder block must be
bored and cylinder liners with an oversized
outer diameter must be fitted.
Rejection standard for cylinder liners
Cylinder liners must be replaced when:
- The bore polishing standard has been
exceeded.
- The wear pattern is not uniform.
- The running surface is scored.
- The difference between the measurements
recorded on the “Measuring of wear” form
exceeds 0.07 mm.
Note:
If a cylinder liner is rejected on the basis of the
above criteria, it must be replaced and not
honed.
10
ǹ 0011 187
Measurement and rejection standards of cylinder liners GG engine
Bore-polishing
1. One of the measures to be taken to aid a
patently high oil consumption (engine oil
consumption test) is to inspect the cylinder
liners for bore-polishing.
2. The term bore-polishing is used to indicate
smooth surfaces without a visible regular
honing pattern (see drawing).
If the “deeper” honing grooves still show a
regular pattern, bore polishing cannot
be considered.
3. Only bore polishing under the top of the
upper piston rings in the uppermost piston
position can influence the oil consumption.
M2 00 043
4. The following are permissible:
- a maximum of 3 contacting areas of
bore-polishing per liner, with an
unbroken surface of not more than
10 cm2.
- A maximum of 3 non-connected
bore-polishing patches with a total
surface of not more than 20 cm2 per
liner.
10
188 ǹ 0011
GG engine Removal and installation, cylinder liners
10.7 REMOVAL AND INSTALLATION, CYLINDER LINERS
Removal, cylinder liner

1. Remove the cylinder heads. See “Cylinder
head(s)”.
system”.
3. Remove the pistons.
4. To remove the cylinder liner from the
cylinder block, use the appropriate parts of
DAF special tool (A in the drawing). See A B
“Special Tools”.
5. With the special tool, pull the cylinder liner
out of the cylinder block.
6. When the liner has been removed, measure
the initial bore in the cylinder block.
If the initial bore is 0.05 mm larger than the
specified maximum size for new bores, the
cylinder block must be bored out to the
specified oversize.
Then fit oversize cylinder liners (cylinder
liners with oversize outside diameter).
7. Measure the depth of the recess for the
cylinder liner flange, and compare this with
the specified value.
Note: M2 00 099
Whenever over-sized cylinder liners are fitted,
marking S1 must be stamped under or over the
engine number.
The message C.S1 must also be put on the
engine specification plate.
10
ǹ 0011 189
Removal and installation, cylinder liners GG engine
Installation, cylinder liner

1. Clean the cylinder block before fitting the
new liner.
2. Before installing the cylinder liner in the
cylinder block, fit the appropriate parts of
DAF special tool (B in the drawing). See
3. If possible, cylinder liners should be
undercooled before fitting.
4. Only in case of emergency is it permitted to
apply an extremely thin film of lubrication oil
to the edge of the initial bore. On no
account may any other lubricants of
whatever type be used.
Difficulties in inserting cylinder liners are
mostly due to remnants of lubricants
previously used.
5. Press the cylinder liner entirely into the
cylinder block using the special tools.
6. Following fitting, check the inside diameter
of the cylinder liner.
7. When the new cylinder liner has been fitted,
check the projection of the cylinder liner
above the cylinder block. If necessary,
correct the projection.
8. Subsequently install the other parts in
Note:
After the replacement of cylinder liners, pistons
and piston rings, the engine must be run-in
again.
M2 00 100
As the running-in properties of the specified
engine oil are insufficient, a different grade of
engine oil should be used during the running-in
period.
10 For the oil specified for the running-in period,
see the latest “Technical Information bulletin on
lubricant, coolant and fuel specifications”.
After 2500 km, this oil should be drained and
the oil filter replaced.
Then fill the engine with the specified oil.
190 ǹ 0011
GG engine Measurement and correction, cylinder liner height
10.8 MEASUREMENT AND CORRECTION, CYLINDER LINER HEIGHT
After fitting new cylinder liners, the distance of

the cylinder liner above the cylinder block must
be inspected.
This measurement should be carried out before
the cylinder head is fitted.
The projection of the cylinder liner above the
cylinder block should be checked using the
special tool. See “Technical data”
Inspection, cylinder liner height
1. Place the tool on the top of the cylinder
block.
2. Set the gauge to “ZERO”.
3. Place the base of the gauge on the edge of
the cylinder liner.
4. Read the value indicated by the gauge.
Correction, cylinder liner height
1. If the cylinder liner is too deep in the
cylinder block, this can be corrected by M2 00 100
fitting shims under the cylinder liner flange.
2. If (after the block has been refaced) the
projection of the cylinder liner above the
block is more than the specified maximum,
the recess for the cylinder liner flange
should be restored to the specified size.
Note:
It is on no account permitted to grind off
the flanges.
10
ǹ 0011 191
Pressure testing the cylinder block GG engine
10.9 PRESSURE TESTING THE CYLINDER BLOCK
The cylinder block can be pressure-tested both

with or without the cylinder heads fitted.
Pressure-testing the cylinder block
1. Plug the coolant passages of the cylinder
head with blanking plates, fitted with
gaskets.
workshop. One of the blanking plates must
have a connection for a flexible air pipe.
2. Connect a flexible air pipe, fitted with a
pressure reducing valve, to the sealing plate
which has the connection required.
3. Immerse the block in warm water, and
pressure-test the block at an air pressure
of 1.5 bar.
Leave the cylinder block in the water for
approx. 30 minutes.
4. Blow-dry the cylinder block with
compressed air, following pressure-testing.
Pressure-testing a cylinder block with the
cylinder heads fitted.
1. Fit the cylinder heads and gaskets.
The coolant inlet pipe and the coolant
header pipe must be removed.
2. Plug the coolant passages of the cylinder
heads and the cylinder block with blanking
plates, fitted with gaskets.
workshop. One of the blanking plates must
have a connection for a flexible air pipe.
3. Connect a flexible air pipe, fitted with a
pressure reducing valve, to the sealing plate
which has the connection required.
10 4. Immerse the assembly in a container of hot

water and let in air pressure of 1.5 bar.
Leave the assembly in the water for about
half an hour.
5. Blow-dry the cylinder block with
compressed air, following pressure-testing.
192 ǹ 0011
GG engine Machining the cylinder block
10.10 MACHINING THE CYLINDER BLOCK
Note: A
The GG engine has no piston cooling.
The oil passages for the oil sprayers are sealed
with plugs. On a new or machined cylinder
block, check that these plugs have been fitted.
Refacing the cylinder block
1. When machining the cylinder block, ensure
that dimension A, the distance between the
top of the crankshaft bore and the top of the
cylinder block, remains within the specified
parameters.
2. When the machined surface has been
cleaned, the distance which the cylinder
liner projects above the block must be M2 00 015
checked, and if necessary corrected. See
“Measuring and correcting cylinder liner
height”.
Cleaning, cylinder block
1. Clean the cylinder block thoroughly, paying
special attention to the various oil
passages.
2. Check that the oil passages are not
blocked.
Sealing plugs
1. Apply Loctite 572 to the sealing plugs. Fit
the plugs and, if applicable, use new sealing
rings.
Removal, expansion plugs
1. Tap the edge of the expansion plug, to tilt
the plug. Make sure that no damage occurs.
2. Remove the expansion plug with a pair of
pliers.
Installation, expansion plugs
1. Apply Loctite 270 to the new expansion plug
and tap it into the cylinder block, using a
well-fitting driving tool.
10
2. Leave the Loctite to harden for at least 1
hour.
3. Check for leaks.
ǹ 0011 193
Machining the cylinder block GG engine
10
194 ǹ 0011
COOLING SYSTEM
GG engine System description
11. COOLING SYSTEM

11.1 SYSTEM DESCRIPTION
11
ǹ 0011 195
COOLING SYSTEM
System description GG engine
Cooling system drawing

A 1 14
C
3
13
D
15
4
5 E 2 2 B
7
F
16
12
6 8 11
10
G
H
M2 00 619
11
196 ǹ 0011
COOLING SYSTEM
A Pipe connection of retarder (if fitted)

B Pipe connection to retarder (if fitted)
C Pipe connection from bleed pipe
D Pipe connection to radiator
E Pipe connection from bleed pipe
F Pipe connection from bleed pipe
G Pipe connection from radiator
H Pipe connection from bleed pipe
1. Connecting pipe (if no retarder

is connected)
2. Header pipe (discharge pipe from
cylinder heads)
3. Thermostat housing
4. By-pass pipe from thermostat housing
5. Supply channel to cylinder block
6. Coolant pump
7. Discharge pipe from the air compressor
8. Supply pipe to the air compressor
9. Air compressor
10. Discharge pipe from the lubricant
heat exchanger
11. Lubricant heat exchanger
12. Supply pipe from the lubricant
heat exchanger
13. Temperature sensor
14. Discharge pipe from the turbocharger
15. Water-cooled turbocharger
16. Supply pipe from the turbocharger
11
ǹ 0011 197
COOLING SYSTEM
General
The primary task of the engine cooling system is
to keep the engine temperature at a constant
level, irrespective of changes in engine load,
engine speed and ambient temperature. The
coolant-controlled temperature of the engine is
the temperature at which the engine operates
with maximum efficiency and minimum wear.
To achieve controlled engine cooling, the
amount of coolant flowing to the radiator is
controlled by a thermostat.
Air bleed pipes have been fitted in the engine at
several locations, so the engine itself does not
require bleeding.
Operation, cooling system
The cooling system consists of a coolant pump,
a radiator with a fan, a header tank, a lubricating
oil heat exchanger, a thermostat and pipes. The
air compressor and turbocharger are also
included in the cooling system.
From the delivery side of the coolant pump (6)
the coolant is fed via a duct (5) directly into the
cylinder block. The coolant passes through the
cylinder block to the cylinder heads.
On the cylinder heads, a collector pipe (2) is
fitted which, if no retarder is fitted on the cooling
system, returns the coolant to the thermostat
housing (3), via the connection pipe (1).
If a retarder is connected to the cooling system,
the connection pipe (1) is not fitted, and the
coolant is passed to the retarder via the pipe
connection (B). On the pipe connection (A), the
return pipe from the retarder is connected.
From the thermostat housing (3) the coolant can
travel via the bypass pipe (4) to the coolant
pump or via the pipe connection (D) to the
radiator. The thermostat fitted in the thermostat
housing (3) controls the quantity of coolant
which flows into these pipes. See
“Thermostat operation”.
11
198 ǹ 0011
COOLING SYSTEM
The cylinder head of the air compressor (9) and

the bearing housing of the turbocharger (15) are
also cooled by the coolant.
The supply pipe (8) to the air compressor (9) is
connected to the duct (5) from the coolant pump
(6) to the cylinder block.
The return pipe (7) for the air compressor (9) is
connected to the return pipe of the heat
exchanger (10).
The supply pipe (16) to the turbocharger (15) is
connected to an coolant duct in the
cylinder block.
The return pipe (14) for the turbocharger is
connected to the collector pipe (2).
The lubricating oil heat exchanger (11) receives
the coolant via the supply pipe (12) from the
cylinder block.
From the lubricating oil heat exchanger, the
coolant is passed directly via the return pipe (10)
back to the coolant pump (6).
In addition to cooling the lubricating oil, the
lubricating oil heat exchanger’s task is that of
warming the lubricating oil in a “cold” engine.
The heater, heated by the coolant, can also be
connected to the cooling system.
Because the coolant expands in volume as it is
heated, a header tank has been fitted in the
cooling system.
The header tank must be fitted with a pressure
cap which both aerates and de-aerates the
cooling system.
11
ǹ 0011 199
COOLING SYSTEM
Operation, thermostat
The coolant enters the thermostat housing via A
the pipe (C). If coolant subsequently flows
through the thermostat and depending on the
temperature of the coolant and the relative
position of the thermostats, there
are possibilities: B C
A The coolant has not yet reached the
opening temperature of the thermostat.
Pipe B to the radiator is completely closed.
The coolant passes via bypass channel A
directly to the coolant pump and the pump M200177
once again passes the coolant to the
cylinder head.
B The coolant has reached the opening
temperature of the thermostat. A
Pipe B to the radiator is opened and bypass
channel A is partially closed.
Coolant is now passed via pipe B to the
radiator, and via bypass channel A directly
to the coolant pump. B C
M200178
C The temperature of the coolant has

increased further; pipe B to the radiator is A
fully opened and bypass channel A is
fully closed.
The entire coolant flow now passes via pipe
B to the radiator.
B C
Note:
In the event of excessive coolant temperatures,
you are not recommended to remove the
thermostat, as an emergency solution.
If there is no thermostat in the thermostat
housing, the bypass channel is constantly fully M200179
opened (Fig. 4). Since the resistance in the

bypass channel is less than in the radiator, the
majority of the coolant will travel through the
11 bypass channel (uncooled) to the coolant pump.

As a consequence, the temperature will merely
continue to rise.
200 ǹ 0011
COOLING SYSTEM
GG engine Draining and filling, cooling system
11.2 DRAINING AND FILLING, COOLING SYSTEM
Coolant
The cooling system should preferably be filled
with a ready-mixed coolant containing
anti-freeze and corrosion-inhibiting additives.
If mains water is used an anti-freeze additive
must be introduced if temperatures fall
below +5_C, preferably one based on ethylene
glycol with anti-corrosion additives.
Consult the manufacturer’s instructions for the
correct anti-freeze mixing ratio.
The illustration opposite shows the lowering of o
C 0
the freezing point as a result of increasingly high -10
concentrations of ethylene glycol dissolved
-20
in water.
Preferably use 40% ethylene glycol solution -30
anti-freeze. At this percentage, not only good -40

frost protection, but also good corrosion -50
protection is guaranteed.
-60
If temperatures never fall below +5_C, it is
sufficient to add an anti-corrosion agent to -70
the coolant. -80

0 10 20 30 40 50 60 70 80 90 100 % Ethyleenglycol
100 90 80 70 60 50 40 30 20 10 0 H 2O
Note:
Always use only those coolants or anti-freeze M2016
agents which meet DAF specifications.

For further information see the lubricant, coolant
and oil specifications.
Coolant is a toxic substance and
must be handled with care. Protect
skin and eyes.
Coolant is harmful to the

environment; after use, it should be
processed as industrial chemical
waste.
When the coolant is hot, the

pressure in the cooling system is
very high. Carefully remove the filler
cap, to release the overpressure.
11
ǹ 0011 201
COOLING SYSTEM
Draining and filling, cooling system GG engine
Draining
1. If the coolant is captured in a clean
container, and is not contaminated, it may
be reused.
2. If a coolant-heated heater is connected to
the system, turn the operating lever of the
heater to “maximum”.
3. Position suitable containers beneath the
drain points.
4. Remove the filler cap from the
cooling system.
5. Open the radiator drain tap (A).
6. Remove the oil heat exchanger drain plug
(B) and drain the cylinder block through
the plug.
7. Flush out the cooling system. A
8. Close the radiator drain tap, fit a new gasket
ring to the oil heat exchanger and fit the oil
heat exchanger.
B
M2183
11
202 ǹ 0011
COOLING SYSTEM
GG engine Draining and filling, cooling system
Filling
1. Check that the operating lever on the heater
is still on “maximum”.
2. Fill the header tank with the specified
coolant, as far as the maximum level mark.
3. Run the engine for a few minutes, and
check the coolant level.
4. As necessary, top up with coolant.
Note:
To prevent damage to the cylinder block, no cold
coolant should be added, if the engine is warm.
Bleeding
To bleed the cooling system automatically, bleed
pipes connected to the header tank must be
connected to the radiator, air compressor and
collector pipe of the cylinder heads and the
supply duct to the cylinder block.
Check that these pipes are not kinked.
11
ǹ 0011 203
COOLING SYSTEM
Testing the cooling system GG engine
11.3 TESTING THE COOLING SYSTEM
1. Fill the header tank to the maximum level.

2. Position a pressure-testing pump on the
connection for the pressure-relief cap.
3. Pressure-test the system at a pressure
of 0.4 - 0.5 bar.
4. The pressure must remain constant for
10 minutes.
5. Whilst the system is under pressure, an MAX
external check should be carried out. MIN
Coolant leakage
External leaks should be sought in:
M2163
- Flexible coolant pipes
- Coolant pipes
- Radiator
- Header tank
- Coolant pump
- Leaky expansion cap on the cylinder block
or cylinder head
- Defective lubricating oil heat exchanger
- Defective pressure cap
- Leaky heater
- Faulty heat exchanger on the retarder
(if applicable).
Internal leakages should be sought in:
- Defective head gasket
- Leaky expansion cap on the cylinder block
or cylinder head
- Torn cylinder head or block.
- Leaking sealing plug behind the covers on
the bottom of the engine.
11
204 ǹ 0011
COOLING SYSTEM
GG engine Testing the cooling system
Permissible coolant pump leakage

The coolant pump shaft is sealed with a unitised
oil seal.
For correct functioning, this oil seal must use a
small quantity of coolant.
As a result of this coolant consumption, a leak
trail may appear beneath the coolant leak-off
hole, which, after evaporation, leaves a
white deposit.
The amount of coolant leaking out depends on
the use to which the vehicle is put. Frequent
stopping and starting may lead to
increased leakage.
The coolant pump does not need to be replaced
if a few drops of coolant are emitted from the
discharge ducts from time to time or if a white
deposit is visible under the discharge holes.
11
ǹ 0011 205
COOLING SYSTEM
Removal and installation, collector pipe, thermostat housing GG engine
and thermostat
11.4 REMOVAL AND INSTALLATION, COLLECTOR PIPE, THERMOSTAT
HOUSING AND THERMOSTAT
Component drawing
10 24 9
11 27
24
11 25 3 29
1 28
4 5 26
30
6 31
8 2
7 32
23
18
22
19
17 21
14 15 20
16
15
13
12 M200287
1. Thermostat 17. Collector pipe

2. Oil seal 18. Gaskets
3. Thermostat seat 19. Bolt
4. Coolant pipe 20. Flexible pipe
5. Union nut 21. Pipe clamp
6. Cutting ring 22. Sealing ring
7. Coupling 23. Sealing plug
8. Sealing ring 24. Sealing ring
9. Bleed pipe 25. Hollow screw
10. Hollow screw 26. O-ring
11. Sealing ring 27. Bolt
11
12. Flexible pipe 28. Pipe clamp
13. Pipe clamp 29. Flexible pipe
14. Collector pipe 30. Thermostat housing
15. Pipe clamp 31. Pipe clamp
16. Connecting pipe 32. Flexible pipe
206 ǹ 0011
COOLING SYSTEM
GG engine Removal and installation, collector pipe, thermostat housing
and thermostat
Removal, collector pipe
2. Remove the ignition coils.
Note:
Removal/installation of the ignition coil holder
with the three ignition coils as a complete unit is
not permitted. During fitting, there is a chance
that the spark plug caps can be fitted next to the
spark plugs.
3. Detach the attachment plate with the boost
pressure valve and coupling blocks.
4. Remove the wiring from the coolant
5. Remove all pipes from the collector pipe
and thermostat housing.
collector pipe and remove them with the
thermostat housing of the cylinder heads.
7. As necessary, remove the two pipe sections
from each other and remove the thermostat
housing from the front pipe section.
Installation, collector pipe
1. Remove the remaining gasket parts, clean
the sealing faces and check them for
damage.
2. Before installing the collector pipe, check
the condition of the flexible coolant pipes
and flexible pipe clamps. If in doubt, replace
both.
Clean the inside of the flexible coolant pipes
where they meet a pipe or flange. Also
clean the sealing face of the pipe or flange.
3. Fit new O-rings to the thermostat housing (if
removed) and fit it to the collector pipe.
11
ǹ 0011 207
COOLING SYSTEM
and thermostat
4. Fit the collector pipe on the cylinder heads,
using new gaskets.
5. Replace the sealing rings and connect the
pipes and flexible pipes. Tighten the flexible
pipe clamps.
6. Fit the wiring of the coolant
7. Connect the attachment plate to the boost
pressure valve and coupling blocks.
8. Install the ignition coils. Ensure that the
spark plug covers slide over the spark
plugs, and are not mounted adjacent.
9. Thoroughly seal the spark plug hole with the
sealing rubbers.
once again tighten the flexible pipe clamps,
check for leaks and check the coolant level.
Thermostat and thermostat housing
Excessively high coolant temperatures are often
blamed on a defective thermostat, but this is an
uncommon occurrence.
Before the thermostat is replaced, first check the
cooling system.
Removal, thermostat and thermostat
housing
2. Remove the pipes from the
thermostat housing.
3. Remove the attachment bolts and take the
collector pipe out of the thermostat housing.
4. Take the thermostat out of the
thermostat housing.
5. If necessary, remove the oil seal from the
housing. Avoid damaging the housing.
11 6. If necessary, remove the thermostat seat

from the housing.
208 ǹ 0011
COOLING SYSTEM
GG engine Removal and installation, collector pipe, thermostat housing
and thermostat
Inspection, thermostat housing
and thermostat
1. Check the oil seal in the thermostat
housing. If the rubber sealing lip is
damaged, or if there are clear traces of
leakage on the oil seal, the seal must
be replaced.
2. Check whether the thermostat is
fully closed.
3. Place the thermostat in a container filled
with water.
4. Place a thermometer in the container and
heat the water. Check the temperature at
which the thermostat opens, and whether it
opens fully. See “Technical data”.
Installation, thermostat housing
and thermostat
1. Clean the thermostat.
2. Clean the sealing surfaces of the thermostat
housing and the collector pipe.
3. If necessary, force a new thermostat seat
into the housing. Apply Loctite 270 to the
contact surfaces of both parts.
4. If necessary, force a new oil seal into
the housing.
Fit the oil seal so that the open side faces
inwards (the steel outer rim remains visible).
The oil seal must be fitted using special tool A
(A) (see “Special tools”), to prevent a
serious risk of leakage or jamming in
the thermostat.
5. Place the thermostat in the housing and
check that it does not become jammed.
6. Fit a new seal to the thermostat housing
and fit it to the collector pipe.
M2 00 060
11
ǹ 0011 209
COOLING SYSTEM
and thermostat
7. Check the condition of the flexible coolant
pipes and pipe clamps. If in doubt, replace.
8. Fit the pipes and tighten the pipe clamps.
11. Make a test run and check the operation of
the cooling system.
11
210 ǹ 0011
COOLING SYSTEM
GG engine Removal and installation, coolant pump
11.5 REMOVAL AND INSTALLATION, COOLANT PUMP
8
7
6
5
9
7
6
5
1
2
3 21
10
11
4 20
18
13 19
14
12 15
16
17 M200288
1. Flexible pipe
2. Pipe clamp
3. Coolant pump
4. Gaskets
5. Coupling
6. Cutting ring
7. Union nut
8. Pipe
9. Pipe
10. O-ring
11. Key
12. O-ring
13. Gear wheel
14. Flange nut
15. Flange nut
16.
17.
18.
Pipe clamp
Flexible pipe
Pipe clamp
11
19. Flexible pipe
20. Coolant channel
21. Flange bolt
ǹ 0011 211
COOLING SYSTEM
Removal and installation, coolant pump GG engine
Removal, coolant pump

