MS5 and MS6.4 GB

Installation directive
EDC
for EURO 3 engines
Publication number:
51.99496.8145
Receipt
of the
Installation Directive
EDC MS5 stage 5

EDC MS6.4 stage 2
Publication no. 51.99496.8145
First edition: September 2000
We confirm the complete receipt of _________ copies of the above installation directive
______________________ ______________________
(Company) (Name, in letters)
_______________________ ______________________
(Place, date) (Signature)
Please return this receipt to:
MAN Nutzfahrzeuge Aktiengesellschaft

Abt. VEFT
Postfach 50 06 20,
D-80976 Mnchen
(see overleaf)
MAN Nutzfahrzeuge Aktiengesellschaft
Abt. VEFT
Postfach 50 06 20
D-80976 Mnchen
Installation directive EDC for EURO 3 engines
MS5 stage 5 and MS6.4 stage 2
Installation directive
EDC MS5/St.5
EDC MS6.4/St.2
Directive
for the installation of MAN diesel engines
in vehicles and automotive
machinery
Publication number: 51.99496.8145
First edition September 2000 Page 1 of 27

Amendment status Date Changes on Cleared by

pages
------------------------------ September 2000 First edition Csoka / VEFT

1. General ................................................................................................................................... 5
1.1 Introduction .............................................................................................................................. 5
1.2 Warranty .................................................................................................................................. 5
2. Installation manual ............................................................................................................... 7

2.1 Description............................................................................................................................... 7
2.1.1 EDC MS5 stage 5 ................................................................................................................... 7
2.1.1.1 Structure .................................................................................................................................. 7
2.1.1.2 Operating principle of the individual components .................................................................... 8
2.1.2 EDC MS6.4 stage 2 ............................................................................................................... 10
2.1.2.1 Structure ................................................................................................................................ 10
2.1.2.2 Operating principle of the individual components .................................................................. 10
2.1.3 Components on the vehicle ................................................................................................... 12
2.2 Diagnosis ............................................................................................................................... 15
2.2.1 Diagnosis with flash code ...................................................................................................... 15
2.2.2 Diagnosis by means of the MAN-CATS diagnostic system ................................................... 16
3. Safety regulations ............................................................................................................... 17
4. Technical data on the electric components ..................................................................... 18

4.1 EDC control unit (A142)........................................................................................................ 18
4.2 Pedal value transmitter (B127) .............................................................................................. 18
4.3 Check lamp (H296)................................................................................................................ 19
4.4 Stalk switch for cruise control (S157) .................................................................................... 19
4.5 Proximity switch for brake pedal (S158) ................................................................................ 19
4.6 Proximity switch for clutch pedal (S159)................................................................................ 19
4.7 Relays (K170, K264, K321, K324, K173) .............................................................................. 19
4.8 EDC resistor group (R134) ................................................................................................... 20
4.9 Buttons (S281, S105) ............................................................................................................ 20
4.10 Switch (S284) ........................................................................................................................ 20
4.11 Solenoid valve (Y102)............................................................................................................ 20
5. Installation variants ............................................................................................................ 20

5.1 EDC with cruise control ......................................................................................................... 20
5.2 EDC with retarder .................................................................................................................. 21
5.3 EDC with engine brake .......................................................................................................... 21
5.4 Antigas................................................................................................................................... 22
5.5 PBM interface ........................................................................................................................ 22
5.5.1 EDC for automatic gearbox without ASR............................................................................... 22
5.5.2 EDC with ASR ....................................................................................................................... 22
5.5.3 ASR shutoff ........................................................................................................................... 23
5.6 CAN interface ........................................................................................................................ 23
5.7 PWG > Threshold .................................................................................................................. 23
5.8 Intermediate-speed control .................................................................................................... 23
5.8.1 Variable intermediate speeds ................................................................................................ 23
5.8.2 Fixed intermediate speeds..................................................................................................... 24
5.8.2.1 ISG 1 ..................................................................................................................................... 24
5.8.2.2 ISG 2 ..................................................................................................................................... 24
5.8.2.3 ISG 3 ..................................................................................................................................... 24
5.9 Multi-stage switching input..................................................................................................... 24
5.10 Multi-stage switching input..................................................................................................... 24
5.11 External engine stop .............................................................................................................. 25
5.12 Engine-speed signal .............................................................................................................. 25
6. Installation instructions ...................................................................................................... 26

7. Installation inspection......................................................................................................... 26
7.1 Testing the EDC components (installation and functioning) .................................................. 26
7.1.1 First-time installation.............................................................................................................. 26
7.1.2 Series production................................................................................................................... 26
7.2 EMC testing ........................................................................................................................... 27
7.3 End-of-Line programming (EOL) ........................................................................................... 27
8. Appendices

1. General
1.1 Introduction
This present installation directive is a supplement to the general directive for the installation of MAN die-
sel engines in vehicles and automotive machinery to 51.99493-8283, describing specifically the installa-
tion of MAN engines with EDC (version MS5 stage 5 and MS6.4 stage 2) in vehicles from other
manufacturers.
To ensure purposeful operation and to prevent
impairment of operating quality
functional risks
damage to or failure of the EDC
the EDC installation directive must be strictly observed.
1.2 Warranty
Warranty for the EDC is granted if:
the genuine MAN parts contained in the extent of delivery are used
the installation directives and technical data are complied with,
the first-time installation has been cleared by MAN after an installation inspection (see Point 7),
the series-production vehicles of the model approved correspond to the first-time installation
cleared,
MAN guarantees EMC for the individual components (e.g. EDC control unit) contained in the extent
of delivery.
We reserve the right to make modifications in the course of further development.
Reprinting, copying or translation, even of extracts, is not allowed without written permission from MAN. All rights
under the copyright law are strictly reserved by MAN.