2. Remove the drain plug on the bottom of the
timing cover and drain the oil from the
timing case.
3. Fit a new seal to the drain plug and re-fit it.
4. Remove the flexible coolant pipes from
the pump.
5. Remove the pipes from the coolant duct
between the pipe and the cylinder block.
6. Remove the attachment bolts connecting
the coolant duct to the cylinder block.
7. Remove the attachment nuts from the pump
and remove the pump from the timing.
8. Remove the coolant duct from the pump.
Installation, coolant pump
1. Transfer the drive sprocket to the pump to
be fitted, if applicable.
Lock the drive sprocket and remove the
flange nut.
Use a puller to pull the sprocket from
the shaft.
Fit the sprocket to the pump shaft of the
pump to be fitted.
Apply Loctite 243 to the attachment bolts
and tighten the flange nut to the specified
2. Remove the gasket remains from the
coolant duct and the cylinder block, clean
the sealing surfaces and inspect them
for damage.
3. Fit a new O-ring to the pump and grease
it lightly.
4. Fit a new O-ring to the coolant duct and
grease it lightly.
5. Fit the coolant duct to the pump and install
11
the pump in the timing.
212 ǹ 0011
COOLING SYSTEM
GG engine Removal and installation, coolant pump
6. Fit a new gasket to the coolant duct and fit it

to the cylinder block.
7. Tighten the pump attachment nuts evenly to
8. Fit the pipes to the coolant duct.
9. Check the condition of the flexible coolant
pipes and pipe clamps. If in doubt, replace.
the pipe clamp.
10. Fit the flexible coolant pipes and tighten the
flexible pipe clamps.
12. Check and if necessary top up the
lubricating oil level.
11
ǹ 0011 213
COOLING SYSTEM
Removal and installation, coolant pump GG engine
11
214 ǹ 0011
FUEL AND IGNITION SYSTEM
GG engine Warnings
12. FUEL AND IGNITION SYSTEM

12.1 WARNINGS
- LPG is an extremely flammable gas, which

is highly explosive in the correct gas to air
mix.
Smoking, naked flames and items which
can cause sparks are expressly forbidden
during re-fuelling.
- Do not use any tools which could cause
sparks, such as when using electrical tools,
steel hammers, chisels, etc.
Also when using tools driven by
compressed air, a spark could be created,
for example by a cap sliding on a bolt head.
- Work must be carried out in a
well-ventilated area. The extraction system
must be of an explosion-proof version.
Extraction should be carried out just above
floor level, because LPG is heavier than air.
- Escaping liquid gas immediately
evaporates, because the liquid gas has a
low boiling point.
During evaporation, the liquid gas
withdraws considerable heat from the
ambient air.
If liquid gas comes into contact with the
skin, the skin will be frozen, which can
cause serious injuries.
Always wear protective gloves and safety
goggles when removing pressurised pipes.
- Remember, even when the engine is
stationary, there is still liquid gas in the fuel
pipes.
12
ǹ 0011 215
Warnings GG engine
- Additional safety precautions for working on

the gas tank.
- Have a specialist company completely
empty the tank of gas.
- Place the nozzle of the extraction
system above the part to be removed.
- First remove the tank content gauge
before removing other parts of the tank.
If the tank is not completely gas-free,
this prevents a build-up of pressure in
the tank.
- Check the fitted part for any leaks.
- Never remove an ignition coil from a
running engine, as the resulting high
voltage can cause bodily injury.
Note:
Work as cleanly as possible. If dirt does enter
the system, it may lead to system errors.
12
216 ǹ 0011
GG engine General
12.2 GENERAL
LPG FUEL
The following is a short description of LPG fuel.
- LPG stands for Liquefied Petroleum Gas.
- LPG is a mixture of hydrocarbon
compounds that are a gas at normal room
temperature and atmospheric pressure.
This gas can be liquefied by applying a
relatively low pressure.
- LPG is lead free. Therefore the gases that
result from the fuel being burnt are suitable
for catalytic final processing.
- LPG may consist entirely of propane gas or
of a mixture of propane and butane gas.
This depends on the country in which the
LPG is obtained.
In the table shown below a comparison is made
between LPG, which consists of a mixture of
50% propane and 50% butane and diesel oil.
Properties Diesel oil LPG (50/50)

Specific mass at 15°C 0.83 kg/l 0.54 kg/l
Boiling point 1 bar 150 - 360 -15_C
Calorific value 42.5 MJ/kg 46.1 MJ/kg
Injection temperature 220_C 400_C
Combustion air required for 1 kg of fuel 14.5 kg 15.5 kg
12
ǹ 0011 217
General GG engine
At room temperature and atmospheric pressure

LPG is a gas.
By reducing the temperature or increasing the
pressure LPG becomes a liquid.
If the tank is filled with LPG, this will be
subjected to a specific pressure. This pressure
is entirely dependent on the temperature and
composition of the LPG, and not the fluid level.
An almost empty tank therefore has the same
pressure as a tank which is almost full.
The vapour pressure graph shows the pressure
in the tank to a reasonable degree of accuracy.
P(bar)
20
15
10
0,5
0,2
0,1
0,05
0,02 A B C D E
0,01
°C
-45 -40 -35 -30 -25 -20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45 50
M2 00 317
A 100% propane
B 70% propane and 30% butane
C 50% propane and 50% butane
D 30% propane and 70% butane
E 100% butane
The graph also shows why, in countries in which

LPG comprises a mixture of propane and
butane, the mixture ratio is different in summer
than in winter. See the table below.
In winter, more propane is added to the LPG
because the boiling point of butane is close
12 to 0_C and the boiling point of propane

around --42_C.
218 ǹ 0011
GG engine General
Note:
See the “Fuel and lubricant specifications” for
the permitted propane/butane mixture for LPG in
DAF LPG engines
The LPG must consist of a specific quantity of
propane, in connection with the engine pinking
limit.
Injecting liquid LPG overcomes the influence of
the change in LPG mix, as the densities of
propane and butane in the liquid state are
approximately the same.
The advantages of LPG
The advantages of LPG over diesel are mainly
to be found in the environmental area.
- Low exhaust emissions are possible.
- No smoke is produced when accelerating.
- The characteristic objectionable diesel smell
is absent.
- The LPG engine produces appreciably less
noise than the diesel version.
- LPG is cheap because it is a waste product
which results from the extraction and
refining of petroleum.
The advantages of metering a liquid as
opposed to metering a vapour
Vapour cannot be accurately metered with
respect to time; this has to do with the volume.
The charge ratio of the cylinder is adversely
affected when vapour is metered as the volume
of vapour forms an obstruction to the inflowing
air.
Time controlled injection of liquefied gas makes
it possible to affect the mixture for each cylinder.
At the same time, a higher charge ratio can be
obtained by injecting liquefied gas.
This is because the liquefied LPG extracts heat
from the inflowing air as it evaporates; this cools
it.
Metering liquefied LPG is actually technically
more difficult than metering vapour because at
room temperature and atmospheric pressure
LPG is a vapour.
12
ǹ 0011 219
General GG engine
DESCRIPTION OF FUEL SYSTEM

Diagram
1 2 6
7 8
EGAS EMS 9
3 4 5
Vin/2
12 24V
10
11 13
15
14 16
17
18
19
20
24
21 22
23
25
32
26 31
12 27
34
28 35
30 36
29 33
M2 00 891
220 ǹ 0011
GG engine General
1. Gas tank
2. Electronics for the pump motor
3. Fuel pump
4. Electromagnetic discharge valve
5. Return pipe with non-return valve
6. Filter
7. E-GAS unit
8. EMS unit
9. Voltage splitter
10. Pressure regulator (in connection unit)
11. Fuel pressure sensor
12. Solenoid valve
13. Connection unit
14. Intercooler
15. Idling speed control valve
16. Throttle
17. Inlet manifold air temperature sensor
18. Pressure limiting valve
19. Air filter
20. Power unit for the injectors (driver module)
21. Turbocharger
22. Ignition coil
23. Injector
24. Inlet Manifold Absolute Pressure sensor
(MAP sensor)
25. Air supply (4 circuit air pressure system)
26. Solenoid valve
27. Reduction valve
28. Reduction valve
29. Charging pressure control valve
30. Air cylinder for the “waste gate”
31. “Waste gate” on turbocharger
32. Lambda sensor
33. Catalytic converter
34. Coolant temperature sensor (for use by the
fuel system)
35. Sensor ring gear
36. Electromagnetic crankshaft speed/position
sensor
General
A multipoint LPG fuel system and an ignition
system have been fitted to the LPG engine. Both
systems use the same sensors and are
controlled by the EMS (electronic Engine
Management System).
The fuel system injects liquefied gas directly into
the inlet port of each cylinder.
In the intake port, the liquid LPG evaporates and
mixes with the air. The ignition system ignites
the mixture in the cylinder. 12
ǹ 0011 221
General GG engine
In the exhaust system, there is a catalytic

converter to clean the exhaust gases.
The throttle control is regulated by an
electronically controlled throttle valve. An
electronically activated control valve for idling
speed is fitted parallel to the throttle valve.
The throttle control and maximum speed are
controlled by the E-GAS 4 system and the idling
speed is controlled by the EMS.
The engine management system and the
E-GAS 4 systems continually communicate with
each other.
Two safety units are fitted.
- The engine running safety unit is a legally
specified safety unit that shuts off the fuel
supply when the engine is not running.
- The emergency running system limits the
engine capacity and speed in the event of a
serious engine failure.
Note:
In addition to the two safety units mentioned
above, the E-GAS 4 system also has another
safety unit. This is described in the “E-GAS-4”
systems manual.
It is possible to read out any errors with a
diagnostics program and to view the current
engine data. Consult the “DAF GG/RG LPG
engines diagnostics program” manual for the
description of the diagnostics program.
12
222 ǹ 0011
GG engine General
Fuel system
1
2 3 4
5 6 7
8 9 10
M2 00 593
To allow the LPG to be injected in liquefied form

a certain system pressure is required.
The fuel pump (8) that manages the system
pressure is found in the fuel tank and supplies
an excess of liquid LPG to the connection unit
(5) via an electromagnetic discharge valve (9)
and a filter (3). The filter (3) is attached to the
filter holder (2).
Via an electromagnetic valve (4), located in the
connection unit (5), the liquid gas flows to the
injector holder in which there are three injectors
12
(1) connected in series.
The injection timing and the amount of fuel
injected in each inlet stroke are determined by
the engine management unit.
ǹ 0011 223
General GG engine
The unused liquid gas then flows from the

injector holder back to the connection unit (5).
The pressure regulator (6) is fitted in the return
section of the connection unit (5). The
mechanical pressure regulator (6) regulates the
liquid pressure to 5 bar above the LPG pressure
that is present in the fuel tank. The adjusted
pressure varies, depending on the pressure in
the fuel tank, between 7 and 30 bar.
In the connection unit (5), there is also a
pressure sensor (7) that notifies the engine
management system of the fuel pressure.
From the connection unit (5) the liquid LPG
flows back to the fuel tank.
Via a return valve (10) fitted in the tank the
return pipe discharges into the supply chamber
of the fuel pump (8).
The different components of the fuel system are
connected together using plastic fuel pipes.
By circulating the liquefied gas under pressure,
heating, and the vapour formation that comes
with it, is avoided.
There are two identical fuel systems fitted to the
engine. Each one is independent and supplies
three injectors with fuel. Each cylinder is
supplied with fuel by one injector.
One system supplies gas to cylinders 1, 2 and 3
while the other system supplies cylinders 4, 5
and 6.
6 5 4 3 2 1
12
M2 00 586
224 ǹ 0011
GG engine General
Note:
Both fuel systems have one pressure sensor.
Both pressure sensors have been connected to
the engine management system since program
version 1E1.
Earlier versions of the program have only one of
the two pressure sensors.
No pressure sensor is fitted in the other
connection unit because it is assumed that the
pressure in the fuel tanks is equal.
Power supply voltage
The system is supplied with 24 V from the
vehicle’s power supply. There are also a number
of components that require a 12 V supply and
some sensors that require 5 V.
A converter and a voltage splitter are fitted in the
system to supply 12 V power.
The converter supplies a 12 V output and the
voltage splitter supplies half of the incoming
power supply voltage.
The voltage splitter feeds the following
components:
- EMS unit,
- Cruise-control switch-off relay in case of
engine failure (if applicable),
- Engine running safety relay coil.
- The converter feeds the following
components:
- Lambda sensor heater,
- Indication for engaging an automatic
transmission and/or air-conditioning,
- Boost pressure valve,
- Idling speed control valve
- Warning lamp activation relay.
The EMS unit supplies 5 V to the following
sensors:
- Air temperature sensor,
- The fuel system’s coolant temperature
sensor,
- Fuel pressure sensor,
- Inlet manifold air pressure sensor.
12
ǹ 0011 225
General GG engine
Engine management system

The engine management system provides an
ideal way of making the engine function
optimally under every operational condition.
However, the control strategy will always be a
compromise between performance,
environmental demands and economic factors.
The engine management system offers the
following advantages with regard to mechanical
control:
- Mixture composition, ignition and control of
the charging pressure all have an impact on
combustion quality. Due to the control of
these systems only one controller is
required.
- The sensors that are needed can be used
jointly.
- It is possible to optimise the controls in
relation to each other for fuel usage,
exhaust gas emissions and driveability.
- Supplementary functions are possible.
The engine management system has the
following basic functions:
- Control of mixture division.
- Control of injection.
- Control of boost pressure.
As well as the basic functions the engine
management system controls a number of other
additional functions:
- Lambda control,
- Idling speed control,
- Engine speed limiting,
- Fuel supply cut-off when braking on the
engine,
- Acceleration enrichment,
- Cold start enrichment,
- Compensation for the
engagement/disengagement of the
automatic transmission,
- Activating the fuel pumps.
- Engine running safety unit,
- Emergency running control.
- Fuel pressure monitoring (from program
version 1E1).
All functions are controlled by the control unit,
the EMS (electronic Engine Management
System).
12
226 ǹ 0011
GG engine General
Injection
The EMS calculates the values for injection
timing and injection duration which are used to
control the injectors.
High current is required to open the injectors
against the high pressure of the liquefied gas.
The EMS energises the power module to do
this. This is an electronic unit that ensures that
the injector coil is energised.
The injector coil is energised by switching its
negative pole to earth.
Heat is generated when the injector current is
flowing. To allow the heat to be dissipated as
efficiently as possible the power module is
located in a separate housing.
C
The opening and closing of an injector is a 1 2
mechanical reaction to an electrical signal.
Because the injector needle has a specific
demand delay, a reaction time is produced, for
raising and lowering the needle. A B
Both during opening and closing, there is a
delay between needle movement and electrical D
control. 3 4
This delay can be classified as activation delay
and closing delay, which together determine the
difference between control time and actual
injection time.
The difference in electrical control time and the
actual mechanical injection time is known as the T
injector offset. M2 00 328
For the accurate metering of fuel, this offset
must be known. The EMS applies a correction
on the injector offset.
A Activation delay
The activation delay will depend on both system B Closing delay
voltage and LPG pressure. D - C Injector offset
The closing delay of the injector depends on the
force of the spring behind the injector needle, 1. Start of electrical control
and therefore does not change. 2. End of electrical control
3. Start of injection
4. End of injection
12
ǹ 0011 227
General GG engine
The EMS takes into account the variable signals

like system voltage and LPG pressure when
calculating the injection duration. As the EMS
takes into account the system voltage (to which
the injectors are connected), the EMS must be
connected to the voltage splitter and not to the
converter (which has constant voltage).
At lower system voltage, the demand delay is
greater, resulting in a lower injection output.
If LPG pressure falls, injector output also falls, at
a constant opening time.
As a consequence, the electrical demand time is
extended, in order to achieve the same output
as with higher LPG pressure.
Injection timing
The shape of the inlet manifold contributes to
the injection timing.
The inlet valve is opened towards the end of the
exhaust stroke. At low engine speeds the
pressure in the cylinder is still higher than that in
the inlet manifold. The combustion gases will
therefore flow into the inlet manifold. If the fuel is
injected at that moment, the fuel mixture may be
drawn into the wrong cylinder due to the
relatively short pipes of the inlet manifold.
Mixture control
As a result of the engine design the mixture
must be formed in the cylinder.
The injector sprays the calculated quantity of
fuel into the passing air flow.
The EMS must control the injector in such a way
that the correct quantity of fuel is supplied to the
engine. To achieve this an engine characteristics
look-up table is programmed with the volume of
fuel that must be injected for every combination
of engine speed and load.
Depending on the operational situation, the
mixture strength is adjusted by varying the
injection duration.
The aim is that by controlling the mixture two
things can be achieved at the same time,
namely:
- exhaust gas which is a clean as possible,
- optimum driveability.
12
228 ǹ 0011
GG engine General
The engine speed is measured with an 1 5

electromagnetic rev counter (6). This sensor
also transmits the position of the crankshaft to
the EMS. 6
P n
The load on the engine is measured from the air
mass that it draws in. This measurement T
corresponds exactly to the engine load.
2
The air mass is measured indirectly by the inlet
manifold air pressure sensor (MAP sensor) (1).
This signal is corrected using the temperature of P V
the air drawn in. V/2
By measuring the temperature of the air the
3
mass per unit volume can be calculated. 7
The temperature of the drawn in air is measured 4
by the air temperature sensor (2).
λ
The injection duration found in the engine
characteristics look-up table is corrected by the
on-board voltage (7) and the fuel pressure (3).
This creates a corrected injection duration (II),
the “MAP + Trims” reading.
8
The lambda control further corrects the injection
duration (II), so that the injector (9) is energised
with the actual injection duration (III) via the
power unit (8). 9
The correction to the corrected injection duration
by the lambda control is called “Fuelling”.
Lambda control
The mixture strength affects both the engine M2 00 920
power and the fuel consumption. It also
determines, to a great extent, the composition of
the exhaust gas.
To evaluate the exhaust gas the Lambda sensor
compares the oxygen content of the exhaust
gas to that of the ambient air.
The Lambda sensor is fitted before the catalytic
converter in the exhaust system.
The air ratio is represented by the Greek letter
Lambda (λ) with the ideal relationship being
given the Lambda number 1.
12
ǹ 0011 229
General GG engine
The Lambda number indicates the degree to

which the air/fuel ratio differs from that
theoretically required;
air mass supplied
λ=
theoretically required air mass
When the Lambda number is less than 1 there is
a rich mixture (λ = 0.85 ......0.95). A rich mixture
gives higher engine power.
If the Lambda number is greater than 1 (λ =
1.05 .... 1.2), the mixture is said to be lean.
When the lambda number is > 1.2 the mixture’s
willingness to ignite is reduced and therefore the
chance of misfiring increases.
The 3-way catalytic converter functions at its
best at λ = 1.
The signal from the Lambda sensor is
processed by the EMS which corrects the
injection duration found from the engine
characteristics look-up table. A
- If the lambda sensor gives a “lean mixture”
signal (< 0.5 V) (A in the diagram), the
injection time will be increased (B in the
diagram). F B
- The mixture therefore becomes “rich” (C in
the diagram) and the lambda sensor
measures a “rich mixture” (> 0.5 V) (D in
the diagram).
- If the mixture is “rich”, the injection time is
decreased (E in the diagram).
- The mixture therefore becomes “lean” (F in
the diagram) and the lambda sensor will E C
measure a “lean mixture” (< 0.5 V) (A in
the diagram).
- If the mixture is “lean”, the injection time will D
be increased (B in the diagram).
- The mixture will therefore become “rich” (C M2 00 331
in the diagram) and the lambda sensor will
measure a “rich mixture” (> 0.5 V) (D in the
diagram) etc.
When a continuous control system as the one
described above is active it is called “closed
loop” control.
If there is no feedback from the λ signal, an
“open loop” control is created. This only occurs
in the following cases:
12 -
-
-
after starting,
when accelerating,
when braking on the engine.
230 ǹ 0011
GG engine General
Mixture correction as a result of the

operational situation
A mixture which results in Lambda = 1 is not
desired in all operational situations.
During starting and acceleration a richer mixture
is actually required but when braking on the
engine no fuel is needed.
Fuel supply is also stopped when the speed of
the engine is too high.
The different operational situations are indicated
by the throttle control motor, the coolant
temperature sensor and the crankshaft
speed/position sensor.
Enrichment when starting
A richer mixture is needed when, and just after,
starting.
The EMS increases the injected volume.
This increase is independent of the engine
temperature and is reduced over a period of 100
seconds.
The EMS switches over to “closed loop” control
when the Lambda sensor reaches its
operational temperature. Only then does the
sensor give a reliable signal that can be used to
correct the mixture.
Enrichment during acceleration
Suddenly opening the throttle can result in a
lean mixture being supplied for a short period of
time.
This deficiency is corrected by temporarily
injecting extra fuel.
The degree of enrichment is stored in the EMS.
The ’acceleration signal’ is given by the throttle
control motor.
Speed limiting
The maximum engine speed is regulated by the
E-GAS system and limited to approx. 2100 rpm.
Should this E-GAS regulation fail, the EMS will
switch the fuel injection off to avoid engine
damage at approx. 2250 rpm.
When the accelerator is held in the same
position the EMS turns the fuel injection on and
off continuously.
12
ǹ 0011 231
General GG engine
Turning off the fuel supply when braking on

the engine
Fuel injection is switched off when engine
braking is used and the engine is running at
more than 1,000 rpm.
The fuel is only cut off when the EMS has
received the signal “throttle closed”.
This signal is given by the throttle control motor.
Fuel injection is resumed at 850 rpm, even if the
throttle is still closed. This prevents the engine
stalling.
Fuel injection cut-off has two advantages: fuel
economy and cleaner exhaust gas.
Idling speed
The idling speed should be as low as possible
for fuel consumption reasons. The higher the
idling speed the higher the fuel consumption.
However the idling speed should be adjusted so
that the engine idles well in all situations.
If a heavy load is applied to an idling engine (for
instance the air-conditioning system) or if the
automatic transmission is engaged, the air
supply to the engine must be adjusted. The
idling speed will otherwise be too low.
This correction is achieved by the idle speed
control (ISC) valve.
This valve controls the air supply that bypasses
the throttle. It is controlled by the EMS.
Control of the charging pressure
To allow the torque of the engine to be
controlled the engine has been fitted with the
ability to control the charging pressure.
By using a turbocharger which is equipped with
a “waste gate” it is possible to control the
charging pressure independently of the
accelerator. When the “waste gate” opens, the
exhaust gases are sent directly to the exhaust
rather than the turbocharger compressor gear.
In addition the charging pressure control system
consists of a charging pressure control valve
and an air cylinder which is used to control the
“waste gate”.
The charging pressure control valve is an
electromagnetic valve that, depending on
signals sent from the EMS, controls the pressure
to the air cylinder.
12
232 ǹ 0011
GG engine General
Engine running safety device

When the vehicle’s ignition key is turned on, the
EMS applies power to both electromagnetic
valves and the fuel pump relays for three
seconds.
If the EMS does not receive a signal from the
crankshaft speed/position sensor within the
three seconds it turns off the electromagnetic
valves and the fuel pump relays.
As the engine is being started the EMS receives
the signal from the crankshaft speed/position
sensor and it applies power to both
electromagnetic valves and the fuel pump
relays; this results in fuel being supplied to the
injectors.
Once the engine is stopped, the EMS receives
no further signals from the speed sensor, and it
switches the relay off again.
Emergency running control
If there is a serious engine failure indicated by
the illumination of the red warning lamp, the
emergency running control comes into
operation.
The emergency running control prevents the
exhaust system from overheating.
It energises two E-GAS unit inputs, limiting the
engine speed and load to the pre-programmed
values. The maximum engine speed is limited to
1000 rpm and the maximum load to 35%, so
that the exhaust system cannot overheat.
The emergency running control is activated
when the injection correction (fuelling) is
registered at more than 115% for 10 seconds or
less than 75% for 20 seconds at an inlet
manifold pressure of > 400 mb.
Note:
If the emergency running control is in operation,
drive the vehicle straight away to a safe place
and turn the engine off. Drive with as low an
engine speed and engine load as possible. The
vehicle may not be driven further; this can result
in serious damage to the engine.
Fuel pressure monitoring
From program version 1E1, both fuel pressure
sensors have been connected and the EMS
processes both signals. At a pressure difference
of > 3 bar for 6 seconds, an error message will
12
be shown and the emergency running control
becomes operative.
ǹ 0011 233
General GG engine
DESCRIPTION OF THE IGNITION

SYSTEM
The ignition system is implemented without a
distributor, the so called DIS (Distributorless
Ignition System). It has no moving parts.
Ignition is electronically controlled by the EMS.
Each spark plug has its own ignition coil. The
coil and the spark plug cap are a single unit.
Ignition timing
The ignition timing affects fuel consumption,
composition of the exhaust gas and the thermal
load of the engine.
The maximum ignition advance is strongly
related to the limit at which the engine will start
to pink.
The ignition timing is adjusted depending on the
engine speed and load.
This information is processed by the EMS and,
based on a value in the engine characteristics
look-up table which is stored in the EMS, the
optimum ignition timing is calculated.
Information regarding the engine speed and the
crankshaft position is given to the EMS by the
electromagnetic crankshaft speed/position
sensor.
12
234 ǹ 0011
GG engine Description, parts
12.3 DESCRIPTION, PARTS
FUEL PIPES
The fuel pipes used to transport the liquefied
LPG are made from fibre reinforced plastic
(GRP). The pipe is designed to easily withstand
the maximum system pressure.
The supply and return pipes which run to and
from the connection unit are enclosed by
insulating cladding that prevents the LPG
warming up as well as protecting the pipe.
Kinks in the pipe must be avoided in all
circumstances. The pipes must be soundly
attached and regularly checked.
FUEL TANK WITH APPENDAGES 1 2 3 4 5 6

Fuel tank
Each fuel tank is tested and receives a mark of
inspection and a test date. This information is
inscribed on the accessory mounting plate.
Each fuel tank is fitted with a fuel pump (3),
which pumps the liquefied LPG around the fuel
system under pressure.
The fuel pump is fitted in a supply chamber
which ensures that liquid, free from vapour, is
drawn in in all situations.
Small magnets (4) are placed close to the fuel
pump to pick up any metal fragments. M2 00 614
To allow the fitting and removal of the fuel pump
the tank has a cover (1). 1. Cover
2. Bracket for mounting the supply chamber
Note:
3. Supply chamber with pump unit (system
Work on the fuel tank (including replacing the
pump)
fuel pump) should only be done in an authorised
4. Magnet
workshop.
5. Discharge valve
6. Return pipe connection
12
ǹ 0011 235
Description, parts GG engine
Because of its length, two fuel pumps are fitted

in the 300-litre tank.
One pump (3) serves to pump the liquefied LPG
around the system under pressure. The second
pump (10) is fitted to ensure that the system
pump does not run dry on a slope if the tank is
not full.
The second pump (10), which is located on the
other side of the tank, pumps the LPG directly
into the supply chamber of the system pump.
1 2 3 4 5 6 7 8 9 10 2 1
M2 01 051
A cross is applied to the fuel tank. This cross 1. Cover

indicates the correct fitting position of the tank 2. Bracket for mounting the supply chamber
and should be horizontal; take note of this when 3. Supply chamber with pump unit
fitting the fuel tank. (system pump)
If the cross is not horizontal the float used to 4. Magnet
limit the tank charge to 80% will be at the wrong 5. Discharge valve
angle. The tank can therefore be filled either 6. Return pipe connection
over or under the maximum filling of 80%. 7. Filter
The fuel gauge float will also be at the incorrect 8. Transfer pipe
angle which will lead to the fuel gauge giving an 9. Transfer pump discharge valve
incorrect reading. 10. Supply chamber with pump unit
(overflow pump)
12
236 ǹ 0011
Accessory mounting plate

The fuel tank is fitted with an accessory 1
mounting plate on which the accessory cabinet
is fitted. The accessory cabinet is sealed with a
separate lid. There are two appendage plates 2
fitted to a 300-litre tank.
The following components and functions are
fitted to the appendage plate:
3 4 6 7
5
M2 00 591
1. Safety valve
2. Electromagnetic discharge valve
3. LPG return connection including non-return
valve
4. Lid of the fuel gauge float
5. Float
6. Gland for the electrical supply to the fuel
pumps
7. 80% fill limiter
Electromagnetic discharge valve

The electromagnetic discharge valve forms a
part of the emergency running control system
and is a legal requirement.
The electromagnetic discharge valve ensures
that, if a fuel pipe breaks, no gas can escape
from the fuel tank.
The ECU energises the valve’s coil, opening the
valve.
When the engine stops the valve is closed.
If the pressure in the pipe increases after the
valve and the electromagnetic discharge valve
are closed, the valve will open mechanically and
LPG can flow back to the tank.
M200715 12
ǹ 0011 237
Safety valve
The safety valve is a legal requirement.
The safety valve consists of a housing in which
a spring-loaded valve is mounted. The pressure
of the LPG opposes the spring loading.
The safety valve is set at 25 bar.
If the pressure in the fuel tank exceeds the
setting of the safety valve, vapour is vented until
the pressure is less than the set value. The
vented vapour is released into the open air via
the appendage cabinet.
M200714
Melting plug 1
The melting plug is a legal requirement under 2
certain circumstances and prevents tank
pressure from increasing to an unacceptable 3
level. 4
The melting plug consists of a housing 5
containing a plunger (5), pin (3) and fuse (2).
The tank is on the bottom of the plunger (5) via
the openings (6). The plunger (5) is closed off by
the pin (3) and fuse (2).
In the event of a fire, the fuse (2) melts and the
melted substance is discharged through the 6
holes (1). The limiting of the pin (2) and plunger
(5) is therefore removed and the tank pressure
pushes the plunger (5) upwards. The result of
this is that the openings (4 and 6) are
connected, forming a large opening. M2 01 050
12
238 ǹ 0011
Fuel gauge float

The fluid level in the fuel tank is registered using
a float. The float controls a variable resistance.
M200717
80% fill limiter

The 80% fill limiter is a legal requirement.
There should always be a volume of gas above
the fluid level in the fuel tank. This space serves
as expansion space for the fluid.
As long as there is gas above the fluid level the
tank pressure is not dependent on the volume of
LPG in the tank but only on the composition and
temperature of the LPG.
If the temperature increases the tank pressure
increases. See the vapour pressure graph in
sub-section “General”.
If a tank is 100% filled, so that no expansion
space exists for the fluid, the tank pressure will
increase approximately 8 bar for a temperature
increase of 1_C.
The result will be that if the temperature rises
only a few degrees the safety valve will open
and liquid LPG will escape in place of vapour.
Due to the evaporation of the escaping liquid
LPG the safety valve can freeze which can
result in the total contents of the tank escaping.
Another reason for not completely filling (100%)
the fuel tank with LPG has to do with the oil for
the fuel pump bearings. If the tank were
completely filled, this could result in LPG
entering the pump motor.
M200718
12
ǹ 0011 239
The 80% fill limiter operates mechanically. In the

tank is a float which ensures that if the tank is
approx. 80% full of fuel, the filler opening is
closed off.
The filler opening remains closed until the fuel
level in the tank has fallen to a certain level.
M200719
Non-return valve 1
The non-return valve is a legal requirement.
The non-return valve ensures that, in the event
of a break in the return pipe, no gas can escape
2 3
from the tank.
In addition the valve damps the gurgling noise
made by the LPG as it is returned to the fuel
tank.
The non-return valve plunger (2) is forced from
its seat by the LPG against the spring
pressure (3).
The non-return valve opens and closes when
the pressure difference is 0.1 bar. 4
M2 00 921
The return pipe is connected to the connector
(1) and the pipe to the supply chamber of the
pump on the pipe connection (4).
12
240 ǹ 0011
Pipe filter
A filter is fitted to the supply pipe immediately
after the fuel tank.
The filter element (4) must be replaced in its 1
entirety on a periodical basis in accordance with
the maintenance schedule.
6
M2 00 321
1. Input pipe connection

2. Spring
3. Housing
4. Filter element
5. O-ring
6. Output pipe connection
12
ǹ 0011 241
FUEL PUMP 1 2 3 4
The fuel pump, which is located in the fuel tank,
consists of an electric motor which drives a
star-shaped diaphragm pump.
The pump is directly connected to the motor.
The pumping action is created by a revolving
eccentric which drives the diaphragm via the
plungers.
The diaphragm pump has five chambers, each
fitted with a suction valve and a delivery valve.
The pump pressure is controlled by a pressure
regulator fitted in the connection unit.
For safety a pressure release valve is fitted in
6 5
the pump housing. M2 00 338
If the pressure rises approx. 8 bar in the fuel
tank, the pressure relief valve is activated and 1. Plunger
the LPG is fed back to the supply chamber via 2. Diaphragm
the overflow valve. 3. Pump chamber
4. Delivery valve
5. Suction valve
6. Overflow valve
12
242 ǹ 0011
The fuel pump is driven by a brushless AC

motor.
The 24 V vehicle DC supply must be converted 1
into 3-phase alternating current. 2
The electronics for the converter are fitted in a 3
separate unit mounted on the accessory
mounting plate.
LPG has no lubricating qualities. The lubrication 4
of both the motor bearings is provided by the oil 5
that is found in the motor.
Oil is provided to the top bearing by an oil
supply screw. 6
Note:
Because of the oil for the bearings of the fuel 7
pump, an unmounted fuel tank must always
remain in an upright position. This can be 8
checked using the cross on the tank.
Ensure that the tank is always kept straight even
during transport and storage in a warehouse.
The whole unit (pump and motor) is spring
9
mounted in the supply chamber. 10
The floor of the supply chamber is constructed 11
as a one-way valve. 12 M2 00 590
The use of a one-way valve ensures that LPG
can enter the supply chamber from the tank but
cannot flow back into the tank from the supply 1. Lid of the supply chamber with
chamber. gland for wire
2. Spring
3. Cover
4. Seal
5. Supply chamber
6. Rotor
7. Stator
8. Oil supply screw
9. Eccentric
10. Pump
11. Spring
12. Supply chamber floor
12
ǹ 0011 243
CONNECTION UNIT 6 4 5 7
The connection unit provides the connection
between the tank and the injectors. Both the
supply and the return pipes are connected to the
connection unit. To this end two separate
passages have been made in the connection
unit. The direction of flow is indicated by arrows
on the connection unit.
The liquefied LPG flows from the fuel pump via WP
MAX 30 BAR
435 PSI
the connection unit to the injectors.
XX
XX
X
The unused LPG returns to the fuel tank via the XX
XXXX
X
connection unit.
An electromagnetic valve is fitted in the supply
pipe passage of the connection unit. This 3 2 1
electromagnetic valve is part of the emergency M2 00 345
running system and is activated by the ECU.
The valve is opened and closed at the same
time as the electromagnetic discharge valve 4 5
affixed to the tank.
In the event of a break occurring in the fuel pipe
after the connection unit, the LPG supply is shut
off by this valve.
The electromagnetic valve is a legal
requirement.
A pressure regulator is mounted in the return
pipe passage.
This pressure regulator regulates the pressure
of the liquefied LPG to 5 bar higher than the
pressure that is present at the time in the fuel
tank.
The tank pressure is dependent on the 3 2 1
temperature and the composition of the LPG;
see sub-section “General”. The regulated M200720
pressure lies between 7 and 30 bar dependent

on this tank pressure. 1. Fuel pipe from the injectors
2. Pressure regulator housing
A pressure sensor is fitted in the return side 3. Fuel pipe to the fuel tank
passage of one of the two connection units. The 4. Solenoid valve
pressure sensor measures the regulated system 5. Pressure sensor
pressure and passes it on to the ECU. 6. Fuel pipe from the fuel tank
7. Fuel pipe to the injectors
12
244 ǹ 0011
Pressure regulator
The tank pressure acts on the diaphragm of the
pressure regulator. The pressure regulator valve 4 2
opens when the system pressure is equal to the
tank pressure plus the spring pressure.
The pressure regulator is adjusted to open when
a pressure difference of 5 bar is reached.
By using this pressure regulator the system 1
pressure is always 5 bar higher than the 3
pressure in the fuel tank.
Pressure sensor
The pressure sensor measures the absolute
2
pressure of the LPG that is fed to the injectors.
The sensor has a range of 0 to 30 bar and M2 00 346
converts this to a signal ranging from 0 to 5 V.
The potential that this sensor passes to the ECU
1. System pressure
is a signal that the ECU uses to correct the
2. Fuel tank pressure
volume of LPG injected.
3. Diaphragm
The supply voltage is 5 V.
4. Spring
The sensor is provided with a separate earth
connection.
Both pressure sensors are connected.
In previous program versions, only one pressure
sensor is connected. Under normal
circumstances, the pressure in the fuel tanks is
equal.
The non-connected pressure sensor can be
used for diagnosis.
12
ǹ 0011 245
INJECTOR
M2 00 658
Two injector holders are fitted to the engine;

each holds 3 injectors.
The three injectors are supplied with fuel via a
passage made in the injector holder.
One side of the passage is connected to the fuel
supply pipe. The other side is connected to the
fuel return side.
Both fuel pipes are connected to the connection
unit using unions.
An excess of LPG is always supplied to the
injectors. Because only a small volume is
injected, a large volume is returned to the fuel
tank. This is done to ensure that the LPG does
not heat up excessively, which could result in
vapour being formed.
The injector holders are made of plastic to stop
them becoming heated by the manifold.
12
246 ǹ 0011
The injectors are of the bottom-feed type. In this

type of injector the liquefied LPG enters the
injector from the bottom.
The advantage is that the heat of the injector
coil does not heat the LPG, something that
occurs in top-feed injectors.
Also, very little residual LPG remains in the
injector.
A filter is placed in front of the injector inlet (see
the arrow on the diagram), to prevent the
ingress of large particles of assemble debris.
During injection the liquefied LPG is sprayed at
90_ into the passing air by the outlet nozzle of
the injector holder.
The injector is opened by the power unit. This
unit switches the negative side of the injector
coil to earth in a pulsating fashion.
The power unit is controlled by the ECU.
M2 00 318
A high current is required to open the injector
against the pressure of the LPG (on average
approx. 6 A).
After the injector is opened the current subsides.
To keep the injector open, less current is needed
(on average approx. 1.5 A).
By pulsating the current and reducing it when
the injector is opened, less heat is generated in
the coil.
12
ǹ 0011 247
SENSORS
Crankshaft speed/position sensor 1
The crankshaft speed/position sensor (1) is on
the sensor ring housing (2).
This electromagnetic sensor has a double
function. It is used to obtain engine speed
information and to determine the position of the
crankshaft.
It is a passive sensor which means that no
separate power supply is needed.
The sensor voltage is determined by a changing
magnetic field.
The magnetic field is caused by the rotation of a
toothed steel sensor ring.
A missing tooth provides the reference point
(mark) to determine the speed of the engine and
the position of the piston in no. 1 cylinder.
The signal is given to the ECU.
A separate sensor has been mounted in the
timing gear case, for the signal from the rev 2 M2 00 911
counter.
Air temperature sensor
The air temperature sensor is fitted in the inlet
manifold.
The temperature sensor is an NTC type sensor.
This means that as the air temperature
increases the resistance of the sensor
decreases.
This value is given to the ECU.
connection.
M2 00 898
12
248 ǹ 0011
Inlet Manifold Absolute Pressure sensor