1.3 Abbreviations
The following abbreviations are used in this present installation directive:
AGR Exhaust-gas recirculation

ASR Anti-spin regulator
BAT Battery voltage
CAN Controller area network
DKR Butterfly valve reduction
DKV Load signal
EDC Electronically controlled diesel injection
(Electronic Diesel Control)
EMC Electro-magnetic compatibility
EOL End-of-line programming
EPP Injection pump
ERL Installation directive
FGB Road speed limiter
FGR Road speed control
HGB Top speed limiter
LDA Full load stop dependent on charge-air pressure
MAN-CATS MAN computer-assisted testing and diagnostic system
NBF Needle motion sensor
PBM Pulse-width modulated signal (DKV, DKR)
PWG Pedal value transmitter
SG Control unit
Stv. Plug connection
TKU Technical document for customer
ZDR Intermediate speed control

2. Installation manual
2.1 Description
2.1.1 EDC MS5 stage 5
2.1.1.1 Structure
(1) (2) (3) (4) (5) (6) (7)
(30) (8)
(28) (9)
(10)
EDC-Steuergert (11)
EDC control unit (12)
(13)
(14)
(27) (26) (25) (24) (23) (22) (21) (20) (19) (18) (17) (16) (15)
Apart from the injection pump and the EDC control unit, the main constitutents are:
1 Speed pickup 16 ISO interface

2 Auxiliary speed pickup 17 Terminal 15
3 Pedal value transmitter 18 Terminal 30
4 Needle motion sensor 19 PBM interface (ASR)
5 Charge-air pressure sensor 20 CAN interface
6 Fuel temperature sensor 21 Engine brake
7 Coolant temperature sensor 22 Engine brake
8 Stalk switch 23 Speed signal
9 FGB/FGR switch 24 Antigas
10 Check lamp, FGB set 25 Redundant shutoff
11 Proximity switch for brake pedal 26 Exhaust-gas recirculation cylinder
12 Proximity switch for clutch pedal 27 Air temperature sensor
13 Engine speed signal 28 ISG
14 PWG > threshold 29 Multi-stage input (moment & speed limiters)
15 Check lamp for EDC 30 Multi-stage input (for HGB)

2.1.1.2 Operating principle of the individual components
The EDC system consists of a control-slide injection pump. The electro-magnetic control rack, in which
the two main constructional components, namely the fuel control rack and the pre-stroke/delivery start
control rack, are housed, is flanged on to the injection pump. The most important components of the con-
trol rack are the linear magnets for adjusting the fuel quantity and the pre-stroke/start of delivery.
Apart from the linear magnets the control rack also contains
the control rod travel transmitter

and an oil supply pump.
The fuel control rack works via a linear magnet whose armature acts directly on the fuel control rod, thus
determining the injection quantity via the control rod travel. In the de-energised condition a spring keeps
the control rod in or pushes it into zero delivery position.
The pre-stroke/delivery-start control rack also contains a linear magnet, whose armature effects a rotary
motion of the control-slide adjusting shaft via an adjusting lever.
In the individual elements of the injection pump this rotary motion is converted into a longitudinal motion
of the control-slide elements sliding on the pistons in the injection-pump elements. The even height ad-
justment of the control slides results in a change of delivery start and delivery end.
In the de-energised condition the adjusting shaft too is set by a spring so that the control slides are in
top position, ie in late start-of-delivery position.
The control unit controls the entire process of the injection system. For this purpose it processes the data
from the sensors and triggers the linear magnets in the control rack and the shutoff flap in the AGR cy-
linder as a function of the maps stored. In addition, the control unit assumes the monitoring and substi-
tute functions.
The control unit (A142) processes information received from:

the control rod travel transmitter in the control rack (Y130)
the switching contact in the AGR cylinder (Y280)
the air temperature sensor (B123)
the pedal value transmitter (B127)
the charge-air pressure sensor (B125)
the coolant temperature sensor (B124)
the fuel temperature sensor (B197)
the speed transmitter (B7 signal from speedometer)
the operating unit for road speed control (S157)
the FGR/FGB switch (S284)
the proximity switch at the brake pedal (S158)
the proximity switch at the clutch pedal (S159)
the speed pickup and auxiliary speed pickup (B199 and B200)
the needle motion sensor (B198)
the PBM or CAN interface
the battery voltage (terminal 15)
the main relay (K170)
the resistor group (R134).

The speed pickup is installed in the flywheel housing in such a way that 10 after TDC an engine-speed
pulse is triggered. The time difference between the needle motion sensor pulse and the first subsequent
engine-speed pulse is used by the EDC for calculating its start of injection.
The auxiliary speed pickup is installed in the flywheel housing in such a way that 18 after TDC an en-
gine-speed pulse is triggered. The signals from the auxiliary speed pickup are used for redundant ascer-
tainment of the engine speed and have no function with regard to the calculation of the injection timing.
The two transmitters, which are installed in the same way, must not be mixed up, as otherwise the EDC
will set a start of delivery which is 8 too late, which would cause excessive formation of white smoke
and may result in the destruction of the injection-pump camshaft.
The needle motion sensor records the start of injection by means of a sensor which is directly integrated
into the nozzle holder. This sensor indicates the time of fuel injection by recording the motion of the
needle.
Further components fitted to the engine are the two transmitters for coolant and fuel temperatures. The
EDC unit controls the injection quantity and the start of delivery as a function of the coolant and fuel tem-
peratures. In addition the coolant temperature transmitter has an engine overheating prevention
function, ie between 95 C and 110 C the output is linearly reduced to 50%.
The fuel temperature is a yardstick for the EDC's compensation of the change in the fuel delivery as a
result of temperature fluctuations.
The charge-air pressure sensor basically performs the functions of the aneroid device in a mechanical
injection pump, ie the fuel quantity is controlled as a function of the charge-air pressure.
As a function of the engine's operating condition the electro-pneumatic shutoff flap is triggered by the
EDC, which means that part of the flow of exhaust gases is admixed to the compressed intake air. This
measure helps reduce the combustion temperature and, consequently, the formation of oxides of nitro-
gen.
In addition, the temperature of the compressed intake air is recorded and processed by the EDC for trig-
gering the lamp in the AGR cylinder.

2.1.2 EDC MS6.4 stage 2
2.1.2.1 Structure
EDC control unit
Apart from the injection pump and the EDC control unit, the main constitutents are:
1 Speed pickup 14 ISO interface
2 Pedal value transmitter 15 Terminal 15
3 Needle motion sensor 16 Terminal 30
4 Charge-air pressure sensor 17 PBM interface (ASR)
5 Coolant temperature sensor 18 CAN interface
6 Stalk switch 19 Engine brake
7 FGB/FGR switch 20 Engine brake
8 Check lamp, FGB set 21 Speed signal
9 Proximity switch for brake pedal 22 Antigas
10 Proximity switch for clutch pedal 23 Redundant shutoff
11 Engine speed signal 24 Multi-stage input (mom. & eng. speed limiter)
12 PWG > threshold 25 Multi-stage input (for HGB)
13 Check lamp for EDC 26 ISG
2.1.2.2 Operating principle of the individual components
The EDC system consists of a radial-piston distributor injection pump. The pump control unit is integra-
ted into the injection pump; data are transferred between the pump control unit and the EDC control unit
via a CAN data bus.

The radial-piston distributor injection pump consists of the following components installed inside or fitted
to the pump housing:
Vane-type delivery pump with pressure control valve and overflow reducing valve
Radial-piston high-pressure pump with distributor shaft and exhaust valve
High-pressure solenoid valve
Injection timer with solenoid valve
Angle sensor
Pump control unit.
In the radial-piston distributor injection pump a vane pump delivers the fuel. A radial-piston pump with
cam ring and two to four radial pistons generates and delivers the high pressure. A high-pressure sole-
noid valve meters the injection quantity. The start of delivery is adjusted by turning the cam ring with the
injection timer.
The EDC control unit and the pump control unit control the entire injection system. While the pump con-
trol unit records pump-internal signals for the rotation angle and the fuel temperature and specifies the
start of delivery and the injection quantity with the data from the EDC control unit, the EDC control unit
records additional sensor signals. These together with the maps stored in the EDC control unit are used
for calculating the corresponding adjustment. In addition, within the safety concept the EDC control unit
performs various monitoring and substitute functions.
The control unit (A142) processes information received from:
the control rack/pump control unit (Y130)

the pedal value transmitter (B127)
the charge-air pressure sensor (B125)
the coolant temperature sensor (B124)
the speed transmitter (B7 signal from speedometer)
the operating unit for road speed control (S157)
the FGR /FGB switch (S284)
the proximity switch at the brake pedal (S158)
the proximity switch at the clutch pedal (S159)
the speed pickup (B199)
the needle motion sensor (B198)
the PBM or CAN interface
the battery voltage (terminal 15)
the main relais (K170)
the resistor group (R134).
The speed pickup is installed in the flywheel housing in such a way that 10 after TDC an engine-speed
pulse is triggered. The time difference between the needle motion sensor pulse and the first subsequent
engine-speed pulse is used by the EDC for calculating its start of injection.
The needle motion sensor records the start of injection by means of a sensor which is directly integrated
into the nozzle holder. It indicates the time of fuel injection by recording the motion of the needle.

Further components fitted to the engine are the two transmitters for coolant and fuel temperatures.
The EDC unit controls the injection quantity and the start of delivery as a function of the coolant and fuel
temperatures. In addition the coolant temperature transmitter has an engine overheating prevention
function, i.e. between 95 C and 110 C the output is linearly reduced to 50%.
The charge-air pressure sensor basically performs the functions of the aneroid device in a mechanical
injection pump, ie the fuel quantity is controlled as a function of the charge-air pressure.
2.1.3 Components on the vehicle
The components on the vehicle are:
pedal value transmitter

check lamp
stalk switch
proximity switch for brake pedal
proximity switch for clutch pedal
FGR/FGB switch
resistor group
relay for redundant shutoff
diagnostic sockets
main relais
tachograph.
The pedal value transmitter has the same function as is known from the E-gas system.
The stalk switch incorporates various functions which depending on the vehicle's operating condition can
be activated and programmed.
With the FGR/FGB switch it is possible to switch over from the road speed control function to the road
speed limitation function.
The sensors at the clutch and brake cause the shutoff of the cruise control if the pedal is actuated. If no
cruise control is installed, the brake signal should be connected as well as a redundance of an incorrect
accelerator.
Apart from indicating faults, the "EDC" (H296 for MS5 stage 5 and H141 for MS6.4 stage 2) check lamp
together with a diagnosis request button also has the function of signalling/emitting fault codes (see also
chapter 2.2.1).
The ISO interface makes it possible to emit fault codes via MAN-CATS, MAN's diagnostic system (see
also chapter 2.2.2).
Speed signal
To ensure that the EDC functions faultlessly, the following parameter data for the road speed pulse (eg
signal output B7 from tachograph) must be strictly observed:

Parameter Min. Type Max. Unit Remark

Frequency 0,55 MS5 St.5 kHz Synchronous to transmitter
0,75 MS6.4 St. 2 input frequency
Pulse duration 0.5 2 5.45 ms = 16000/k (k = pulses/km) *
Pulse duration fault 1 %
Voltage UL 2.5 V I = 1mA
Voltage UH 5.5 V I = 1mA
Internal resistance 2 k
* Standard setting : 2ms for k = 8000 pulses/km
Simulation values for the speedometer
If there is no fitting value for the speedometer to be found in the vehicle, a stopping of the vehicle can
be simulated. To avoid the entry of a fault, the input for the road speed pulse at the control unit pulse
(EDC control pin 51 for MS5 stage 5 and pin B29 for MS6.4. stage 2) must be provided with a resistor
of approx. 1.55 k from sensor mass pin 13 for MS5 stage 5 and pin 35 for MS6.4 stage 2 to mass
of engine/vehicle.
Note: A simulation of the pedal value transmitter and speedometer is

permissible only in vehicles not subject to the relevant statutory
stipulations and regulations from the authority in charge.