(MAP sensor)
This sensor is used to measure the absolute
pressure in the inlet manifold. MAP stands for
Manifold Absolute Pressure.
The air pressure in combination with the air
temperature gives a measurement for the mass
of the drawn-in air.
The air mass gives a measure for the engine
load.
It is a sensor with a proportional output
frequency. This means that the frequency of the
output signal changes as the pressure in the
inlet manifold changes.
The supply voltage is 5 V and the frequency
signal has a peak to peak value of 5 volts.
connection.
The signal is given to the ECU. M2 00 320
The charge pressure sensor has a vibration-free
attachment to the engine and is connected to
the inlet manifold via a flexible pipe. The flexible
pipe has a calibrated opening.
Shortening the flexible pipe is not permitted.
Coolant temperature sensor
The coolant temperature sensor is fitted to the
coolant collection pipe.
This sensor measures the temperature of the
coolant as it exits the cylinder block.
The sensor is an NTC type which means that as
the temperature increases the resistance of the
sensor decreases.
The value is given to the ECU.
connection.
M2 00 899
Note:
A separate sensor is fitted for the coolant
temperature gauge in the cab.
12
ǹ 0011 249
Lambda sensor
The lambda sensor is on the front of the
catalytic converter or in the exhaust pipe
between the turbocharger and the catalytic
converter.
The objective of the Lambda sensor is to M2 00 322
measure the oxygen content of the exhaust
gases. To do this the proportion of oxygen in the
exhaust gas is compared to the proportion of
oxygen in the ambient air.
The operating principle depends on the physical
quality of the ceramic material zirconium-dioxide
(ZrO2). Above 280_C, this material produces a
potential when the oxygen concentration on the
front and rear of the Lambda sensor (in the
exhaust gas and in the ambient air) is different.
The signal produced is dependent on the
oxygen concentration and the temperature of
the ZrO2. The potential is called the Nernst
potential after the discoverer of the principle.
The sensor reacts to a lean mixture with a low
potential signal (0.2 V) and to a rich mixture with
0,8V
a high potential signal (0.8 V).
This signal is given to the ECU which uses it to
correct the volume of fuel injected.
The Lambda sensor is provided with a separate
earth connection for the sake of measurement 0,5V
accuracy.
The Lambda sensor only produces a potential
when it is up to temperature.
A heating element is fitted to the sensor to bring
it up to temperature rapidly and to hold it at 0,2V
temperature when the temperature of the
exhaust gas is low.
The working part of the Lambda sensor is A λ=1 B
protected by a ceramic filter and a metal
housing. M2 00 315
The operation of the Lambda sensor is affected

badly and eventually stops: A Rich mixture
- at high temperatures B Lean mixture
- at high CO concentrations in the exhaust
gas
- at high HC concentrations in the exhaust
gas.
12
250 ǹ 0011
CHARGING PRESSURE CONTROL

VALVE
The charging pressure control valve is an 1
electromechanical valve which controls the
pressure to the air cylinder of the “waste gate”
valve. Using the “waste gate” valve, the charging
pressure is adjusted.
If the charging pressure rises too high, at a
specific engine loading, the ECU activates the
charging pressure control valve, via a duty cycle. 2
This duty cycle depends on the engine speed
and the signal from the MAP sensor.
3
The width of the pulse issued by the ECU will
determine the air supply to the air cylinder. 4
Connection 1 is under a constant air pressure of
0.5 bar. This air pressure is supplied from the 9
vehicle’s air system, via two reduction valves. 5
With the coil (3) activated, the air pressure is
admitted. The valve (5) is forced against the
bottom seat (9), overcoming the pressure of the 6
spring (6).
Via a number of holes in the valve (5), the air 7
pressure supply flows via connection (7) to the 8
air cylinder. In the air cylinder, pressure is built
up, thus opening the “waste gate” valve. M2 00 311
If the coil (3) is receiving no power, the air

supply duct (1) is shut. 1
The spring (6) forces the valve (5) against the
top seat (4) and the air supply to the air cylinder
is interrupted.
The air cylinder is now connected to
atmosphere, via the calibrated opening (8). 2
The air cylinder vents and the “waste gate” valve
are closed. 3
The two situations described above represent 4

the extreme positions. Whilst the charging
pressure valve is being activated, the air cylinder
will be somewhere between these two extremes. 9 5
Due to the construction of the charging pressure
control valve, there is always some air flow via
the calibrated opening. 7
6
To prevent the air system becoming empty via
circuit 4, with the engine switched off, an
electromagnetic valve has been placed in the air 8
supply pipe, which shuts off the air supply with
the vehicle contact switched off.
M2 00 312 12
ǹ 0011 251
PRESSURE LIMITING VALVE

If the throttle valve is closed rapidly, and the
B
charge pressure is too high, pressure build-up
between the throttle valve and the turbocharger
could damage the turbocharger. To protect the A
turbocharger, a pressure limiting valve has been
mounted between the turbocharger and throttle
valve.
Via a control pipe (connection B) connected to
the inlet manifold, the pressure difference before
and after the throttle valve is measured. At a
specific pressure difference, the pressure
limiting valve opens and the connection (A) is C
linked to connection (C), thus venting the charge
pressure to the suction pipe of the turbocharger.
M2 00 664
IDLING SPEED CONTROL VALVE

The control valve consists of an electric motor
with two windings. 1
It has a rotational angle which is limited to 90_.
A rotary valve, which is attached to the armature
of the motor, opens the air bypass passage until
the required idle speed, independent of the load,
is reached.
2
The two windings of the armature are powered
alternately which results in opposing forces
being applied to the armature of the electric
motor. 3
The rotary valve adjusts itself to a certain angle
which corresponds to the ratio of the power 4
supplied.
The ECU is responsible for controlling the
windings.
The ECU continuously compares the engine
speed to that required.
Any discrepancy is corrected by increasing or
decreasing the air supply. 5 6
M2 00 324
12 1.
2.
Electrical connection
Housing
3. Permanent magnet
4. Armature
5. Throttle bypass air passage
6. Rotary valve
252 ǹ 0011
CATALYTIC CONVERTER
When fuel is burnt in the engine four sorts of gas
are produced:
CO2 (carbon dioxide)
CO (carbon monoxide)
CH (hydrocarbons)
NOx (nitrogen oxides)
These four sorts of gas, with the exception of
CO2 (carbon dioxide), are poisonous.
A three-way catalytic converter is fitted in the
exhaust system to strip the exhaust gases of the M2 00 323
maximum possible amount of poisonous
chemicals.
This catalytic converter converts a large
proportion of the three gases mentioned above
into non-poisonous gases.
- The CO (carbon monoxide) is converted to
CO2 (carbon dioxide).
- The NOx (nitrogen oxides) are converted to
N2 (pure nitrogen).
- The CH (hydrocarbons) are converted to
H2O (water vapour).
These reactions are the result of the presence of
precious metals in the catalytic converter namely
platinum and rhodium or palladium.
When the temperature of the catalytic converter
exceeds 250_C the platinum causes the HC and
CO to oxidize and the rhodium or palladium
causes the reduction of the NOx.
These three reactions only occur at the same
time when the Lambda number is very close
to 1.
Optimum conversion of the poisonous gases
occurs when the temperature in the catalytic
converter is approximately 600_C.
The concentration of the three poisonous gases
is then reduced by approximately 90%.
The precious metals are applied to the
honeycomb surface of a ceramic element.
The ceramic element contains many corners
and hollow spaces to create as great a surface
area as possible, this ensures that as much of
the exhaust gas as possible comes into contact
with the precious metals.
In total all the honeycomb surfaces together
form a surface area that is 7,000 times larger
than a closed body with the same dimensions.
The ceramic element is fitted in a steel tube;
from the outside of the catalytic converter it 12
looks like an exhaust silencer.
ǹ 0011 253
Starting and then intensifying a chemical

reaction without being affected by the reaction is
called catalysation.
The material that initiates the reaction is called a
catalyst. It is from this word catalyst that the total
unit derives its name although only the precious
metals are actually catalysts.
The name three-way catalytic converter refers to
the fact that a threefold conversion takes place
within the unit.
Normally the precious metals remain active for
many years. However, the catalytic converter’s
efficiency can be reduced and can even stop
through:
- high concentrations of CO (rich mixture)
- high concentrations of HC (rich or lean
mixture and poor ignition).
The catalytic converter is located in the exhaust
system between the turbocharger and the
silencer.
Notes:
The pipe between the turbocharger and the
catalytic converter is made from stainless steel.
This could lead to blockage of the catalytic
converter with rust particles.
Always treat a catalytic converter gently and
never hit it with a hammer. This will damage the
ceramic inner workings of the catalytic converter.
12
254 ǹ 0011
IGNITION COIL
The ignition coil (1) and the spark plug cap (2)
form a single unit.
1 2
M200642
The coil pack of the DIS coil consists of a

primary winding (resistance approx. 0.4 W) and 15
a secondary winding (resistance approx. 1 2 3
7.9 kW). 1
4
The primary winding has a 24 Volt supply. 5
The other side of each primary winding is 15
connected to the ECU which connects it to
earth. 1
Current flows through the primary winding which
15
generates a magnetic field.
The ECU calculates the correct time for ignition
and at this time it interrupts the earth 1
connection. During the interruption an induced
15
voltage of approx. 400 Volts is generated in the
primary winding concerned. 400 V.
At the same time a high voltage is generated, 1
through mutual induction (the principle of the 15
transformer), in the secondary winding (3)
associated with the primary winding (2).
The end of the secondary winding (3) is 1
connected to the spark plug (5). 15
M2 00 588
12
ǹ 0011 255
Ignition voltage
The voltage required to ignite the LPG/air
mixture depends, amongst other things, on the
pressure in the cylinder, the mixture distribution
and the plug gap of the spark plugs.
- The higher the pressure in the cylinder at
the moment of ignition the higher the
required voltage.
- The leaner the mixture the higher the
required ignition voltage.
- The greater the electrode gap the higher
the required ignition voltage.
An idling engine, with an ignition timing of 18°
TDC and a mixture strength of λ = 1 requires
an ignition voltage of approx. 8 kV.
The ignition coil has a capacity of approx. 35 kV.
12
256 ǹ 0011
GG engine Inspection and adjustment
12.4 INSPECTION AND ADJUSTMENT
Inspection, engine running

If the engine is running on five cylinders only, the
cylinder not working can be determined in the
manner detailed below.
temperature.
2. Call up the “Parameter display” screen on
the diagnostics program.
3. With the warm engine running at idling
speed, record the reading behind “Total” in
the block “FUEL PULSE TIMES” on the
“Parameter display” screen or the reading
by “Fuelling” in the “Feedback” screen.
From program version 1E1, the pressures
of both fuel systems are listed.
4. Remove the connector from the ignition coil
of cylinder one, and check whether the
reading in “FUEL PULSE TIMES” or
“Fuelling” increases.
If the reading does not change while
switching off the injector, this is the cylinder
which is not working. The fault may be
connected to the ignition or fuel system.
5. If the cylinder tested functions properly, stop
the engine and switch off the contact. As a
response to the interruption of the ignition,
the EMS unit will switch off the fuel injection
of the cylinder in question. By switching off
the contact, the action of switching off will
be reset.
6. Check the remaining cylinders in the same
way.
12
ǹ 0011 257
Inspection and adjustment GG engine
Checking the fuel system

1. Call up the second “Parameter display”
screen on the diagnostics program and look
for the abbreviation “FPR”.
This abbreviation relates to the relay for the
fuel pumps. Check whether the relay is
activated during engine starting. The relay
is part of the engine running protection, and
is not activated with the engine switched off.
temperature.
3. Call up the first “Parameter display” screen
on the diagnostics program, and note down
the reading “Fuel press”. During
acceleration, the pressure should remain
about the same.
From program version 1E1, the pressures
of both fuel systems are listed.
4. For previous program versions:
- stop the engine and remove the
connector from the pressure sensor on
the connection unit.
- attach the connector to the pressure
sensor of the other connection unit.
- start the engine and note down the
reading “Fuel press”.
- during acceleration, the pressure
should remain about the same.
- compare both pressures. The
pressures of both systems must be
more or less equal.
5. Using the vapour pressure graph, determine
the tank pressure. The system pressure
must be approx. 5 bar higher than the tank
pressure.
12
258 ǹ 0011
Inspection, fuel pump

Remember, the fuel pump is part of the engine
running protection.
On the outside of the fuel tank, it is possible to
hear whether the fuel pump mounted in the fuel
tank is running.
1. Check the power supply voltage. See
2. Check the power taken up by the pump
motor. See “Technical data”.
3. Remove the connector for the
electromagnetic take-off valve, on the
relevant fuel tank. The pump now no longer
experiences any counter-pressure, and the
current taken up should rise by approx. 1 A.
Inspection, electromagnetic discharge valve

(fuel tank)
Remember, the electromagnetic discharge valve
in the fuel tank is part of the engine running
protection.
1. Check whether the core of the valve is
activated. This can be determined by
placing a metal object above the core.
2. Check the power supply voltage.
3. Check for short-circuit.
Inspection, electromagnetic valve

(connection unit)
Remember, the electromagnetic valve of the
connection unit is part of the engine running
protection.
1. Check whether the core of the valve is
activated. This can be determined by
placing a metal object above the core.
2. Check the power supply voltage.
3. Check for short-circuit.
12
ǹ 0011 259
Inspection, injector
The injectors are controlled by the power unit,
which is managed by the EMS.
temperature.
the diagnostics program.
3. Determine which cylinder is not functioning
properly.
4. Check whether the injector coil is being
activated by the power module, using an
oscilloscope.
5. Check the internal resistance of the injector
coil. See “Technical data”.
Note:
Opening the injector will be accompanied by an
audible click.
If the injector is tested by controlling it via an
external power source, there is a risk that the
injector coil will be damaged.
If the injector is, however, tested in the manner
described above, the live wire may never be
connected to the injector.
Testing should only be carried out by merely
touching the injector contact with the live wire,
briefly.
Inspection, pressure regulator (mounted on

the engine)
Note:
On programs previous to 1E1, only the
connection unit pressure regulator which is
connected to the pressure sensor can be
controlled in this way.
on the diagnostics program, and check
under “Fuel pressure”.
2. During acceleration, the pressure should
remain constant.
Through this check, the operation of the
pressure sensor is also checked.
12
260 ǹ 0011
Inspection, pressure regulator (removed 1

from the engine)
1. Remove the connection unit from the 2
engine.
3
2. Prepare the test layout as shown in the
diagram. B
A
3. Connect the reduction valve to a C
compressed air installation.
4. Gradually raise the pressure via the M2 00 333
reduction valve. At around 2,100 rpm the
ECU turns off the fuel injection. At 5 bar, the 1. Connection unit
pressure regulator should open, and vent 2. Pressure gauge
via the exhaust. 3. Reduction valve
Inspection, pressure sensor (mounted on the

engine)
Note:
On lower program versions than 1E1, only the
connected pressure sensor can be controlled in
this way.
under “Fuel pressure”.
2. During acceleration, the pressure should
remain constant.
Using this test, the operation of the
pressure regulator installed in this fuel
circuit is also checked.
12
ǹ 0011 261
Inspection, pressure sensor (removed from 3

the engine) 2 4
1. Remove the connection unit.
2. Prepare the test layout as shown in the 1 5
drawing. B
A
C
+ - + -
Volt
7 5V
6
M2 00 900
1. Shut-off valve
2. Pressure gauge
3. Connection unit
4. Pressure gauge
5. Reduction valve
6. Voltmeter
7. 5 Volt power source
3. Using air pressure, check whether the 5,0

voltage generated matches the graph. Carry Volt
out the measurement at differing pressures
4,0
between 0 and 15 bar.
3,0
2,0
1,0
0
0 10 20 30
P(bar)
M2 00 313
12
262 ǹ 0011
Inspection, crankshaft speed/position sensor

1. Call up the second “Parameter display”
screen on the diagnostics program.
2. Start the engine. The engine speed should
appear beside the text “ENGINE SPEED”
during starting. If not: carry out the checks
below.
3. Check the resistance of the sensor. See
4. Check the output frequency. See “Technical
data”.
5. The issued signal should match that shown
in the diagram.
The irregularity in the signal is caused by
the missing tooth on the sensor ring. The
form of this irregularity should always match
that shown in the diagram. According to this
pattern, the EMS will recognise the
crankshaft position.
If the signal deviates, the EMS will no
longer recognise the signal, and thus not
calculate the crankshaft position. The
engine will then either not start or fail.
Inspection, coolant temperature sensor

the diagnostics program, and check under M2 00 316
“Coolant”.
If a non-standard reading is displayed at
“Coolant”, continue with the checks below.
Inspection, air temperature sensor

the diagnostics program, and check under
“Air”. If a non-standard reading is shown at
“Air”, continue with the following checks.
12
ǹ 0011 263
Inspection, MAP sensor

the diagnostics program, and check under
“M’FOLD PRESS”.
With the engine stationary and the vehicle
contact on, the external air pressure should
appear (approx. 1,000 mbar).
2. Start the engine and take the reading at
idling speed. See “Technical data”. During
acceleration, this reading must vary.
If a non-standard value is displayed at
“M’FOLD PRESS”, continue with the
following checks.
3. Check the flexible pipe for leaks and kinks.
5. Check the output frequency. See “Technical
data”.
Inspection, lambda sensor

1. Call up the “Graphics” screen from the
diagnostics program and select “Sensor
Volts”.
and check the lambda voltage reading.
3. Compare the signal to the signal illustrated. FILE ROM
The signal must show a regular wave LAMBDA SENSOR (Volts)
1.000
0.900
pattern. The maximum reading must be 0.800
approx. 0.8 V and the minimum reading 0.700
0.600
must be between 0.1 and 0.0 V. The 0.500
frequency of the signal depends on the 0.400
0.300
engine speed. 0.200
0.100
0.000
4. In the second “Parameter display” screen,
check the operation of the heating element M2 00 888
under “Heaters”.
5. With the Lambda sensor “cold”, check the
heating element for short-circuit. The two
white wires are connected to the heating
element.
The resistance of the heating element is
temperature-dependent.
12
264 ǹ 0011
Inspection, idling speed control valve

(ISC valve)
The engine should be at operating temperature.
(Approx. 500 rpm).
under “ISC”.
2. Check that the parking brake is switched
on.
3. If the vehicle is equipped with an automatic
transmission, shift the transmission to the
“drive” position. The value at “ISC” must
increase on engaging a gear.
4. Switch the automatic transmission to
“neutral”. The reading at “ISC” must
decrease when disengaging gear.
Inspection, boost pressure regulator

1. Call up a “Parameter display” screen on the
diagnostics program, and check under
“BOOST”.
2. Check the “BOOST” reading while the
engine is idling. See “Technical data”.
3. During a test drive, check whether the
pressure in the inlet manifold (“M’FOLD
PRESS” in the “Parameter display” screen)
exceeds the maximum permitted value. See
12
ǹ 0011 265
4. If the charging pressure regulator is not

operating correctly, check:
- The power supply voltage to the
charging pressure regulator.
- The air pressure fed to the boost
pressure regulator.
- The pipes for leaks and kinks.
- The vent opening of the boost pressure
regulator.
- The free movement of the “waste gate”
valve.
- The setting of the “waste gate” valve.
- The air cylinder of the “waste gate”
valve for leaks.
- The function of the pressure limiting
valve.
Inspection, ignition time