Simulation values for the pedal value transmitter
Lower idle speed: 257539 mV / Upper idle speed: 29444501 mV

Idle speed switch: Switching point at 569976 mV (typical: 800 mV)
(1)
(2)
(3)
(4)
(1) Upper idle speed; (3) entry of fault(s)

(2) Lower idle speed; (4) Idle-speed switch range (typical: 800 mV)
The reference potential is supplied to plug connection X852 or also to the control unit pin 45(5V) for MS5
stage 5 and pin B16 for MS6.4 stage 2 or pin 13 for MS5 stage 5 and pin B35 for MS6.4 stage 2
sensor mass. The reference potential (signal mass) must not be connected with other mass potentials.
In the range between 569976 mV the idle speed switch must be simulated for reasons of plausibility
monitoring by applying the signal mass via a 1k resistor to the EDC control unit pin 39 for MS5 stage
5 and pin B16 MS6.4 stage 2.
Note: A simulation of the pedal value transmitter is permissible only

if the simulation control includes the error monitoring with the
required reactions.

2.2 Diagnosis
The EDC system itself monitors computer functions, the control rack and sensors. Depending on the
fault occurring, the following measures are automatically initiated:
Switching over to suitable substitute functions or restricting of certain engine functions. With the aid
of this emergency driving program it is usually possible to continue the journey to the nearest work-
shop.
Immediate engine shutoff insofar as this is required for reasons of safety. Depending on the fault
occurring, the engine is switched off either by a reduction of the fuel quantity to zero or by an emer-
gency shutoff, which is effected by means of a redundant relay which de-energises the fuel control
rack.
As a warning the check lamp H296 for MS5 stage 5 and H141 for MS6.4 stage 2 indicates critical
system faults by being permanently lit. Non-critical faults are not indicated, but they are stored.
To carry out diagnosis or measurements while the vehicle is in motion, the diagnostic socket X200 and
the plug X210 must be installed inside the vehicle, if possible in a well-accessible position.
2.2.1 Diagnosis with flash code
To facilitate subsequent fault identification, faults recognised - including those occurring only temporarily
- are stored by an integrated self-diagnostic system. A flash code makes it possible to locate faulty
function paths. In such cases the check lamp H296 for MS5 stage 5 and H141 for MS6.4 stage 2 dou-
bles as a diagnostic lamp.
The flash code is triggered by a request button according to the following circuit diagram. When required,
the request button, which is provided with a cable and a plug, is connected up to plug X210.
If no check lamp is integrated into the request button, flash codes can also be read from check
lamp H296 for MS5 stage 5 and H141 for MS6.4 stage 2.
Request button for EDC diagnosis EDC electronics (code emission)

EDC electronics (code request)
Mass
The fault(s) stored is/are retrieved according to the following instruction:
While the engine is stationary and the ignition is switched on, keep diagnostic request button pressed
for at least 2 seconds. The EDC check lamp H296 for MS5 stage 5 and H141 for MS6.4 stage 2 and
the check lamp in the request button come on.

CAUTION: Before the ignition is switched on (switching on of the EDC) the request button must
neither be actuated, nor must it be subsequently kept pressed for more than 2.5
seconds, as otherwise the fault memory will be deleted after the button has been
released.
After a brief dark phase of approx. 3 seconds the flashing commences, the number of flashing pulses
indicating the faulty function.
NOTE: For the significance of flashing pulses see Repair Manual

T 17-A1 for MS5 stage 5 and T 17-A2 for MS6.4 stage 2
Lamp in request button Ein= ON, Aus = OFF "Long flash 2, short flash 5"
Dark phase before output: 3 sec.

Duration of a long flash: 2 sec.
Dark phase between two long flashes: 1 sec.
Dark phase between a long and a short flash: 5 sec.
Duration of a short flash: 0.5 sec.
Dark phase between two short flashes: 0.5 sec.
If more than one fault is stored, they will be indicated one after the other. For this purpose the request
button is to be pressed for each and every fault until the flash code for the first fault is displayed again.
Delete the fault memory after rectification of the fault. Switch on the EDC while keeping the request but-
ton pressed. After the EDC has been switched on the button must be kept actuated for at least 2.5 se-
conds but not for more than 10 seconds. Once the button is released the fault memory will be deleted.
2.2.2 Diagnosis by means of the MAN-CATS diagnostic system
To carry out diagnosis with MAN-CATS, the X200 test plug is absolutely necessary. The diagnostic
system is available from MAN.

3. Safety regulations
To prevent injury to persons and damage to the engine and the EDC system, the following rules are to
be observed:
In the event of unintended acceleration or of an unintended increase in engine speed immediately

actuate the clutch and brake. If engine speed fails to drop, bring vehicle to an immediate stop, switch
off ignition and, if necessary stall the engine.
When working on the vehicle electrics, always disconnect battery.
Never start engine unless the batteries are firmly connected up. The battery terminals must be
tightened.
Do not disconnect the batteries while engine is running.
Wrong poling of the control unit supply voltage (eg wrong poling of batteries) may lead to the
destruction of the control unit. Polarity reversal is to be ruled out through supply via the EDC main
relay.
Do not use a quick charger for starting the engine. Starting aid is to be provided only with the aid of
separate batteries.
Always connect up the EDC via the main relay (K170), as otherwise after-running and, conse-
quently, the storing of faults are not possible.
To quick-charge batteries, disconnect them from the vehicle electrics. Observe the operator's
instructions for the quick charger.
Never pull off or connect up the cable plug of the control unit while the power supply is switched on
(ignition).
Remove control unit if the temperatures are above +80 C (drying oven / excessive heat).
To avoid damage to electronic assemblies, e.g. EDC control unit, while performing electric welding,
the following instructions have to be observed:
- Disconnect negative and positive cable of the batteries, connect loose terminals of the cables
with each other (- and +).
- Switch on main battery switch (mechanical switch) and/or bridge electric battery switch at magnet
(disconnect cables and join them).
- To achieve good conductivity attach mass tongs of the welding unit directly to the spot to be
welded.
- If two parts are to be welded together they are to be connected so as to be highly conductive
(e.g. connect both parts with mass tongs).
- Electronic assemblies do not have to be disconnected if the above precautions are taken.
Only those relays may be used whose technical data conform to the MAN specifications "Relays for
commercial vehicles".

4. Technical data on the electric components
4.1 EDC control unit (A142)
IMPORTANT: Each and every control unit is allocated to a certain engine with the aid of the respective
engine number and ought to be installed only together with this engine.
Control unit: Bosch control unit; system version: MS5 stage 5

Bosch control unit; system version: MS6.4 stage 2.
Characteristic data and installation instructions:

Protective system:
Contact protection and protection against foreign matter to DIN 40 050, Sheet 9: IP 54 A
Protection against water with plugged-on plug to DIN 40 050, Sheet 9: IP 54 A
The installation position and location must be chosen so that no water can penetrate via the cable har-
ness into the plug connection leading to the control unit.
The vehicle interior (dry environment) is recommended as the installation location. For EMC-related
reasons the surface of the control-unit housing ought to be in full contact with the body mass.
Temperature range:
Operating temperature, stationary air:-40 C to +65 C
Operating temperature, air in motion: -40 C to +70 C
Voltage supply:
+UBAT ( 24V); -UBAT

Permissible supply voltage: 732V for normal operation, but at least 16V for 50ms after the unit has been
switched on.
NOTE: The complete characteristic and installation data can be learned

from the relevant Bosch TKU document.
4.2 Pedal value transmitter (B127)
Characteristic data and notes on installation:

Protective system: IP 54 A
Temperature range: -40 C to +80 C
Installation location: Pedals (accelerator pedal). The vehicle interior (dry environment) is
recommended as the installation location.
NOTE: The complete characteristic and installation data can be learned

from the relevant Bosch TKU document.

4.3 Check lamp (H296)
A check lamp for indicating faults and emitting flash codes is to be provided.
Installation location: Good view of the check lamp while the vehicle is in motion or the engine is
running must be ensured (e.g. instrument panel).
Colour of check lamp: red

Output: 2.4 W / 24 V (typical), max. 1 A.
4.4 Stalk switch for cruise control (S157)
Installation location: The switch should be within easy reach while the vehicle is in motion
(e.g. attachment to steering column).
4.5 Proximity switch for brake pedal (S158)
Installation location: Pedals (brake)

Use the full MAN pedal unit.
The following is to be observed:
The air gap between sensor and switching bar must be 20.2 mm.
The switch must be actuated at the start of the pressure triggering action for the service brake.
4.6 Proximity switch for clutch pedal (S159)
Installation location: Pedals (clutch)

Use the full MAN pedal unit.
The following is to be observed:
The air gap between sensor and switching bar must be 20.2 mm.
The switch must be actuated before clutch separation.
4.7 Relays (K170, K264, K321, K324, K173)
K170 Relay for power supply to EDC (main relay)

K264 Relay for power supply to EDC
K324 Relay for EDC redundant shutoff
K321 Relay for moment limiter
K173 Relay for cruise control shutoff during retarder actuation

4.8 EDC resistor group (R134)
Installation location: vehicle interior

Use of the MAN resistor group is recommended.
If the MAN resistor group is not used, the following is to be observed:
Resistors R1, R5: 0.511 k 1%, 0.6 W

Resistors R2, R6: 1.37 k 1%, 0.6 W
Resistors R3, R7: 3.09 k 1%, 0.6 W
Resistors R4, R8: 8.20 k 1%, 0.6 W
4.9 Buttons (S281, S105)
S281 Button for ASR shutoff

S105 Button for engine brake
4.10 Switch (S284)
S284 Schalter FGR/FGB
4.11 Solenoid valve (Y102)
Y102 Solenoid valve for engine brake
5. Installation variants
5.1 EDC with cruise control
On request, the road-speed control and limitation functions integrated into the EDC system can be
realised according to the circuit diagram example (see Appendix).
The following electric components are additionally required (incl. cabling):
S157 Stalk switch for cruise control

S158 Proximity switch for brake pedal
S159 Proximity switch for clutch pedal
S284 Switch for FGR/FGB

MS5 stage 5
The switch for FGR/FGB is not necessary for road-speed control alone. However, if the road-speed limita-
tion function is to be realised alongside the road-speed control function, the switch is to be connected up
according to the circuit diagram example (see Appendix).
During brake actuation +UBAT is applied to the EDC control pin 43; when the brake is not actuated
approximately 0 Volt (0 2.0 Volt) will be present at pin 43.
During clutch actuation +UBAT is applied to the EDC control pin 26; when the clutch is not actuated approxi-
mately 0 Volt (02.0 Volt) will be present at pin 26.
MS6.4 stage 2
The switch for FGR/FGB is not necessary for road-speed control alone. However, if the road-speed limita-
tion function is to be realised alongside the road-speed control function, the switch is to be connected up
according to the circuit diagram example (see Appendix).
During brake actuation +UBAT is applied to the EDC control unit/pin B/26; when the brake is not actuated
approximately 0 Volt (02.0 Volt) will be present at pin B/26.
During clutch actuation +UBAT is applied to the EDC control unit/pin B/20; when the clutch is not actuated
approximately 0 Volt (02.0 Volt) will be present at pin B/20.
If necessary, the brake and clutch signals may be used for clearing engine-speed and PTO functions.
5.2 EDC with retarder
If a retarder is used, cruise control may be switched off as soon as the retarder is activated.
K173 Relay for cruise control shutoff with retarder actuation
The relay should be triggered according to the circuit diagram example (see Appendix).
5.3 EDC with engine brake
The engine brake function depends on the engine speed and is performed by the EDC control unit.
During engine brake operation the injection quantity is reduced to zero. Below a certain engine speed
(approx. 1000 rpm) the engine brake is switched off.
S105 Button for engine brake
Y102 Solenoid valve for engine brake
The button and the solenoid valve should be triggered according to the circuit diagram example
(see Appendix).