To check the ignition time, it is possible to fix the
ignition at 15°, in both “Parameter display”
screens of the diagnostics program.
The locking of the ignition time is only possible
at idling speed.
After the engine has stopped or during
acceleration, the engine speed will be released
once more.
2. Run the engine at idling speed.
diagnostics program.
4. Press key V.
A box with the following text will now appear
in the parameter display: “Do you wish to
lock ignition at 15.00 deg? <Y>es or
<N>o”.
5. Press the Y key to lock the ignition time at
15°.
6. Place the induction clamp of the
stroboscope on the connection piece
between the ignition coil and the spark plug
cap of the sixth cylinder.
12
266 ǹ 0011
7. Aim the stroboscope at the setting plate

mounted on the flywheel housing and check
the ignition time.
The ignition time should be 15° 0.5°.
A minimal deviation of the ignition time
can be corrected using the crankshaft
speed/position sensor.
8. After stopping the engine or during
acceleration, the ignition time will once
again be automatically released.
9. The ignition time can be released in the
following way with the diagnostics program:
- Press the U key.
- A box with the following text will now
appear in the parameter display: “Do
you wish to unlock ignition at 15.00
deg? <Y>es or <N>o”.
- Press the Y key, and the ignition time
will once again be controlled by the
EMS.
Setting the ignition time with the crankshaft

speed/position sensor
2. Using the diagnostics program, lock ignition
at 15°.
3. Place the induction clamp of the
stroboscope on the connection piece
between the ignition coil and the spark plug
cap of the sixth cylinder.
4. Aim the stroboscope at the setting plate
mounted on the flywheel housing and check
the ignition time.
5. Slacken both bolts (2), until the attachment
plate (1) of the sensor (3) can be shifted. 1 2
A
6. Slide the attachment plate (1) carefully until
the ignition time is 15°. Moving the
attachment plate in direction A will bring
forward the injection time, while direction B
will delay it.
2 B 3 12
M2 00 894
ǹ 0011 267
7. Tighten the two bolts (2) and once again

check the ignition time.
8. Seal both bolts (2) with sealing wax.
Inspection, ignition
1. Using the diagnostics program, check
whether an error code has been recorded in
the EMS, relating to ignition.
2. Check the resistance of the primary
winding. See “Technical data”.
3. Check the resistance of the secondary
winding. See “Technical data”.
4. Check the insulation of the connection piece
between ignition coil and spark plug cap.
5. Inspect the spark plugs.
Never remove an injection coil with
the engine running.
Inspection, spark plugs

1. Remove the spark plugs.
2. Inspect the electrodes:
- Both electrodes must only be barely
visibly burnt,
- they must only have with a thin grey or
light brown covering,
- a different wear pattern indicates
incorrect fitting of the spark plug, use of
an incorrect spark plug, incorrect
engine adjustment or excessive engine
wear.
12
268 ǹ 0011
3. Check the electrode setting. See “Technical

data”.
4. Check the screw thread of the spark plug
and cylinder head for dirt and damage. A
soiled or damaged screw thread leads to
poor heat discharge and can cause
lessened engine performance or even
engine damage.
5. Cleaning the spark plug is only permitted if
a soft plastic brush is used, with solution if
necessary. Use of a copper or steel brush is
not permitted, as this applies a thin
conductive layer to the isolator, which will
cause the spark plug to spark incorrectly.
6. Reinstall the spark plugs as specified.
12
ǹ 0011 269
Removal and installation GG engine
12.5 REMOVAL AND INSTALLATION
REMOVAL AND INSTALLATION

FUEL PIPES
there is liquefied gas in the fuel
pipes.

always wear protective gloves and
goggles.
When removing and installing

pipes, follow the prescribed safety
instructions. See “Warnings”.
Removal, fuel pipe

1. Clean the pipe connection and the
surrounding area.
2. If necessary mark the pipes so that there is
no risk that the pipes will be incorrectly
reconnected.
3. Depressurise the pipes as follows.
- Position an explosion-free extraction
1 2 3 2 2
installation as close as possible to the
pipe connection to be released.
- Carefully slacken the hollow screw (1)
from the pipe connection through a half
turn, and then move the pipe
backwards and forwards. If necessary,
carefully slightly further slacken the
hollow screw (1).
Note, the escaping gas will freeze
immediately.
- Wait before removing the pipe
connection until all the LPG has
M2 01 008
escaped.
4. Having removed the pipe, immediately plug
the openings, so that no dirt can enter the
system.
Seal the hollow screw (3) from the removed
pipes with caps.
Note:
When replacing a pipe mounted in a protective
sleeve, the new pipe must be drawn into the
12 protective sleeve, on the pipe to be removed.
270 ǹ 0011
GG engine Removal and installation
Installation, fuel pipe

1. Before installation, check the pipe and pipe
connections for damage and wear. If in
doubt, replace the pipe.
2. Always fit new, original pipes. The pipes are
already factory-fitted with pipe connections
and have been tested for a sound seal.
Note:
Never yourself mount pipe connections on a
pipe.
3. Where the pipe was mounted in a protective
sleeve, place the new pipe also in the
protective sleeve.
4. Always replace the sealing rings (2). 1 2 3 2 2
Only use the special specified sealing
rings (2).
5. Tighten the hollow screws (1 and 3) as far
as possible by hand. Tighten the hollow
screw (1) to the specified torque. See
6. Remount the pipes in the original manner.
Check that there is no risk of chafing, that
the pipe is not kinked, and that the pipe is
not too close to a heat source.
7. Inspect the pipe connections for leaks. M2 01 008
Pressurise the system. Check for leaks with
a leak detector or leak spray. Do not use a
soapy solution. A soapy solution attacks
metal, causing contacts to corrode.
12
ǹ 0011 271
REMOVAL AND INSTALLATION,

FUEL FILTER
Note:
The location and manner in which the filters are
fitted depends on the vehicle.
The description is a general guideline for
removal and installation of filters.
Removal, fuel filter
1. Clean the hollow screws (2) and the 1
surrounding area.
2. Place the extraction opening of an
explosion proof extraction system 2
immediately adjacent to the hollow screw
connections (2).
3. Mark the position in which the filter (3) is
fitted.
An arrow is marked on the filter which 3
shows the flow direction.
4. De-pressurise the filter (3) by carefully
unscrewing the hollow screws (2) a half 1
turn. Then move the pipe back and forth. If
necessary, carefully slightly further slacken
the hollow screw.
Note, the escaping gas will freeze
2
immediately. M2 01 010
- Wait before removing the hollow screw
until all the gas has escaped.
5. Wait until no more LPG comes out of the
pipe connections, so that the filter (3) is
de-pressurised. Remove both banjo bolts
(2) and remove the filter (3) assembly with
the pipes.
6. Seal the hollow screws.
12
272 ǹ 0011
Installation, fuel filter

1. Replace the sealing rings of the banjo bolt
connections.
2. Fit the new filter (3) in the correct position.
The pipe on the tapered end of the filter
must be connected to the pipe coming from
the tank.
3. Tighten the banjo bolts (2) as far as
possible by hand.
Tighten the banjo bolts to the specified
tightening torque. See “Technical data”.
4. Inspect the pipe connections for leaks.
12
ǹ 0011 273

FUEL FILTER ELEMENT
Removal, fuel filter element
1. Remove the filter assembly from the A 5 1
vehicle.
2. Fit the filter (5) with the sloping side in the
clamping block (A). See “Special tools”.
3. Fit the clamping block (A) in the vice.
Do not put the filter in the vice
without first installing the clamping
block. This could deform the filter
housing and cause leakage.
4. Remove the cover (1) from the filter

housing (5).
5. Remove the filter element (4) and the M2 00 994
spring (6).
6. Clean the inside of the filter housing (5), 1 23 4 5 6
the spring (6) and the cover (1).
Installation, fuel filter element
1. Turn the filter housing (5) so that the open
side is facing upwards.
2. Fit new sealing rings (2 and 3) to the cover
(1). Apply some acid-free petroleum jelly to
the sealing rings (2 and 3).
3. Fit the spring (6) into the housing.
M2 00 993
4. Fit the new filter element (4) into the
cover (1).
5. Fit the cover (1) with the filter element (4)
into the filter housing (5). Tighten the cover
(1) to the specified torque. See “Technical
data”.
6. Pressure-test the filter to the specified
pressure. See “Technical data”. For the
pressure testing, use dry, clean air or
nitrogen. Check for leakage with leak spray.
Do not use a soapy solution. A soapy
solution attacks metal, causing contacts to
corrode.
12
274 ǹ 0011

CONNECTION UNIT
pipes.

goggles.

Removal, connection unit

1. Clean the connection unit (6) and the 1 2 3
surrounding area.
2. Remove the connector from the pressure
sensor (5) and electromagnetic valve (2).
3. Mark the fuel pipes (1, 3, 4 and 7) relative to
the connection unit (6), so that they cannot
be changed round. This is on account of the WP
MAX 30 BAR
through-flow in the pressure regulator. The 435 PSI
pressure regulator lets the fuel through in

XX
XX
X
XX X
XXXX
one direction only.
4. Place the mouth of the suction unit on the 7 6 5 4
connection unit (6). M2 01 029
Remove the pipes (1, 3, 4 and 7) from the
connection unit (6).
Plug the openings thus created, so that no
dirt can enter the system.
5. Remove the connection unit from the
engine.
Note:
The pressure regulator must not be
disassembled.
If the pressure regulator is defective, the
connection unit assembly must be removed.
12
ǹ 0011 275
Installation, connection unit 1 2 3

1. Mount the connection unit.
2. Fit new sealing rings to the pipes (1, 3, 4
and 7) and fit them to the correct pipe
connections.
Check the pipe connections according to
the arrows on the connection unit which
indicate the direction of flow. WP
MAX 30 BAR
435 PSI
3. Tighten the hollow screws to the specified
XX
XX
X
XX
torque. See “Technical data”. XXXX
X
4. Install the connectors for the pressure 7 6 5 4

sensor (5) and the electromagnetic
valve (2). M2 01 029

REMOVAL AND INSTALLATION, PRESSURE SENSOR

pipes.

goggles.

pressure sensor, follow the
prescribed safety instructions. See
“Warnings”.
12
276 ǹ 0011
Removal, pressure sensor

1. Remove the connector from the pressure
sensor (2).
2. Position the mouth of the suction unit on the
connection unit.
WP
3. Remove the fuel pipe (3) from the MAX 30 BAR

435 PSI
connection unit.
XX
XX
X
XX X
XXXX
4. Remove the fuel pipe (1) from the

connection unit. 1 2 3
5. Remove the pressure sensor (2). M2 01 030
Installation, pressure sensor

1. Fit a new O-ring on the pressure sensor (2).
2. Fit the pressure sensor (2) on the
connection unit. Tighten the pressure
sensor (2) to the specified torque. See
3. Install the pipes (1 and 3) using new sealing
rings. Tighten the hollow screws to the
4. Install the connector on the pressure
sensor (2).
5. Check the pressure sensor and pipes for
leaks. Pressurise the system. Check for
leaks with a leak detector or leak spray. Do
not use a soapy solution. A soapy solution
attacks metal, causing contacts to corrode.
12
ǹ 0011 277
REMOVAL AND INSTALLATION, CONNECTION UNIT COIL

Removal, connection unit coil 1 2
coil (2). Hold up the coil (2) while doing this.
2. Remove the coil (2).
Installation, connection unit coil
1. Install the coil (2). Tighten the bolt (1) of the
coil (2) to the specified torque. See
“Technical data”. Hold up the coil (2) when WP
MAX 30 BAR
doing this. 435 PSI
XX
XX
X
XX X
XXXX
M2 01 026
REMOVAL AND INSTALLATION, INJECTOR HOLDER

pipes.

goggles.

Removal, injector holder

1. Clean the injector holder, the connection
unit and the area surrounding these parts.
2. Remove the connectors from the three
injectors in question. Hold the connector
snap ring down while removing them.
3. Place the suction opening of the extraction
installation close to the connection unit,
depressurise the pipes and remove the fuel
pipes from the relevant injector holder, at
the connection unit.
12
278 ǹ 0011
1 4 3 2 5
2 1
4 3 5
7 6
M2 00 589
4. Remove the six bolts (1). Detach the

injector holder (5) from the inlet manifold.
5. If necessary, remove the fuel pipes from the
injector holder (5).
Installation, injector holder
1. If the fuel pipes were removed, reinstall
them. At the hollow screw connection, use
new sealing rings, and tighten the hollow
screws (7) to the specified torque. See
2. Replace the O-rings (6), lightly greasing
them with acid-free petroleum jelly.
3. Mount the injector holder in the correct
position on the engine (see mark “TOP”
and arrow).
4. Insert the attachment bolts (1).
12
ǹ 0011 279
5. Fit the fuel pipes to the connection unit,

using new sealing rings.
6. Mount the connectors on the injectors.
Check that the connector is well locked.

INJECTOR
Removal, injector
1. Remove the injector holder (4) from the
engine. 2 3 1 4
2. Fit the injector holder (4) on its head
(discharge pipes (8) to the top) into a vice
fitted with clamping plates.
3. Remove the discharge pipe (8).
1
4. Remove the small O-ring (7) on the top of
the injector. 2 3 4 5
5. Turn the injector holder (4) around in the
vice.
6. Remove the two Allen screws (1) and
remove the locking plate (3).
7. Remove the injector (2) with a pulling
and rotating movement from the injector
holder (4). 10 9 87 6
M2 01 027
12
280 ǹ 0011
Installation, injector
1. Clean the injector holder internally.
2. Fit new O-rings (5 and 6) to the injector (2).
Apply a coat of acid-free petroleum jelly to
the O-rings.
3. Fit the injector (2) with a rotating motion to
the injector holder (4). Turn the injector (2)
to the correct position. The locking plate (3)
can only be fitted in one injector (2) position.
4. Fit the locking plate (3). Tighten the Allen
screws (1) of the locking plate (3) to the
5. Turn the injector holder (4) around in the
vice (the injectors are now on the bottom).
6. Apply acid-free petroleum jelly to the small
O-ring (7). Fit the O-ring (7) to the top of the
injector (2).
7. Fit a new O-ring (10) to the discharge pipe
(8). Fit the discharge pipe (8) to the injector
holder (4). Ensure that when fitting the
discharge pipe (8), the small O-ring (7) does
not move.
specified tightening torque. See “Technical
data”.
8. Check the injector holder (4) for leakage
before fitting it to the engine. Pressure-test
the injector holder to the specified pressure.
See “Technical data”. For the pressure test,
use nitrogen or dried clean air. Check for
leakage with leak spray. Do not use a soapy
solution. A soapy solution attacks metal,
causing contacts to corrode.
12
ǹ 0011 281
REMOVAL AND INSTALLATION, TANK CONTENT GAUGE

The tank must be empty.
Take safety precautions before
working on the gas tank. See
“Warnings”.
Removal, tank content gauge

1. Remove the two toggles (3) from the fuel 1 2 3
level sensor (4). Remove the sensor (4).
2. Unscrew the cover attachment (5) bolt.
Rotate the cover attachment (5).
3. Unscrew the four tank content gauge (2)
attachment bolts (1) evenly. Remove the
attachment bolts (1).
While untightening attachment
bolts, residual gas can still escape. 5 4
M2 00 975
If after approx. 5 minutes gas is still
escaping, the tank has not been
made completely gas-free. First let
all the gas out of the tank before
continuing with operations.
Remove the tank content gauge

only when the tank is pressureless.
4. Verwijder de tankinhoudsmeter (2) met een

draaiende beweging uit de tank.
12
282 ǹ 0011
Installation, tank content gauge 1 2 3

1. Fit a new seal to the tank content gauge (2).
Ensure that the seal is flush.
2. Install the tank content gauge to the tank (2)
with a rotary movement. Make sure that the
fuel pump wiring is not damaged during this
operation. Fit the tank content gauge (2) so
that the “TOP” marking is at the top.
3. Insert the attachment bolts (1). Tighten the
attachment bolts (1) to the specified torque. 5 4
See “Technical data”. M2 00 975
4. Fit the fuel level sensor (4). Make sure that

the cam engages in its recess. Fit the fuel
level sensor (4), attaching it with the two
toggles (3).
5. Rotate the cover attachment (5) into the
correct position. Tighten the cover
attachment (5) bolt.
6. Check the tank content gauge for leaks.
To so this, connect a filler to the tank for
approx. 15 sec.
Check the content gauge for leaks with a
leak detector or leak spray. Do not use a
12
ǹ 0011 283
REMOVAL AND INSTALLATION, SAFETY

VALVE
“Warnings”.
Removal, safety valve

1. Remove the tank content gauge (2). 1 2
2. Remove the safety valve (1) from the tank.

Note:
The safety valve is factory-set and locked. The
safety valve cannot be self-set.
Installation, safety valve
1. If applicable, remove the remains of Teflon
masking tape from the safety valve (1).
M2 00 976
2. Check and clean the threaded hole in the
tank. Prevent dirt getting into the tank.
3. Apply three layers of Teflon masking tape to
the safety valve wire. Ensure that the Teflon
masking tape does not protrude under the
screw thread.
4. Apply sealant to the Teflon masking tape.
5. Fit the safety valve (1) into the tank,
tightening it to the specified torque. See
6. Fit the tank content gauge (2).
7. Check the tank content gauge and the
safety valve for leakage. 3x
To do this, connect a filler to the tank for
approx. 15 seconds. M2 01 006
Check the components with a leak detector
or with leak spray for leakage. Do not use a
soapy solution. A soapy solution attacks 1 2
12
M2 00 976
284 ǹ 0011

MELTING PLUG
“Warnings”.
Removal, melting plug

1. Remove the tank content gauge (2). 1 2
2. Remove the melting plug (1) from the tank.

Installation, melting plug
1. If applicable, remove the remaining Teflon
masking tape from the melting plug (1).
3. Apply three layers of Teflon masking tape to M2 01 053
the melting plug wiring. Ensure that the
Teflon masking tape does not protrude
under the screw thread.
5. Fit the melting plug (1) on the tank,
7. Check the tank content gauge and melting 3x

plug for leakage.
To do this, connect a filler to the tank for M2 01 006
approx. 15 seconds.
or with leak spray for leakage. Do not use a 1 2
M2 01 053
12
ǹ 0011 285
REMOVAL AND INSTALLATION, 80%

FILL LIMITER
“Warnings”.
Removal, 80% fill limiter

1. Remove the tank content gauge (1).
1
2. Carefully remove the filler pipe (2) from the

square coupling (3). Note that the filler pipe
may still be filled with liquid gas. Hold up the
square coupling (3) when doing this.
3. Remove the square coupling (3).
4. Remove the 80% fill limiter (4) from the
tank. 4 3 2
Installation, 80% fill limiter M2 00 978
masking tape from the 80% fill limiter (4).
the 80% fill limiter (4) wire. Ensure that the
3x
M2 01 006
5. Fit the 80% fill limiter (4) to the tank,

tightening it to the specified torque. See TOP TOP
“Technical data”. Then turn the 80% filler
limiter (4) until the “TOP” mark is on the top.
12
M2 00 979
286 ǹ 0011
6. Fit the new square coupling (3) in the 1

correct position. Tighten the square
coupling (3) to the specified torque. See
7. Fit the filler pipe (2) on the square coupling
(3). Hold up the square coupling (3) when
doing this.
9. Check the tank content gauge, the pipe 4 3 2
connection and the 80% filler limiter for
M2 00 978
leakage.
approx. 15 seconds.
REMOVAL AND INSTALLATION, DISCHARGE VALVE

“Warnings”.
Removal, discharge valve 1 2 3

1. Remove the connector (4).
coil (6). Hold up the coil (6) while doing this.
4. Remove the coil (6).
5. Carefully remove the pipe (2) from the
discharge valve (3). Note that the pipe may 6 5 4
still be filled with liquid gas.
M2 00 980
6. Remove the discharge valve (3) from the
tank. Make sure that the pump wiring
through-feed is not damaged during this
operation.
12
ǹ 0011 287
Installation, discharge valve

sealing tape from the discharge valve (3).
the discharge valve (3) wire. Ensure that the
5. Fit the discharge valve (3) on the tank,
“Technical data”. Then turn the discharge 3x
valve to the correct position for fitting the
M2 01 006
pipe. Make sure that the pump wiring
through-feed is not damaged during this
operation. 1 2 3
6. Fit new seals to the pipe (2) and fit it.
Tighten the banjo bolt to the specified
7. Install the coil (6). Tighten the bolt (5) of the
coil (6) to the specified torque. See
“Technical data”. Hold up the coil (6) when
doing this.
8. Fit the tank content gauge (1). 6 5 4
M2 00 980
9. Install the connector (4).
10. Check the tank content gauge and
discharge valve for leakage.
approx. 15 seconds.
12
288 ǹ 0011

TANK COVER
“Warnings”.
Removal, tank cover

1
M2 00 977
2. Remove the two cover attachment bolts 1 2 3 4

which are opposite each other. In the now
free holes fit two M8 x 70 bolts (2).
3. Remove the other attachment bolts. Slide
the tank cover (1) over the two M8 x 70
bolts (2) away from the tank.
4. Remove the pump attachment bracket (3)
from the tank cover (1).
Note:
The pump (4) may only lie horizontally for
2 hours. 6 5
M2 01 012
5. Remove the two M8 x 70 bolts (2). Remove
the cover (1).
12
ǹ 0011 289
Installation, tank cover

1. Fit a new O-ring (6) on the tank cover (1). 1 2 3 4
2. Move the pump (4) to an upright position.
3. Fit two M8 x 70 bolts (2) on the tank
cover (1).
4. Position the pump (4) perpendicular to the
horizontal. Fit the pump attachment bracket
(3) on the tank cover (1). Tighten the
attachment bolt (5) to the specified torque.
If the tank is loose, make sure it is upright.
This can be checked using the cross on the 6 5
tank. M2 01 012
5. Fit the tank cover (1) attachment bolts.

6. Replace the two M8 x 70 bolts (2) with
normal attachment bolts.
7. Tighten the attachment bolts to the
8. Fit the tank content gauge.
9. Check the tank content gauge and tank
cover for leakage.
approx. 15 seconds.
12
290 ǹ 0011

RETURN VALVE
The tank must be empty. 1
“Warnings”.
Removal, return valve

2. Remove the tank cover.
M2 00 977
3. Remove the pipe (2 or 4) carefully from the 1

return valve (1 or 3). Note that the pipe may
still be filled with liquid gas.
4 3 2
M2 00 982
4. Remove the pipe connection (3) from the

return valve (1) in the tank with a pulling
and rotating movement.
5. Remove the return valve from the tank.
1
Installation, return valve 2
1. If applicable, remove the remaining Teflon 3
masking tape from the return valve. 4
M2 00 983
12
ǹ 0011 291

the return valve wire. Ensure that the Teflon
masking tape does not protrude under the
screw thread.
5. Fit the return valve to the tank, tightening it
to the specified torque. See “Technical
data”. 3x
M2 01 006
6. Fit new O-rings (2 and 4) to the pipe
connection (3). Apply a little acid-free
petroleum jelly to the O-rings.
7. Fit the pipe connection (3) on the return
valve (1) in the tank. The constriction of the
pipe connection (1) must be on the side of
the tank through-feed. See the arrow. Slide 1
the pipe connection (3) far enough onto the 2
return valve (1) that the O-rings (2 and 4) 3
locate the grooves. 4
8. Fit the cover.
M2 00 983
9. Fit new sealing rings to the pipe (2 or 4) and 1

fit it to the return valve (1 or 3). Tighten the
banjo bolt to the specified torque. See
11. Check the tank content gauge, the tank
cover, the pipe connection and the return
valve for leakage.
approx. 15 seconds. 4 3 2
Check the components with a leak detector M2 00 982
12
292 ǹ 0011
REMOVAL AND INSTALLATION, RETURN VALVE ATTACHMENT PLATE

“Warnings”.
Removal, return valve attachment plate

1. Remove the tank content gauge (1). 1
M2 00 977
2. Remove the fuel pipe (4) carefully from the 12 3

return valve (3). Note that the pipe may still
be filled with liquid gas.
4
M2 00 984
4. Remove the attachment bolts (1) from the

attachment plate (2). Remove the
attachment plate (2) with the return valve
(3) from the tank.
1
2
3
4
M2 00 983
12
ǹ 0011 293
5. Remove the attachment bolts (1) from the 12 3

attachment plate (2). Remove the
attachment plate (2) with the return valve
(3) from the tank.
4
M2 00 984
Installation, return valve attachment plate

1. Fit a new seal to the attachment plate (2).
Ensure that the seal is flush.
2. Fit the attachment plate (2) to the tank.
Make sure that the fuel pump wiring is not
damaged during this operation.
3. Insert the attachment bolts (1). Tighten the
attachment bolts (1) to the specified torque.
4. Fit new O-rings (2 and 4) on the pipe
connection (1) in the tank. Apply a little
acid-free petroleum jelly to the O-rings.
5. Fit the pipe connection (3) on the return
valve (1) in the tank. The constriction of the
pipe connection (1) must be on the side of
the tank through-feed. See the arrow. Slide
the pipe connection (3) onto the return valve
so that the O-rings locate the groove. 1
2
6. Fit the cover. 3
4
M2 00 983
12
294 ǹ 0011
7. Fit new seals to the pipe (4) and fit it on the 12 3

return valve (3). Tighten the banjo bolt to
cover, the pipe connection and the
attachment plate for leakage.
approx. 15 seconds.
Check the components with a leak detector 4
or with leak spray for leakage. Do not use a M2 00 984
REMOVAL AND INSTALLATION, WIRING THROUGH-FEED

“Warnings”.
Removal, wiring through-feed

M2 00 977
3. In the tank, remove the contacts (2) of the

wiring through-feed (1). Unlock the contact
(2) by pressing in the lip (4). The lips (4) are
on the exterior.
1
2
3
4
12
M2 00 985
ǹ 0011 295
4. If the wiring through-feed is that of the 2

system pump, remove the attachment plate
1
(1) from the return valve.
5. Remove the wiring through-feed cover (2).
M2 00 986
6. Remove the wiring through-feed (4) 1

contacts (3). Unlock the contact (3) by 2
pressing in the lip (5). The lips (5) are on
the exterior. 3
4
7. Remove the wiring through-feed (4).
Installation, wiring through-feed
masking tape from the wiring through-feed.
5
M2 00 987

the wiring through-feed. Ensure that the
3x
M2 01 006
5. Fit the wiring through-feed to the tank, 1 2

“Technical data”. Then turn the wiring
through-feed until a side of the hexagon is
parallel to the side of the adapter (1) of the
return valve or the side of the tank content
12
gauge.
M2 00 986
296 ǹ 0011
6. Fit the contacts (3) on to the wiring 1

through-feed (4) so that the unlocking lips
(5) are on the exterior.
2
The connection sequence is not important; 3
after the wire guide (2), the wires must not 4
cross over each other. To examine, slide the
wire guide (2) over the insulation covers of
the contacts (3).
M2 00 987
7. Fit the protective cover (2) over the 1 2

contacts.
8. Fit the attachment plate with the return
valve, if the wiring through-feed is that of
the system pump.
M2 00 986
9. Fit the contacts (2) to the wiring

through-feed (1) in the tank in such a way
that the unlocking lips (4) are on the
exterior.
The connection sequence is not important. 1
The colour codes of the wiring do not have 2
to match one another.
3
After the wire guide (3) the wires must not
cross each other. To inspect, slide the wire
4
guide (3) over the insulation covers of the
contacts (2).
10. Check that the wiring in the tank does not
touch any other parts and/or the wall of the
tank. If necessary, fit the wiring in such a
M2 00 985
way that no parts come into contact with
anything else.
11. Fit the tank cover.
12
ǹ 0011 297

cover and the wiring through-feed for
leakage.
approx. 15 seconds.
REMOVAL AND INSTALLATION, HYDRAULIC PUMP

“Warnings”.
Removal, hydraulic pump

M2 00 977
2. Remove the tank cover (1). 1 2 3 4

3. Remove the attachment bracket (3) from
the pump (4).
6 5
M2 01 012
12
298 ǹ 0011
4. In the tank, remove the contacts (2) of the

wiring through-feed (1). Unlock the contact
(2) by pressing in the lip (4). The lips (4) are
on the exterior.
1
2
3
4
M2 00 985
5. In the tank, remove the hollow screw (3)

from the delivery pipe connection on the
discharge valve.
2
1 3
1
M2 00 988
6. If applicable, remove the return pipes (3) in

the tank from the pipe connections (2) by
pulling them from the pipe connector.
7. Tilt the pump.
1
8. Bring the pipes from the pump out through
the tank opening.
2
9. Remove the pump from the tank
horizontally.
3
M2 00 995
12
ǹ 0011 299
Installation, pump
1. Check/replace the pump pipes.
2. Check the magnets (1) in the tank for the
presence of metal particles. If there are any 1 1
metal particles, replace the magnets (1).
3. Fit the pump into the tank.
M2 00 989
4. Fit new seals (1) to the delivery pipe (2) and

fit it. Tighten the hollow screw (3) to the
2
1 3
1
M2 00 988
5. If applicable, fit the return pipe (3) in the

tank. Slide the pipe (3) onto the pipe
connector of the pipe connection (2).
12 M2 00 995
300 ǹ 0011
6. Fit the contacts (2) to the wiring

through-feed (1) in the tank in such a way
that the unlocking lips (4) are on the
exterior.
The connection sequence is not important. 1
The colour codes of the wiring do not have
to match one another.
2
After the wire guide (3) the wires must not 3
cross each other. To inspect, slide the wire 4
guide (3) over the insulation covers of the
contacts (2).
7. Pull the tie wrap in the tank which attaches
the wiring to the delivery pipe.
Attach the wiring in the tank in such a way
that they do not touch other components M2 00 985
(e.g. the float) and/or the tank wall.
8. Fit the magnets (1) around the pump. 1 1
M2 00 989
9. Install the attachment bracket (3) on the 1 2 3 4

pump (4).
10. Fit the tank cover (1).
12. Check the tank content gauge and tank
cover for leakage.
approx. 15 seconds.
soapy solution. A soapy solution attacks 6 5
metal, causing contacts to corrode. M2 01 012
12
ǹ 0011 301
REMOVAL AND INSTALLATION, CRANKSHAFT SPEED/POSITION SENSOR

Removal, crankshaft speed/position sensor 1
1. Remove the bolt (3).
2. Remove the sensor (1) from the attachment
plate (2).
Installation, crankshaft speed/position
sensor
1. Fit a new O-ring on the sensor. 3
2. Fit the sensor (1) and attachment plate (2).
3. Fit the bolt (3).
M2 00 892
REMOVAL AND INSTALLTION, LAMBDA SENSOR

Removal, lambda sensor
1. Remove the connector from the wiring.
2. Remove the sensor.
Installation, lambda sensor
1. Before installing the Lambda sensor, clean
the screw thread and apply “Never Seez”
lubricant.
2. Tighten the lambda sensor to the specified
torque.
Note:
If the Lambda sensor is mounted without
“Never Seez” lubricant, the sensor will be
extremely difficult to remove and/or
irreparably damaged during removal.
12
302 ǹ 0011

IDLING SPEED CONTROL VALVE
Removal, control valve
1. Remove the connector from the connection 3 3
point (1).
2. Release the flexible pipe clamps from the
flexible connection pipes (3).
3. Remove the connection pipes (3) from the
control valve (2).
4
4. Remove the mounting bracket (4) and take
the control valve (2) from the engine.
2
Installation, control valve
1. Check the condition of the flexible
connection pipes and the flexible pipe
clamps. If in doubt, replace.
1 M200529
2. Apply a little grease to the moving section of

3. Fit the new control valve (2) on the engine,
using the mounting bracket (4). See the
arrow on the control valve.
4. Connect the flexible connection pipes (3) on
the control valve (2).
5. Mount the connector on the connection
point (1).
6. Start the engine and check the idling speed.
Note:
The idling speed cannot be adjusted.
12
ǹ 0011 303
REMOVAL AND INSTALLATION, THROTTLE VALVE HOUSING

Removal, throttle valve housing
1. Remove the connector from the 5
connection point.
3
2. Remove the flexible air pipe from the
4
throttle valve housing (3).
3. Remove the attachment bolts (1) and take
the throttle valve housing (3) from the inlet
manifold (5).
Installation, throttle valve housing
1. Insert the spacer bushes (2) in the
attachment holes of the throttle valve
housing (3).
2. Mount the throttle valve housing (3) on the
inlet manifold (5) using a new gasket (4) 2
1 M200638
and evenly tighten the attachment bolts (1).
3. Check the flexible air pipe and the flexible
pipe clamp. If in doubt, replace. Apply
grease to the moving section of the flexible
pipe clamp.
4. Mount the flexible air pipe on the throttle
valve housing (3) and fully tighten the
flexible pipe clamp.
5. Connect the connector to the connection
unit.
6. Switch the vehicle contact on.
“Diagnostics program, GG/RG LPG engine”.
8. Check whether the reading after the term
“Relative Throttle” is 0.00 V when the
accelerator pedal is not being pressed.
9. If a different reading is shown after the term
“Relative Throttle”, the “Relative Throttle”
must be reset.
12
304 ǹ 0011
Resetting the “Relative throttle” reading

1. Carry out the following when the engine is
not running.
2. Switch the vehicle contact on.
diagnostics program.
4. Press key T.
On the screen, a box will appear with the
text “Is throttle correctly adjusted <Y>es
or <N>o”.
5. Press Y. The “Relative Throttle” reading has
been reset. When the accelerator pedal is
not being depressed, the reading should be
0.00 V.

CATALYTIC CONVERTER
Removal, catalytic converter
1. Unplug the connector of the lambda sensor.
2. If necessary, remove the lambda sensor.
3. Remove the attachment bolts and take off
the catalytic converter.
Installation, catalytic converter
Always handle a catalytic converter with care.
Never strike the catalytic converter with a
hammer. This will damage the ceramic inner
workings of the catalytic converter.
1. Check the catalytic converter internally for
blockages and damage to the ceramic inner
workings.
2. Replace the attachment bolts and apply
Molycote P37 lubricant to the bolts.
3. Mount the catalytic converter in the correct
position. On the type plate or the catalytic
converter itself, an arrow will indicate the
flow direction.
12
ǹ 0011 305
4. Fit the lambda sensor.

5. Connect the lambda sensor connector.
Notes:
The pipe between the turbocharger and the
catalytic converter is made from stainless steel.
The catalytic converter can become clogged due
to particles of rust.

IGNITION COIL/SPARK PLUG
Note:
- It is not permitted to remove/install the
bracket assembly with the three spark
plugs. During installation, there is a large
chance that the spark plug caps will be
fitted next to the spark plugs.
- Treat the spark plugs and ignition system
with care. A fault in the ignition system can
lead to serious engine damage.
- Only use the specified spark plugs and
check that they are at the specified
electrode gap. Fitting incorrect spark plugs
can lead to serious engine damage.
- Never clean a spark plug with a metal brush
(steel or copper brush). This would cover
the isolator with a thin conductive layer,
causing the plug to spark incorrectly.
12
306 ǹ 0011
Removal, ignition coil

1. Unlock the connector and remove it from its 2 1
connection (1).
2. Remove the attachment nuts (2) from the
ignition coil (3).
3. Remove the ignition coil (3) from the
bracket.
Installation, ignition coil.
1. On each ignition coil, check the condition of
the ignition coil/spark plug cap connection
piece, and the condition of the seal (4) of 3 2
the connection piece. 4
M200530
2. Mount the ignition coil (3). Make sure that
the spark plug cap does not go over the
spark plug.
3. Tighten the attachment nuts (2).
4. Press the seal (4) into the spark plug hole,
ensuring that the lip of the seal forms a
good connection all round the cylinder
head.
5. Check for the presence of the seal (A) in the A
connector.
6. Mount the connector on the connection
point (1).
Removal, spark plugs
1. Remove the ignition coil (3) from the
bracket.
2. Remove the spark plug. If a spark plug is
stuck, apply pressure slowly and use
penetrating oil if necessary. Use of a
pneumatic spanner is not permitted. Check
whether the spark plug sealing ring has M2 00 824
been removed with the spark plug.
Installation, spark plugs
1. If it is to be re-used, clean the spark plug
only with a soft plastic brush with a solution
if necessary.
12
ǹ 0011 307
2. On re-use, check the wear pattern of the

spark plug:
- Both electrodes may only be barely
visibly corroded.
- Both electrodes may only have a slight
covering of a grey or brown deposit.
- If there is any other wear, it is not
permitted to re-use the spark plug as
this is indicative of incorrect mounting,
an incorrect spark plug being used, a
fault in the fuel or ignition system or
excessive engine wear.
3. Check the screw thread in the cylinder head
for dirt and clean if necessary.
4. Check the sealing surfaces of the spark
plug and cylinder head for dirt. As
necessary clean these parts and, if re-using
the spark plug, preferably use a new seal.
5. Check the electrode gap (distance A). If
necessary, adjust the electrode gap to the
specified distance. See “Technical data”.
6. Apply a small amount of heat-resistant
grease to the screw thread of the spark plug
(for example Molycote P37) to prevent
corrosion.
7. Screw the spark plug carefully by hand into
the cylinder head. As an aid, a rubber pipe
with an internal diameter of 10 or 11 mm
can be used. It should be slipped over the
isolator of the spark plug. A
M2 00 659
12
308 ǹ 0011
8. Tighten the spark plug to the specified

tightening torque. See “Technical data”.
Note:
Tightening the spark plug too much leads to
(invisible) internal damage to the spark
plug.
Not tightening the spark plug enough leads
to overheating.
9. On each ignition coil (3), check the
condition of the ignition coil/spark plug cap
connection piece and the condition of the
seal (4) of the connection piece. 3 4
10. Install the ignition coil.
M200533
12
ǹ 0011 309
REMOVAL AND INSTALLATION, EMS UNIT

Removal, EMS unit
1. Switch the vehicle contact off.
2. Remove the unit.
Installation, EMS unit
1. Fit the unit.
Note:
A new unit must have the necessary calibration
software for the relevant engine installed by the
supplier.
2. Reset any errors with the “Diagnostics
program, GG/RG engine”.
3. Reset the “Relative throttle” reading with the
“Diagnostics program, GG/RG engine”.
4. Start the engine and check the function.
5. Check for the presence of errors with the
“Diagnostics program, GG/RG engine”.
6. If unknown faults are listed, see the error
code overview in the “Diagnostics program,
GG/RG engine” manual. The unit has not
had the correct calibration software
installed.
12
310 ǹ 0011
12.6 FUEL AND IGNITION SYSTEM
DIAGRAMS
Circuit diagram, fuel and ignition systems,
version 1326830/10
Key to letters
A Sensor, fuel level gauge.
See diagram 1326559
B Fuel tanks. See diagram 1326559
C Vehicle contact
D Power supply from main switch
E Air-conditioning compressor*
F On/off signal for air conditioning*
G Indication, air-conditioning on*
H Signal, automatic transmission*
I Diagnostics ISO 9141
J Spark plugs
K Diagnostic connector
L Electronic unit, automatic
transmission control*
* If applicable
Key basic code numbers

B131 LPG injector, cylinder 1
B221 Valve, connection unit
B222 Valve, connection unit
B271 Ignition coil, cylinder 1
B299 Valve, air pipe to charging pressure
control valve
B501 Vehicle speed signal from tachograph
B520 Vehicle speed signal from tachograph
D117 Warning lamps
D525 Converter, 24 V → 12 V
D845 Charging pressure control valve
D846 Idling speed control valve
D848 Electronic unit, power module injectors
12
D864 Voltage splitter V-in/2
D865 Electronic unit, ECU EMS 3
D868 Electronic unit, EGAS 4
D889 Amplifier
D892 Amplifier
ǹ 0011 311
E173 Fuse, injectors

E175 Fuse, 12 V power supply
E176 Fuse, electronic unit fuel control*
E178 Fuse, power supply, fuel and ignition
system
E179 Fuse, idling control valve and charging
pressure control valve
E183 Fuse, air-conditioning control*
E216 Fuse, ignition coils
E217 Fuse, ignition coils
E218 Fuse, valve on fuel tank and on
connection unit
E219 Fuse, valve on fuel tank and on
connection unit
E220 Fuse, lambda sensor
E234 Fuse, engine fuel pump
E243 Fuse, 12 V power supply, diagnostics
plug and relay*
F574 Sensor, temperature coolant (for
fuel control)
F575 Sensor, temperature inlet air
F578 Sensor, engine speed/crankshaft
position
F579 Sensor, inlet air pressure
F580 Sensor, Lambda
F617 Sensor, fuel pressure
F618 Sensor, fuel pressure
G218 Relay, gearbox neutral
position protection
G225 Relay, main relay fuel and
ignition system
G226 Relay, engine running protection
G227 Relay, engine stop
G268 Relay, air conditioning installation on/off*
G270 Relay, air conditioning installation on/off*
G289 Relay, warning lamp
G323 Relay, warning lamp
G326 Relay, switch off cruise control*
M1 Earth point, vehicle
M2 Earth point, engine
* If applicable
12
312 ǹ 0011
ǹ 0011
E176
(7,5A) C D
1341 1305
E234
(10A)
GG engine
1338
4072
E235 1 G013
(10A)
1339 2
E236 1
3503 (10A)
1183
1343 2
A B D117 D117
9005 E178
E237 1288
(25 A)
(10A)
1344
3101
3555
4143
1182
E218
(7,5A) 86 30
4141 G225
85 87 24V
E219 D868 B501/
(7,5A) G326 E F G H B520 I
4142 M1 38 31 14 45 K L
1305
12V
87a
D744
30 3106
4039
3105
4655
5636
3500
E175 87
1342 5650
4141 (7,5A) 85 86 12V 30 86
4142 D767 G268
1340
1 1 87a 87 85
2 2
B221 B222
D864 D525
VIN/2 12V E183
1 (7,5A)
+ - - + 1306
M1
2
B299 E243
1305 (7,5A)
1277 1283
1283
3101
5650
3555
1283
E173 E216 E217 85 87 87a 87a 87 85