5.4 Antigas
In automatic gearboxes, the gearbox electronics emits a signal (24V for ZF-HP) "Antigas" for approx. 1
second when a gear is being engaged from neutral position. This signal must be sent to the EDC control
unit pin 50 for MS5 stage 5 and pin B21 for MS6.4 stage 2 (see circuit diagram example). This mea-
sure protects the clutches which can be charged with the full engine moment only after approx. 1 second.
In the event of "Antigas" the injection pump is forcibly set to idle-speed quantity, which prevents any ac-
celeration for approx. 1 second.
5.5 PBM interface
The PBM interface is on the EDC control unit, on pin 29 for MS5 stage 5 and pin B7 for MS6.4
stage 2 (DKV) and pin 52 for MS5 stage 5 and pin B30 for MS6.4 stage 2 (DKR).
Description of interface:
The EDC's quantity specification is transmitted via the DKV signal. If necessary, the ASR electronics
emits the reduction request via the DKR signal. The engine output is then reduced via the EDC electro-
nics through this signal. As a result, an engine control function (ASR) is feasible with the EDC system.
5.5.1 EDC for automatic gearbox without ASR
If an automatic gearbox (e.g.: ZF-HP) is installed, the gearbox control unit must be given a load signal
(PBM signal: DKV) by the EDC. To ensure that the automatic gearbox functions faultlessly, the gearbox
electronics must receive information on the engine's load condition from the EDC control unit. To make
the load signal (DKV) available +24 V (pin 15/16 for MS5 stage 5 and pin B3/B4 for MS6.4 stage 2)
have to be connected to the DKR input (pin 52 for MS5 stage 5 and pin B 30 for MS6.4 stage 2).
The realisation of this variant can be learned from the circuit diagram example (see Appendix).
5.5.2 EDC with ASR
If ASR (without CAN interface) is installed, the PBM interface must be connected with the ASR control
unit as shown in the above diagram.
If ASR is installed together with an automatic gearbox (without CAN interface), the engine load signal
(DKV) must be additionally wired from the EDC control unit pin 29 for MS5 stage 5 and pin B7 for
MS6.4 stage 2 to the gearbox electronics.

5.5.3 ASR shutoff
On request, the ASR can be shut off. ASR shutoff is possible in 2 ways which must be realised differently,
depending on the ASR control unit fitted:
Interruption of the DKR line by means of a button, as shown in the circuit diagram example (see
Appendix)
Application eg if ABS/ASR-SG 2E (Bosch) is used.
Switching of the ASR electronics with a suitable switching signal.

Application eg if ABS/ASR-SG CI12 (Bosch) is used.
5.6 CAN interface
The control unit is CAN-capable, i.e. a connection for communication via CAN data bus with other control
units is possible. The CAN interface is on the EDC control unit, on pin 30 (CAN-L) for MS5 stage 5 and
pin B11 for MS6.4 stage 2 plus pin 31 (CAN-H) for MS5 stage 5 and pin B12 for MS6.4 stage 2.
The CAN data bus conforms to the latest SAE J1939 and ISO/DIS 11898 - 24V standards. One of the
terminating resistors (120 ) is integrated into the EDC control unit. The maximum data line length be-
tween the 2 terminating resistors must not exceed 40 m. If spur lines are used, these must not be longer
than 1 metre. If several spur lines are used the distance between the individual nodes must be at least
10 cm. The nodes of the spur line ought to be ultrasonically welded; plug connections should under all
circumstances be avoided because of the transition resistances. The data line ought to be an unshield-
ed, 2-core twisted line with a cross-section of 1mm and a lay number of approx. 30/m.
5.7 PWG > Threshold
When the accelerator pedal is actuated, the EDC control unit pin 6 emits +UBAT for MS5 stage 5 and
pin A32 emits +UBAT for MS6.4 stage 2 (see circuit diagram example).
This signal can be used eg for deleting the moving-off interlock function.
5.8 Intermediate-speed control
5.8.1 Variable intermediate speeds
Function: Increasing the engine speed "SET+"/lowering the engine speed "SET-"; this is possible only if
cruise control is installed (see circuit diagram examples).
If the signal from the EDC control unit pin 44 for MS5 stage 5 and pin B8 for MS6.4 stage 2 is supplied
to the cruise-control operating unit/pin 1/2 ("SET+ external") or if the "SET+" button of the cruise-control
operating unit is actuated, the engine speed will infinitely run up to a programmable upper engine-speed
limit; if this activation is interrupted, the EDC will set the current engine speed.
If the signal from the EDC control unit pin 44 for MS5 stage 5 and pin B8 for MS6.4 stage 2 is supplied
to the cruise control operating unit/pin 1/3 ("SET- external") or if the "SET-" button of the cruise-control
operating unit is actuated, engine speed will infinitely run down to a programmable lower engine-speed
limit; if this activation is interrupted, the EDC will set the current engine speed.
The engine speed set will be switched off, i.e. the engine will run down to a programmable lower engine
speed by interruption, by actuating the "external OFF button", the external bridge at the cruise control
operating unit between pin 1/1 and 1/5.

If the signal from the EDC control unit pin 44 for MS5 stage 5 and pin B8 for MS6.4 stage 2 are sup-
plied to the cruise-control operating unit/pin 1/4 ("MEM external") or if the "MEM" button of the cruise
control operating unit is actuated, the engine will run up to the intermediate engine speed last run up to.
5.8.2 Fixed intermediate speeds
5.8.2.1 ISG 1
If the EDC control unit pin 23 is supplied with +UBAT for MS5 stage 5 and pin B32 with +UBAT for
MS6.4 stage 2 (see circuit diagram examples),(see circuit diagram examples), the engine speed will run
up to the MAN-CATS-programmable "intermediate speed 1" and be controlled while +UBAT is present.
When the supply of +UBAT is stopped, ISG 1 will be switched off and the engine will be controlled back
to idle speed.
5.8.2.2 ISG 2
If the EDC control unit pin 41 is supplied with +UBAT for MS5 stage 5 and pin B33 with +UBAT for
MS6.4 stage 2, the engine speed will run up to the MAN-CATS-programmable "intermediate speed 2"
and be controlled while +UBAT is present. When the supply of +UBAT is stopped, ISG 2 will be switched
off and the engine will be controlled back to idle speed.
5.8.2.3 ISG 3
If the EDC control unit pins 23 and 41 are supplied with +UBAT for MS5 stage 5 and pins B32 and
B33 with +UBAT for MS6.4 stage 2, the engine speed will run up to the MAN-CATS-programmable "in-
termediate speed 3" and be controlled while +UBAT is present. When the supply of +UBAT is stopped,
ISG 3 will be switched off and the engine will be controlled back to idle speed.
5.9 Multi-stage switching input
The multi-stage switching input can be supplied with four different voltage levels through the use of the
resistor group. This makes it possible to limit the engine speed or moment. For standard reasons the
driving characteristic has to be wired.
Switch position Resistance Application