(7,5A) (7,5A) (7,5A) E179 E220
(7,5A) (7,5A) G323 G289
5651
86 30 12V 12V 30 86
4039
1337
4655
1283
5636
G227 M1
1278
1279 F580
G226 M1 87a 87 85 24V 85
86 30 24V
3562
3554
1o t 2
30 86 D845 1 2 D889 D892 G218
O2 4 4 G270
85 87 87a D846 U 1 2 2 1 24V 30 86 87a 87 86
2 3 1 λ gnd 3 3
12V 87 85 M1 M1
M1 M1 M1
4144
3100
3112
4148
1287
1286
3500
3084
3085
4145
1342
9018
4146
4140
4139
3076
3077
4147
6 4133
5 27 5 4134 74 69 78 26 75 49 23 86 82 103 18 46 70 84 87 11 40 92
6 4 4135 22 D865
ECU D848 12 48
8 3 4136 73
7 2 4137 21 29 26 28
10 28 19 20 35 34 23 24 33 32 21 22 25 26 13 1 4138 47 3 2 1 27 53 79 56 30 83 4 65 39 15 89 8 7 95 9 7 62 88 54 20 17 25 17 98 37 20 14 13 41 93 66
4130
4122
4126
4120
4128
4124
3026
3027
3028
3029
3030
3031
9000
3079
3078
3069
3066
3083
9108
9108
9108
9108
9108
3628
3556
9020
3073
3072
3075
3074
3071
1283
4131
1289
4123
1290
4127
1291
4121
1292
4129
1293
4125
1294
+5V 3080
+5V 3070
+5V 3082
GND
GND
GND
M1/M2 M2 M2 M2 M2 M2 M2 2 1 2 1 2 1 B C A B C A 3 2 1 M1
1 2 1 2 1 2 1 2 1 2 1 2 T T N 34 1
RX
RTS
CTS
TX
R R P U P U P U
1 2 1 2 1 2 1 2 1 2 1 2 B276 B272 B274 B271 B275 B273 F575 F574 F578 F617 F618 F579 D570 D868 5 3 8 7 2 1 9
B136 B132 B134 B131 B135 B133
6 2 4 1 5 3 3 3 3 3 3 3 12V
K
1266
1265
L
J
M2 M2 M2 M2 M2 M2
6 2 4 1 5 3
M2 00 922
Fuel and ignition system
313
12
Circuit diagram, fuel tanks, version

1326559/02
Key to letters
A Fuel tank 1
B Fuel tank 2
Key basic code numbers
B217 Engine fuel pump
B223 Valve, fuel tank
D873 Electronic unit, pump motor
F622 Sensor, fuel level
F624 Sensor, fuel level
M3 Earth point. Fuel tank frame
12
314 ǹ 0011
1338
1339
1343
1344
4141
4142
3503
9005
4141
1338
1339
3503
3560
4141
4142
3560
9005
1343
1344
4142
M3 M3 M3 M3
D873 1 2 D874 1 2 D875 1 2 D876 1 2
24V 24V 24V 24V
= = = =
3PH~ 3PH~ 3PH~ 3PH~
U V W U V W U V W U V W
1 1 2 1 1 1 2 1
M M R R M M
3~ 3~ 3~ 3~
B223 2 B217 B218 2
B224 B225 2 B219 B220 2
B226
F622 F624
M3 M3 M3 M3
A B M2 00 912
12
ǹ 0011 315
SUB-DIAGRAMS
24-volt circuit
C D
E234
(10A)
4072
1338
E235 1 G013
(10A)
1339 2
1183
E236 1
(10A)
1343 2
E178 D117 D117
E237 1288
3101
3555
(10A) (25 A)
4143
1182
1344
E218
(7,5A) 86 30
4141 G225
85 87 24V
E219 D868
1305
(7,5A) G326 E G H
4142 M1 38 31 14 45
12V
4039
3105
4655
5636
87a
30 3106
E175 87
5650
4141 (7,5A) 85 86 12V 30 86
1340
4141
1338
1339
4141
4142
1343
1344
4142
4142 D767 G268

1 1 87a 87 85
+
B221 2 2 B222
D864 D525
M3 M3 M3 M3 VIN/2 12V
1
D873 1 2 D874 1 2 D875 1 2 D876 1 2 + - - +
24V 24V 24V 24V 2 B299 M1
= = = =
3PH~ 3PH~ 3PH~ 3PH~ 1305
3101
3555
5651
4655
5636
1 1 1 1 E173 E216 E217 85 87 87a 87a 87 85 M1
M M M M 87a 87 85 24V 85
3~ 3~ 3~ 3~ (7,5A) (7,5A) (7,5A)
2 B223 B217 B218 2 2 B225 B219 B220 2 B226 G323 G289 G270 G218
4039
1337
B224 86 30 12V 12V 30 86 24V 30 86 87a 87 86

G227
86 30 24V G226 M1 M1 M1
M3 M3 M3 M3 30 86
85 87 87a
M1 12V 87 85
4144
5
27
6
ECU D848 12
8
7
10 28 19 20 35 34 23 24 33 32 21 22 25 26 13
4131
1289
4123
1290
4127
1291
4121
1292
4129
1293
4125
1294
M2 M2 M2 M2 M2 M2
1 2 1 2 1 2 1 2 1 2 1 2
1 2 1 2 1 2 1 2 1 2 1 2 B276 B272 B274 B271 B275 B273
6 2 4 1 5 3 3 3 3 3 3 3
B136 B132 B134 B131 B135 B133 1266
1265
M2 00 919
The main relay G225 feeds the fuel and

ignition systems.
The following consumers are connected to the
24 V circuit.
- The coils (B271, B273, B275) of cylinders 1,
3 and 5 via fuse E216.
- The coils (B272, B274, B276) of cylinders 2,
4 and 6 via fuse E217.
- The power module unit D848 for injectors
B131 - B136 via fuse E173 and engine stop
relay G227.
- The electromagnetic discharge valves
(B223 and B224) and the electromagnetic
fuel valve on the connection unit (B221) via
the engine running protection relay G226
12 and fuse E218.
316 ǹ 0011
- The electromagnetic discharge valves B225

and B226, the electromagnetic fuel valve
B222 on the connection unit and the
electromagnetic air valve B299 for the air
supply to the boost pressure valve via the
engine running protection relay G226 and
fuse E219.
- The fuel pump B217 via the engine running
protection relay G226 and fuse E234.
- The 12 V converter D525 and the voltage
splitter Vin/2 D864 via fuse E175.
The consumers below are not fed by main
relay G225.
- Both warning lamps D117.
- Air-conditioning ‘on’ switch (G).
- Automatic transmission signal (H).
- Switching on the air-conditioning (E).
12
ǹ 0011 317
12-volt circuit
G326
12V
87a
D744
30 3106
87
1342 5650
85 86 12V 30 86
G268
87a 87 85
D864 D525
VIN/2 12V E183
(7,5A)
+ - - +
M1
E243
1277
(7,5A)
1277 1283
1283
3101
5650
3555
1283
85 87 87a 87a 87 85
E179 E220
5651
(7,5A) (7,5A) G323 G289
4655
1283
5636
86 30 12V 12V 30 86
1278
1279
M1
3562
3554
G226 F580 M1
1o t 2 87a 87 85 24V 85
30 86 D845 1 2 D889 D892 G218
O2 4 4 G270
D846 U 1 2 2 1 24V 30 86 87a 87 86
2 3 1 λ gnd 3 3
12V 87 85 M1 M1
M1 M1
3100
4148
1287
1286
4145
1342
9018
4146
4140
4139
3076
3077
4147
3112
69 78 26 75 49 23 86 82 103 18 46 70 84 87
D865
14 13 41 93 66
3073
3072
3075
3074
3071
1283
CTS
RTS
M1
RX
TX
5 3 8 7 2 1 9
12V
K
M2 00 914
The 12-V circuit is split into consumers that are

fed by the D525 converter and consumers that
are fed by the Vin/2 voltage splitter.
12 V converter D525.
- The idling speed control valve D846 and
boost pressure valve D845 via fuse E179.
- The lambda sensor (F580) heating via
fuse E220.
- If applicable, relay G268 via fuse E183.
G268 switches on the
air-conditioning compressor.
- Warning lamp relays G323 and G289, both
current amplifiers D889 and D892 for
warning lamp relays G323 and G289 and
12
the 12 V supply for the diagnostic
equipment via fuse E243.
318 ǹ 0011

voltage splitter Vin/2, D864.
- EMS unit D865.
- The coil of the engine running protection
relay G226.
12
ǹ 0011 319
5-volt circuit
D865
56 30 83 4 89 8 7 95 9 7 62 88 54
3026
3027
3028
3029
+5V 3080
3079
3078
+5V 3070
3069
3066
+5V 3082
3083
9108
GND
GND
2 1 2 1 B C A B C A 3 2 1
T R T R P U P U P U
F575 F574 F617 F618 F579
M2 00 915
In the EMS unit D865, 12 V is converted to 5 V.

5 V circuit.
- Air temperature sensor F575.
- Coolant sensor F574.
- Fuel pressure sensor F617.
- Fuel pressure sensor F618.
- Intake air pressure sensor F579.
12
320 ǹ 0011
Engine running protection
C D
4072
E234 1 G013
(10A) 2
1338
1183
1
E235
(10A) 2
1339 E178
(25 A)
E236
4143
1182
(10A)
1343
E237 1288 86 30
(10A) G225
1344
85 87 24V
E218
1305
(7,5A) M1
4141
E219
(7,5A) E175
4142
(7,5A)
1340
4141 +
4141
1338
1339
4141
4142
1343
1344
4142
4142
1 1 D864 D525
VIN/2 12V
2 2
B221 B222 + - - +
M3 M3 M3 M3
M1
D873 1 2 D874 1 2 D875 1 2 D876 1 2 G226
24V 24V 24V 24V 1
30 86
= = = =
3PH~ 3PH~ 3PH~ 3PH~
2 12V 87 85
B299
4145
1342
9018
1 1 1 1
M M M M 69 78 26
3~ 3~ 3~ 3~
2 B223 B217 B218 2 2 B225 B219 B220 2 B226
B224 D865
65 39 15
M3 M3 M3 M3
3030
3031
9000
GND
2 1
N
F578
M2 00 916
The engine running protection is regulated by

the EMS unit D865.
After switching on the vehicle contact, the EMS
unit connects pin 69 to earth, energising the
engine running protection relay G266.
The electromagnetic discharge valves, B223,
B224, B335 and B226 on the tanks, the
electromagnetic discharge valves B221 and
B222 on the coupling units and the pump motors
B217, B218, B219 and B220 are fed via the
engine running protection relay G266. The
electromagnetic air valve B299 for air supply to
the boost pressure valve is also fed by this.
12
ǹ 0011 321
If the EMS unit D865 receives a correct engine

speed signal from the engine speed sensor
F578 within 3 seconds of switching on the
vehicle contact, the engine running protection
relay G226 will be energised.
If the EMS unit D865 does not receive a correct
engine speed signal from the engine speed
sensor F578 within 3 seconds of switching on
the vehicle contact, the EMS unit D865 will
break the earth connection to pin 69, switching
off the engine running protection relay G226.
The engine running protection relay G226 is
also switched off at a start speed of < 250 rpm.
12
322 ǹ 0011
E-GAS - EMS communication C D

The EMS unit D865 receives the throttle valve
signal from the E-GAS unit D868 via pins 37 and
4072
1 G013
20. Based on the throttle valve signal, the EMS 2
unit D865 knows what the position of the throttle
1183
1
valve is and the EMS unit D865 recognises 2

E178
(25 A)
acceleration (throttle valve opening quickly) and
4143
1182
deceleration (throttle valve shutting quickly.
86 30
If there is a serious E-GAS failure, the E-GAS G225
D868
85 87 24V 31 34 1
unit D868 energises the engine stop relay G227,
1305
M1
4039
causing the supply to power module D848 to be 1305
broken so that no more injection can take place.

Depending on the E-GAS fault, the maximum E173
engine speed is limited to approx. 1300 rpm or (7,5A)
the idling speed by the activation/deactivation of
4039
1337
G227
the engine stop relay G227. 86 30 24V
85 87 87a
M1
4144
3556
9020
6 4133
27 5 5 4134 74 37 20
6 4 4135 22
ECU D848 12 48 D865
8 3 4136 73
7 2 4137 21
10 28 19 20 35 34 23 24 33 32 21 22 25 26 13 1 4138 47
4131
1289
4123
1290
4127
1291
4121
1292
4129
1293
4125
1294
1 2 1 2 1 2 1 2 1 2 1 2
B136 B132 B134 B131 B135 B133
6 2 4 1 5 3
M2 00 917
12
ǹ 0011 323
Serious fault in fuel and ignition system

D117 D117
If a serious fault occurs in the fuel and ignition
3101
3555
system, pin 18 of the EMS unit D865 is D868
connected to earth. Relay G323 is energised 38 31 14 45
4039
3105
and, if present, breaks the earth connection of G326
12V
relay G326, leading to the deactivation of the 87a
30 3106
cruise control if it is active. 1342
87
5650
D767
Energised relay G323 connects the red warning 85 86
lamp D117 with earth, causing the lamp to

D864 D525
illuminate. Pins 14 and 45 of the E-GAS unit VIN/2 12V
D868 are also connected to earth. Connecting + - - +
M1
pin 14 to earth will limit the maximum engine E243
1277
(7,5A)
speed to 1000 rpm. Connecting pin 45 to earth 1277 1283
1283
3101
5650
3555
1283
limits the maximum angle of the throttle valve
to 35%. 85 87 87a 87a 87 85
5651
As the current through pin 18 will be limited after G323
86 30 12V
G289
12V 30 86
some time by the EMS unit D865, a current
3562
3554
M1
amplifier 889 has been placed between relay 4 D889 D892 4
1 2 2 1
G323 and pin 18 of the EMS unit D865 to 3
M1 M1
3
prevent relay G323 failing if the current
3100
3112
is limited. 18 46
D865
M2 00 918
12
324 ǹ 0011
Less serious fault in the fuel and

D117 D117
ignition system
3101
3555
If a less serious fault occurs in the fuel and D868
ignition system, pin 46 of the EMS unit D865 is 38 31 14 45
4039
3105
connected to earth. Relay G289 is energised G326
12V
and, if present, breaks the earth connection of 87a
30 3106
relay G326, leading to the deactivation of the 1342
87
5650
D767
cruise control if it is active. 85 86
The energised relay G289 connects the yellow

D864 D525
warning lamp D117 to earth, causing the lamp VIN/2 12V
to illuminate. + - - +
M1
As the current through pin 46 will be limited by E243
1277
(7,5A)
the EMS unit D865 after some time, a current 1277 1283
1283
3101
5650
3555
1283
amplifier D892 has been placed between relay
G289 and pin 46 of the EMS unit D865 to 85 87 87a 87a 87 85
5651
prevent the current being limited if relay G323
86 30 12V
G289
12V 30 86
G289 fails.
3562
3554
M1
4 D889 D892 4
1 2 2 1
3 3
M1 M1
3100
3112
18 46
D865
M2 00 918
12
ǹ 0011 325
Switching on air-conditioning
Relay G270 is energised by switch (G) on the E F G
instrument panel, which causes the earth
4655
D744
connection of pin 84 of the EMS unit D865 to be
interrupted. This is the signal for the EMS unit
D865 that the air-conditioning compressor (E) 12V 30 86
must be switched on. The EMS unit D865 G268
87a 87 85
controls the engine running and connects pin 70
with earth if the engine is running correctly. At
4655
D864 D525
the same time, if the engine is idling, the engine M1
VIN/2 12V 87a 87 85
speed is increased to absorb extra loads. By E183
+ - - + (7,5A) G270
switching pin 70 to earth, relay G268 is 24V 30 86
M1
energised, causing the air-conditioning
compressor (E) to be activated. There is also M1
4148
1287
the possibility of switching on a warning lamp
(F), for example. 70 84
D865
M2 00 913
12
326 ǹ 0011
LUBRICATION SYSTEM
13. LUBRICATION SYSTEM

13.1 SYSTEM DESCRIPTION
Diagram, lubricating oil system
C
D
E
A B
M2 01 052
13
M2 00 665
ǹ 0011 327
LUBRICATION SYSTEM
H
F
M2 00 935
A Discharge from cylinder block

B supply from internal oil channel
C to internal oil duct
D from internal oil duct to filter
E to internal oil duct
F supply from internal oil channel
G to timing gear case
H to oil sump
13
328 ǹ 0011
LUBRICATION SYSTEM
At the top of the connecting rod, a bore is fitted,

so that the oil can reach the small-end bearings.
GG engines are equipped with a double
lubricating oil pump.
The lubricating oil pump is driven via an idler
gear by the crankshaft gear.
The rear lubricating oil pump draws the oil from
the engine block and feeds it to the oil sump.
The front lubricating oil pump draws oil from the
oil sump and pumps the oil to the lubricating oil
heat exchanger.
The lubricating oil heat exchanger fitted on the
engine cooling system heats the lubricating oil in
a “cold” engine and cools the oil in a
“warm” engine.
All the oil delivered by the lubricating oil pump is
always passed through the lubricating oil heat
exchanger. If the oil pressure in the heat
exchanger rises too high, a bypass valve is
opened which links the oil supply and return
channel to and from the heat exchanger. This
bypass valve is in the oil sump.
After passing through the heat exchanger, the
lubricating oil is fed to the oil filter. A pressure
limiting valve is fitted in the channel to the
lubricating oil filter. As the pump delivery is
dependent on the engine speed, at higher
speeds, it would be so high that the pressure in
the lubricating oil system would rise too high.
If the lubricating oil reaches the pressure set at
the pressure limiting valve, before it passes
through the pressure limiting valve, a proportion
of the lubricating oil is directly returned to the oil
sump, via the pressure limiting valve.
The remaining lubricating oil is cleaned in the
disposable oil filter. A pressure relief valve, fitted
in this filter, opens if the pressure in the filter
becomes too high as a result of contamination
or cold oil. The oil then passes through the
filter unfiltered.
From the filter housing, an internal oil channel
leads to the main oil channel in the
cylinder block.
From the main oil channel, lubricating oil is
passed to the crankshaft main bearings, and via
an oil channel in the crankshaft to the
big-end bearings.
At the top of the connecting rod, a bore is fitted,
so that the oil can reach the small-end bearings.
13
ǹ 0011 329
LUBRICATION SYSTEM
From the main oil channel, the oil is passed to

the bored camshaft, via an oil channel and the
front camshaft bearing. From the oil channel in
the camshaft, the camshaft bearings and the
cams are lubricated with oil.
The rocker shafts are lubricated with oil from the
camshaft, via two oil channels.
From the bored rocker shafts, the rockers are
lubricated with oil.
The valve stems are lubricated with oil sprayed
via the hole in the top of the bored rockers.
From the oil channel to the front crankshaft main
bearing, oil passes via an oil channel to the
bored hub of the idler gear.
Via the bored hub, the oil reaches the idler gear
and is passed on. The timing gears are thus
lubricated by splashed oil.
An oil channel, which is connected to the oil
channel to the front crankshaft main bearing,
passes lubricating oil to the hub of the idler gear
of the lubricating oil pump. The hub of the idler
gear, the idler gear itself and the drive gear for
the lubricating oil pump are thus supplied with
lubricating oil.
The oil supply pipe from the turbocharger is
connected to an internal oil channel from the
cylinder block on the bottom of the engine.
The oil discharge pipe from the turbocharger is
connected with the suction pipe from the
lubricating oil pump that draws oil from the
cylinder block.
On the top of the engine is an oil supply pipe
that supplies the air compressor and the timing
with oil.
The oil runs back to the oil sump via a pipe on
the rear of the air compressor.
The oil pressure gauge sensor and the switch of
the oil pressure warning lamp are fitted to the
filter holder of the lubricating oil filter.
13
330 ǹ 0011
LUBRICATION SYSTEM
GG engine Draining the lubricating oil after engine damage
13.2 DRAINING THE LUBRICATING OIL AFTER ENGINE DAMAGE
If there have been problems with the engine

which cause the lubricating oil to become
contaminated (possibly), the oil should be
drained in the manner outlined below.
The lubricating oil can be contaminated by water
or by metal particles as the result of excessive
wear to a part.
Draining the lubricating oil
1. If possible, remove the drain plug from the
oil sump when the engine is warm and let
the oil sump drain adequately.
2. Remove the plug from the bottom of the
timing case and let it drain adequately.
3. Remove the lubricating oil heat exchanger.
Let it drain adequately and clean the
internal oil section.
4. Remove the oil suction pipe that runs from
the turbocharger to the oil sump from the
bottom of the engine. Let all the oil leak out.
5. Remove the lubricating oil filter.
6. Re-fit the removed parts and plugs.
7. Fit a new lubricating oil filter.
8. Fill the engine with new specified oil. The
amount required to fill the engine will be
more than at a normal oil change.
9. Before starting the engine, operate the
engine stop so that the engine cannot be
started. Crank the engine using the starter
motor until the oil pressure warning lamp is
extinguished. The engine can now
be started.
13
ǹ 0011 331
LUBRICATION SYSTEM
External parts of the lubricating oil system GG engine
13.3 EXTERNAL PARTS OF THE LUBRICATING OIL SYSTEM
Component drawing
24
23
1 20
2
21 25
23 26
3 22
13 19
4 11 12
14 27
5
6 42
41
7 28
15 43
16
18 17 40
41
44
98 29
29 33
30
33
10 31
32
39
34 35 36
37
38 M200291
1. Oil level gauge 23. Sealing ring

2. O-ring 24. Oil pressure switch
3. Dip stick guide 25. Oil filter housing
4. Union nut 26. O-ring
5. Cutting ring 27. Adapter
6. Coupling 28. Oil filter
7. Sealing ring 29. O-ring
8. Gaskets 30. Heat exchanger
9. Oil level sensor 31. Washer
10. Bolt 32. Bolt
11. Flexible pipe 33. O-ring
12. Housing 34. Bolt
13. Bolt 35. Pipe connection
14. Spring washer 36. O-ring
15. Gaskets 37. Pipe
16. Bolt 38. Bolt
17. Spring washer 39. O-ring
18. Oil separator 40. Flexible pipe
13 19.
20.
21.
Bolt
Distribution block
Sealing ring
41.
42.
43.
Pipe clamp
Bolt
Pipe
22. Oil pressure sensor 44. Pipe connection
332 ǹ 0011
LUBRICATION SYSTEM
GG engine External parts of the lubricating oil system
Removal, lubricating oil filter housing

1. Clean the filter housing and the surrounding
area.
2. Remove the wiring of the oil pressure
sensor and the oil pressure switch.
3. Depending on the reason why the filter
housing has to be removed, remove the oil
filter element, the oil pressure sensor and
the oil pressure switch.
4. Remove the attachment bolts and detach
the filter housing. Note that some lubricating
oil will escape on detaching.
Plug the openings.
Installation, lubricating oil filter housing

1. If necessary, replace the adapter with which
the oil filter is connected to the housing.
Apply Loctite 270 to the new adapter and
attach the new adapter.
2. Inspect the sealing faces for damage.
3. Replace the O-rings and the sealing rings
on the pipes.
4. Installation of the oil filter housing is the
reverse of the removal procedure.
5. Stick the O-rings to the housing with some
grease when fitting it.
6. Check and if necessary top up the oil level.
7. Start the engine and check for leaks.
Removal, lubricating oil heat exchanger

2. Remove the flexible coolant pipe and the
coolant pipe of the heat exchanger.
3. Remove the attachment bolts and take the
heat exchanger from the cylinder block.
A little coolant and lubricating oil will
escape.
13
ǹ 0011 333
LUBRICATION SYSTEM
External parts of the lubricating oil system GG engine
Pressure-testing the lubricating oil heat 1240477

exchanger
1. Clean the heat exchanger.
1240476
2. Remove both pipe connections and in their
place, fit pressure test plates. See
3. Connect an air pipe fitted with a pressure
reducing valve, to the pressure test plate
with the air connection. Set the air pressure
to 2.5 bar.
M200185
4. Immerse the heat exchanger in a container
of water at a temperature of at least 50°C
5. If the heat exchanger leaks, it must be
entirely replaced, since it cannot
be repaired.
Also replace the lubricating oil and the
filter element.
Installation, lubricating oil heat exchanger

1. Clean and check the sealing faces
for damage.
2. Fit the pipe connections using new O-rings,
on the heat exchanger.
3. Replace and grease the O-rings on the top
of the heat exchanger.
4. Fit the heat exchanger on the
cylinder block.
5. Connect the coolant pipes.
Replace the O-ring of one pipe.
On the other pipe, check the condition of
the flexible coolant pipe and the flexible
pipe clamps. If in doubt, replace both.
Clean the inside of the flexible coolant pipe
where it meets the pipe or the flange. Also
clean the sealing face of the pipe
and flange.
7. Check and if necessary top up the oil level.
13
334 ǹ 0011
LUBRICATION SYSTEM
GG engine External parts of the lubricating oil system

Measuring lubricating oil pressure

If there are problems with the lubricating oil
pressure, the pressure must first be measured,
using a reliable pressure gauge.
2. Remove the oil pressure switch from the
filter head of the lubricating oil filter.
3. On the connection for the lubricating oil
pressure switch, connect the pressure
gauge (A). See “Special tools”.
4. Start the engine and measure the
A
lubricating oil pressure at maximum engine
speed, and at idling speed.
Compare the results with the specification
values. See “Technical data”.
The oil pressure regulating valve in the
sump cannot be adjusted.
5. Remove the pressure gauge and reconnect
the lubricating oil pressure sensor, using a
new sealing ring.
M200641
Removal and installation, dip stick
1. Remove the dipstick from the guide and
disconnect the dipstick guide attachment.
2. Only fit a new original dipstick guide
and/or coupling.
3. Before fitting a new dipstick guide and/or
coupling, compare these parts with the
removed parts, to ensure that they are the
same. This will prevent incorrect
measurement of the oil level.
13
ǹ 0011 335
LUBRICATION SYSTEM
Removal and installation, oil sump GG engine
13.4 REMOVAL AND INSTALLATION, OIL SUMP
Component drawing
5
6
7
2 3
14
15
19 14
16
10
11
8 12 17
9 13
20 18
21
22 23
24
M200297
13
336 ǹ 0011
LUBRICATION SYSTEM
GG engine Removal and installation, oil sump
1. Oil pan
2. Bolt
3. Washer
4. Flange bolt
5. Bolt
6. Washer
7. Gaskets
8. Gaskets
9. Elbow piece
10. Spring washer
11. Bolt
12. Sealing ring
13. Oil drain plug
14. O-ring
15. Internal oil pipe
16. Gaskets
17. Flange
18. Sealing ring
19. Stud
20. Washer
21. Spring washer
22. Nut
23. Pipe connection
24. Hollow screw
13
ǹ 0011 337
LUBRICATION SYSTEM
Removal, oil sump

2. Clean the oil sump and the
surrounding area.
3. Drain the oil.
4. Remove the dipstick and the dipstick holder.
5. Remove the oil filler pipe.
6. Remove the oil level sensor.
7. Remove the alternator.
8. Remove the starter motor.
9. Remove the lubricating oil filter.
10. Remove the lubricating oil return pipe from
the air compressor.
11. Detach the wiring harnesses from the
oil sump.
12. Remove the hollow screw from the
lubricating oil pipe on the bottom of the
oil sump.
13. Remove the lubricating oil pipe flange.
Once the flange has been removed, an
internal oil pipe will also come free. If not,
this pipe must be removed.
14. Remove the attachment bolts from the oil
sump and remove the oil sump from
the engine.
15. Remove the used gasket and clean the
sealing faces on both oil sump and cylinder
block, flywheel housing and timing
case thoroughly.
16. Remove the gasket remains from both the
lubricating oil pipe flange and the oil sump.
17. Remove the O-rings from the lubricating oil
pump and flange.
13
338 ǹ 0011
LUBRICATION SYSTEM
GG engine Removal and installation, oil sump
Installation, oil sump

1. Check the sealing faces of both oil sump
and cylinder block, flywheel housing and
timing case for damage.
2. Check that the gaskets of the timing case
do not protrude at the bottom. If necessary,
cut away any protruding section.
3. Fit new O-rings to the lubricating oil pump
and flange. Apply some grease or oil to
the O-rings.
4. Apply a thin film of transparent silicon
cement to the underside of the sealing
faces of the cylinder block (2)/timing case 1
(3) and the cylinder block (2)/flywheel
housing (1). See the arrows.
5. Install the oil sump, using a new gasket.
6. Semi-tighten the attachment bolts on the
corners of the oil sump.
7. Fit the internal oil pipe to the lubricating
oil pump.
8. Fit a new gasket to the flange of the internal 2
oil pipe and fit it to the bottom of the oil
sump. Semi-tighten the attachment bolts.
9. Fit the other oil sump attachment bolts and
tighten three bolts in the middle on either
side of the oil sump. Work from the middle
to the front and rear.
10. Tighten the bolts of the internal oil
pipe flange.
3
11. Replace the removed parts, using new
M2 00 629
sealing rings and O-rings, in reverse of
removal. See the relevant paragraphs.
12. Re-fit the cable harness in the original way,
so that there is no chance of chafing.
13
ǹ 0011 339
LUBRICATION SYSTEM
13. Top up the engine with the specified

engine oil.
15. Bring the engine to operating temperature
and check all connections for leaks.
13
340 ǹ 0011
LUBRICATION SYSTEM
GG engine Internal parts of the lubricating oil system
13.5 INTERNAL PARTS OF THE LUBRICATING OIL SYSTEM
13
ǹ 0011 341
LUBRICATION SYSTEM
Internal parts of the lubricating oil system GG engine
Component drawing
1 7
8 5 6
2
4
10
9 3
9
16
11
15
24
30
13 25
14 17
28 26
12
27 15
18
28
31
29
21
22 19
23
20
M200293
13
342 ǹ 0011
LUBRICATION SYSTEM
1. O-ring
2. Delivery pipe
3. Attachment bolt (intermediate gear wheel)
4. Attachment bolt
5. Idler gear
6. Bearing bush
7. Hub
8. Lubricant pump
9. O-ring
10. Delivery pipe
11. Intake construction
12. Filter
13. Washer
14. Bolt
15. O-ring
16. Delivery pipe
17. Bolt
18. Control valve housing
19. Bolt
20. Cotter pin
21. Ball
22. Spring
23. Washer
24. Sealing plug
25. Sealing ring
26. Spring
27. Valve
28. O-ring
29. Delivery pipe
30. Flange
31. Bolt
13
ǹ 0011 343
LUBRICATION SYSTEM
Removal, lubricating oil pipes

2. Remove the relevant pipe(s).
Installation, lubricating oil pipes

1. Replace the O-rings and apply a little
grease to them.
2. Clean the thread of all attachment bolts and
apply Loctite 243.
3. Apply the pipes free from stress, and tighten
the attachment bolts to the specified torque.
4. Reinstall the oil sump.
Removal, lubricating oil pressure regulator

2. Remove the housing from the
cylinder block.
3. Depress the ring at the rear of the oil
pressure regulator, and remove the cotter
pin from the housing. Carefully release
the spring.
4. Remove the spring and ball from
the housing.
Installation, lubricating oil pressure regulator

1. Clean the parts.
2. Check the ball, the ball seat in the housing
and the spring. Compare the spring with a
new spring.
3. Fit the ball, the spring and the ring.
4. Depress the spring, and fit a new cotter pin.
5. Fit the housing to the cylinder block.
Fit the attachment bolts using Loctite 243,
and tighten them to the specified torque.
13
344 ǹ 0011
LUBRICATION SYSTEM
6. Fit the pipes using new O-rings. Before

fitting, lightly grease the O-rings.
Fit the attachment bolts using Loctite 243,
and tighten them to the specified torque.
Removal, short circuit valve of the

heat exchanger
2. Remove the sealing plug on the oil pressure
regulator housing. Work with care as the
sealing plug is spring-loaded.
3. Remove the spring and the valve from
the housing.
Installation, short circuit valve of the

heat exchanger
1. Clean the parts.
2. Check the valve, the valve seat in the
housing and the spring. Compare the spring
with a new spring.
3. Fit the valve and the spring in the housing.
4. Fit a new sealing ring on the sealing plug,
depress the spring, and fit the sealing plug.
Tighten the sealing plug to the specified
Removal, lubricating oil pump

2. Remove the pipes from the oil sump.
3. Loosen the three attachment bolts for the
pump on the bearing cap.
4. Using a mallet, tap the rear of the pump,
until the hub of the idler gear comes out of
the bearing cap.
5. Remove the pump from the bearing cap.
6. Using a mallet, tap the idler gear hub from
the attachment plate.
13
ǹ 0011 345
LUBRICATION SYSTEM
Installation, lubricating oil pump

1. Before installing the pump, check
the following:
- Check for wear and/or damage and if
necessary replace the bearing bush
and thrust washers of the idler gear.
- Check the hub of the idler gear for wear
and/or damage, and that the oil bores
are open.
- Check that the oil channel to the idler
gear is open.
- Check that the oil pump rotates
smoothly, with no heavy point.
2. Apply oil to the bearing bush of the idler
gear and fit it to the hub. Fit the idler gear to
the hub in such a way that the component
number faces the pump gear
(remains visible).
3. Using a mallet, tap the hub with the gear
onto the attachment plate. Check that the
pump still rotates smoothly.
4. Place the pump on the bearing cap and
semi-tighten the attachment bolt for the idler
gear without any locking compound.
If locking compound is applied to the
attachment bolt, there is a risk of the oil
channel being blocked by the
locking compound.
5. Fit the two remaining attachment bolts,
coated with Loctite 243. Tighten the bolts to
6. Tighten the idler gear bolt to the specified
torque. See “Technical data”. Check that the
idler gear has some clearance, and is not
trapped.
7. Check the backlash. See “Technical data”.
13
346 ǹ 0011
LUBRICATION SYSTEM
8. Fit the pipes using new, greased O-rings.

Fit the various attachment bolts to the
specified torque, using Loctite 243.
9. Reinstall the oil sump.
10. Before starting the engine, operate the
engine stop so that the engine cannot be
started. Crank the engine using the starter
motor until the oil pressure warning lamp is
extinguished. The engine can now
be started.
13
ǹ 0011 347
LUBRICATION SYSTEM
Disassembly and assembly, lubricating oil pump GG engine
13.6 DISASSEMBLY AND ASSEMBLY, LUBRICATING OIL PUMP
Component drawing
10
13
11 12
6
5
4
3
2
1 9
7 8 19
18
17
16
1
15
14
M200294
1. Bearing bush
2. Pump housing (front section)
3. Pump gear with shaft
4. Key
6. Attachment plate
7. Attachment bolt
8. Attachment bolt, intermediate gear wheel
9. Washer
10. Drive sprocket
11. Idler gear
12. Bearing bush
13. Hub
14. Bolt
15. Rear cover
17. Pump gear (loose)
18. Pump housing (rear section)
13 19. Dowel pin
348 ǹ 0011
LUBRICATION SYSTEM
GG engine Disassembly and assembly, lubricating oil pump
Disassembly of the lubricating oil pump

1. Dismantle the pump and remove the
idler gear.
2. Support the drive gear and force the
complete pump from the drive gear.
3. Remove the bolts and take off the rear
cover of the pump housing.
4. Mark the position of the two rear pump
gears in relation to each other.
5. Remove the shaft with pump gear from the
rear pump housing.
6. Remove the attachment plate from the front
pump housing. Remove the driven shaft
with pump gear from the front pump
housing.
7. Remove the loose pump gear from the shaft
in the rear pump housing.
If the loose pump gear is jammed on the
shaft, it must be removed in the manner
described below.
- Using a plastic mallet, tap the shaft
from the rear of the pump in question
5 mm into the gear. On no account tap
any further than 5 mm, as otherwise
the key of the gear will touch the
pump housing.
- From the front of the pump, push the
shaft as far back as possible.
- Place a 5 mm thick block in the space
created between the gear and the
pump housing.
- Then tap the shaft another 5 mm into
the gear.
- Push the shaft as far back as possible.
- Remove the 5 mm thick block and
place a 10 mm thick block between the
gear and the pump housing.
- Repeat the above procedure until the
pump gear has been removed from
the shaft.
8. Remove the key from the shaft and take the
shaft and pump gear out of the front pump
housing.
9. Take the rear pump housing from the front
pump housing.
13
ǹ 0011 349
LUBRICATION SYSTEM
Assembly, lubricating oil pump

1. Clean and check the components
for damage.
2. Gears must be replaced as a set for each
pump half.
3. If the bearing bushes are to be replaced,
they must be forced into the housing with a
well-fitting driving tool, in such a way that
the bearing bushes do not project beyond
the housing, on either side (see the arrows
in the opposite drawing).
4. Ream the bearing bushes to the specified
dimension. See “Technical data”.
5. Fit the parts in reverse order of removal.
- Apply plenty of oil to the parts
before fitting.
- With the gear on the shaft, fit the shaft
with the shortest shaft side pointing to
the rear pump housing.
M2 00 260
- When fitting the loose gear in the rear
pump housing, remember the
marks applied.
Note:
The small round recesses on the side of the
gears must always be positioned opposite one
another. See the drawing.
They may never be located on the same side of
the gears. This would endanger gear lubrication.
6. Apply Loctite 243 to the bolts and tighten
them to the specified torque.
7. Check that the pump rotates smoothly, with
no heavy points.
8. Force the drive gear onto the pump shaft so
that the component number faces away
from the pump (remains visible). Force the
gear onto the shaft so far that the end of the
shaft is in line with the gear.
Check that the oil pump still rotates
smoothly, with no heavy points.
M2 00 084
13
350 ǹ 0011
LUBRICATION SYSTEM
GG engine Disassembly and assembly, lubricating oil pump
9. If the bearing bush of the idler gear has to

be replaced, a new bearing bush should be
forced 1.5 0.3 mm (dimension A) in the
drawing) into the idler gear, using a
well-fitting driver.
A
M2 00 330
13
ǹ 0011 351
LUBRICATION SYSTEM
13
352 ǹ 0011
Component Manual
GG LPG engine
English
Printed in The Netherlands DW032644

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Component Manual

To ensure that the operations are carried out

- Activities on a vehicle with an LPG engine

1 gas will evaporate immediately. Liquid gas

- Do not let the engine run in a closed or

- Exercise caution when working with springs

1 - Always use the appropriate lifting gear

1.2 ENGINE DATA AND DESCRIPTION, LPG ENGINE

Description, LPG engine

1 order to achieve a compression ration of 9.0 : 1,

1.3 WELDING AND GRINDING

Non-compliance with the warnings

Welding and grinding on the gas

Only perform welding and/or

Carry out the operations listed below before

Keep the gas tanks cool during welding and/or

Non-compliance with the warnings

To prevent damage to electronic

Always disconnect the earth lead of

Never place tools on a battery. If

- Fast-charging should only be resorted to in

13. First connect the positive lead (+) of the

Non-compliance with the warnings

Never start the engine with the aid of a

1.6 WIRING HARNESSES

Non-compliance with the warnings

After the first wiring harness has been

1.7 AVOIDING THE RISK OF FIRE

Non-compliance with the directions

- Check fuel pipes for any leakage and

- Clean the engine compartment, in particular

1.8 TIGHTENING TORQUES

Table of standard tightening torques, DAF

Clamping flange bolt Standard flange bolt

Tightening torques for dipped threaded

Clamping flange bolt

Tightening torques for banjo bolts

Overview of tightening torques - applies to:

Property class 10.9

- The bolt stem length L is the length of the

1 not be re-used, unless a suitable new nut can be

1.9 THREADED CONNECTIONS

DAF engines are fitted with threaded

The reason for this is that the friction coefficients

1 The following applies to all threaded

1.10 USE OF LOCKING COMPOUNDS

Certain cleaning agents have a

The workshop manual specifies when a locking

Application, locking compound

1 - Apply one or more drops of locking

1.11 LOCKING COMPOUNDS AND SEALANTS

Certain cleaning agents have a

OVERVIEW OF LOCKING COMPOUNDS

Application, locking compound

1 3. Depending on the diameter, apply one or

OVERVIEW OF SEALING COMPOUNDS

1.12 PAPER AND KLINGERIT GASKETS

The workshop manual specifies when a gasket

1.13 LIQUID GASKET

Liquid gaskets, which replace conventional

There are two different types of sealing ring, the

Some measurements must be

Diagnostics program, DAF LPG engines