0 R1 = 0.511 k Driving characteristic (see Appendix, circuit diagram)
1 R2 = 1.37 k Moment limiter (see Appendix, circuit examples)
2 R7 = 3.09 k Recognition of retarder operation for cruise-control shutoff (see
Appendix, circuit examples)
3 R4 = 8.20 k Engine-speed limitation for special applications (see Appendix,
circuit examples)
5.10 Multi-stage switching input
The multi-stage switching input can be supplied with two different voltage levels through the use of the
resistor group. This makes it possible to switch to a second maximum speed limit. For standard reasons
HGB1 (0) must be wired.
Switch position Resistance Application

0 R1 = 0.511 k Legal maximum speed limit (see Appendix, circuit diagram
1 R2 = 1.37 k Maximum speed limit e.g. 30 km/h (~ 20 miles) (see Appendix,
circuit examples)
2 Without function
3 Without function

5.11 External engine stop
If +24 V (pin 15/16 for MS5 stage 5 and pin B3/B4 for MS6.4 stage 2) are supplied to pin 40 for MS5
stage 5 and pin B34 for MS6.4 stage 2 of the EDC control and (progammable) by means of "external
engine stop button", the engine is stopped. The EDC control unit, however, is still supplied with electricity
so that the interfaces to other control units are maintained.
5.12 Engine-speed signal
An engine-speed signal in the form of square-wave pulses can be picked up from the EDC control unit
pin 28 for MS5 stage 5 and pin B5 for MS6.4 stage 2. This signal may be used e.g. for externally con-
trolling the setting of a certain engine speed via "SET+" and "SET-".
Square-wave pulses (1 x number of cylinders of engine/revolution) of the engine-speed signal prepared

in the EDC control unit according to the following specification:
1. Output stage (switching mode) - open collector with pull-up (2.55 k) to +UBat
2. Signal form
Signal at plug connection Pulse RL = Load resistance

Voltage calculation RPU = Pull-up resistance (2.55 k)
Example:
a) Load resistance to earth point Voltage Ux Calculated with UBAT = 28 V
2 k 12.30 V
5 k 18.50 V
10 k 22.30 V
200 k 27.65 V
b) Load resistance to plus (pull-up) in the counter unit
Max. 1.8 k permissible, since the output stage is specified for I0 = 18 mA.

6. Installation instructions
Notes on cabling
The entire engine cabling up to the 35-pole engine interface X337 is contained in the MAN extent of
delivery.
NOTE: Engine and MAN cabling are checked up to the 35-pole plug
connection (X337). For the cabling on the vehicle the use of
MAN cable harnesses is recommended. These are available in
different lengths.
.
If you are providing the vehicle cabling from interface X337 onwards yourself, proceed as shown in the
relevant circuit diagram (see Appendix). For EMC reasons 2 ferrite rings have to be included in any
case for MS6.4 stage 2. The overall cable length from the control rack (Y130) of the injection pump to
the control unit (A142) must not be more than 6 metres, as otherwise the required capacity reserve of
approx. 300 pF can no longer be guaranteed.
The engine interface is to be attached to the vehicle, and the cable harness is to be additionally fastened
in brackets at a distance of 150200 mm from and on both sides of the plug connection.
The relevant cable routing (kinks, moisture etc.) is to be learned from the job instruction (see Appendix).
.
7. Installation inspection
7.1 Testing the EDC components (installation and functioning)
7.1.1 First-time installation
The EDC engine is to be installed by the vehicle manufacturer according to the EDC installation directive
and be checked with the aid of a list of checking procedures (see Appendix), if necessary with MAN sup-
port. MAN will then grant installation clearance on the basis of this list of checking procedures.
7.1.2 Series production
Series production is
to comply with the EDC installation directive
to be performed according to the first-time installation including the modifications made during the
commissioning of the first engine installed.
Prior to delivery each and every installation of an EDC engine ought to be examined by the vehicle ma-
nufacturer by means of a list of checking procedures (see Appendix).

Before the vehicle is handed over to the customer, the following measures are necessary in this se-
quence:
Reading out the fault memory
Eliminating the faults which may have occurred
Deleting the fault memory
This procedure ensures that faults which occurred during commissioning at the manufacturer's are no
longer stored in the fault memory after delivery of the vehicle to the customer.
NOTE: Modifications deviating from the initial installation are to be cleared

by MAN. The vehicle manufacturer is responsible for the installation
quality.
7.2 EMC testing
The vehicle manufacturer is to carry out on his own authority an EMC measurement of the entire vehicle
configuration to ensure that the electric and electronic systems function faultlessly.
7.3 End-of-Line programming (EOL)
EDC control units are delivered with a basic setting.

If changes are necessary, various vehicle data can be adapted with the MAN-CATS program via the in-
terface X200.

MS5 stage 5 und MS6.4 stage 2
8. Appendices
8.1 Overview of EURO 3 engines /Job instruction for cable routing
8.2 MS5 stage 5

Pin configuration
Circuit diagram / switching examples
Testing protocol for installation inspection
8.3 MS6.4 stage 2

Pin configuration
Circuit diagram / switching examples
Testing protocol for installation inspection
First editon September 2000 Appendix

Overview of EURO 3 engines
Engine model Software stage

MS5.5 MS6.4
D 0 834 LOH 01 x
D 0 834 LOH 02 x
D 0 834 LFL 02 x
D 0 834 LFL 03 x
D 0 836 LOH 02 x
D 0 836 LOH 03 x
D 0 836 LUH 01 x
D 0 836 LUH 02 x
D 0 836 LFL 02 x
D 0 836 LFL 03 x
D 0 836 LFL 05 x
D 0 836 LF 03 x
D 0 836 LF 04 x
D 0 836 LF 05 x
D 2866 LOH 27 x
D 2866 LOH 28 x
D 2866 LOH 29 x
D 2866 LUH 23 x
D 2866 LUH 24 x
D 2866 LUH 25 x
D 2866 LUH 30 x
D 2866 LF 23 x
D 2866 LF 24 x
D 2866 LF 25 x
D 2876 LOH 02 x
D 2876 LF 03 x
First edition September 2000 Appendix 1

Pin configuration MS 5 stage 5
Pin Section Complete designation Abbre-

(mm) viations
1 2.5 Quantity adjuster triggering MES-0

2 2.5 Quantity adjuster triggering MES-0
3 2.5 Initial stroke triggering VHS-0
4 2.5 Initial stroke triggering VHS-0
5 1.5 Engine brake adjuster MBR-1
6 1.5 Pedal value transmitter > threshold LEB-1
7 1.5 Exhaust gas return adjuster ARS-1
8 1.5 Heavy-transport. high-speed limiter
SHGB-1
9 1.0 Control rod travel pick-up, measuring coil RWG-M
10 1.0 Control rod travel pick-up, reference coil RWG-R
11 1.0 Control rod travel pick-up, central tap RWG-Y
12 ----- -------------------------------------------
13 1.0 Sensor mass GND-A
14 1.5 Electrical cut-off EAB-1
15 2.5 +UBAT via main relay BAT+
16 2.5 +UBAT via main relay BAT+

17 1.0 Needle movement sensor mass NBFO/
HZGO
18 2.5 -UBAT BAT-
19 2.5 -UBAT BAT-
20 1.0 Diagnosis lamp DIA-B
21 1.0 Speed transmitter signal DZG1
22 1.0 Auxiliary speed transmitter signal HZG1
23 1.0 Intermediate speed control 1 ZDR1-E
24 1.0 Exhaust gas recirculation - end switch signal ARS-E
25 1.0 Function mode switch FGR/FGB FMS-E
26 1.0 Clutch switch signal KUP-E
27 1.0 Pedal value transmitter signal PWG1
28 1.0 Speed signal output TDS-A
29 1.0 Multiplex signal output MPS-A
First Edition September 2000 Appendix 2 a Page 1 of 2

Pin configuration MS 5 stage 5
Pin Section Abbre-

Complete designation
(mm) viations
30 1.0* Controller area network (low) CAN-L
31 1.0* Controller area network (high) CAN-H
32 1.0 Needle movement sensor signal NBF1
33 1.0 Boost pressure sensor LDF2
34 1.0 Fuel temperature sensor signal KTF1
35 1.0 Multi-stage input (torque limiter) MDB1
36 1.0 Boost pressure sensor signal LDF1
37 1.0 Driving speed limit lamp FGB1
38 ----- -------------------------------------------
39 1.0 Idle switch signal LGS-E
40 1.0 Engine stop external MST-E
41 1.0 Intermediate speed control 2 ZDR2-E
42 1.0 Engine brake signal MBR-E
43 1.0 Brake switch signal BRE-E
44 1.0 Analog driving speed control FGR1
45 1.0 Pedal value transmitter, supply PWG2
46 1.0 Main relay output HRL-0
47 1.0 Terminal 15, digit. info for control unit K15-E
48 1.0 ISO-K line in accordance with ISO protocol ISO-K
49 1.0 ISO-L line in accordance with ISO protocol ISO-L
50 1.0 Antigas signal TKS-E
51 1.0 Driving speed sensor signal FGG1
52 1.0 Pulse duration modulation - input signal PBM-E
53 1.0 Water temperature sensor signal WTF1
54 1.0 Multi-stage input maximum speed limiter HGB1
55 1.0 Air temperature sensor signal LTF1
* CAN cable twisted (no. of twists: approx. 30/m)
First Edition September 2000 Appendix 2 a Page 2 of 2

CHECKLI S T EDC MS 5 S TAGE 5

W I THOUT EHAB
Service centre .................................................... Checked by: .................................
Customer: .................................................... First registration: .................................

Vehicle model: ................................................... Chassis no.: ................................
Engine model: ................................................... Engine no.: .................................
Injection pump: .................................................. Control unit no.: ................................
Kilometrage: ................................................... Date: ...............................
1. Checks while engine is stationary (ignition OFF, control unit not connected up)
Engine temperature 20C

Do not connect up control unit, but connect up cable harness adapter
Measure resistance between Pin+ and Pin- using multi-range meter
Pin+ Pin- Specified value Measured value
Control rod travel transmitter 11 9 18 25 Ohm .......................... Ohm

11 10 .......................... Ohm
18 25 Ohm
18 9 .......................... Ohm
>10 MOhm
18 10 .......................... Ohm
>10 MOhm
Speed transmitter (DZG2 -0005) * 21 13 0.5 0.7 kOhm .......................... kOhm

(DG6 -0008) ..........................
0.8 1.0 kOhm
Aux. speed transmitter 22 17 0.5 0.7 kOhM .......................... kOhm

(HZG-0006)* .......................... kOhm
0.8 1.0 kOhm
(DG6 -0009)
Control rack 15 3 1.2 2.0 Ohm .......................... Ohm

18 3 >10 MOhm .......................... MOhm
16 4 .......................... Ohm
1.2 2.0 Ohm
Needle movement sensor 32 17 90 130 Ohm .......................... Ohm
Earthing 13 18 >10 MOhm .......................... MOhm

17 19 >10 MOhm .......................... MOhm
Safety relay 14 19 .......................... Ohm
EGR controlling (only Euro III) 7 18 39 47 Ohm ......................... Ohm
EGR feedback (only Euro III) 15 24 < 1 Ohm ......................... Ohm
* * Since August 97 new DG6 (51.27120-0008 /-0009) speed pickups have been fitted which differ in their electrical
resistance from the old DG2 (51.27120-0005 /-0006) speed pickups but are otherwise identical in their function.
First edition September 2000 Appendix 2 c Page 1 of 5

u Checking fuel control rack:
Pull off safety relay

Connect up bridge between terminals 30 and 87 in the relay socket
Measure resistance between Pin+ and Pin- using a multi-range meter
Pin+ Pin Specified value Measured value
Fuel control rack 15 1 0.7 1.3 Ohm .......................... Ohm

18 1 >10 MOhm .......................... MOhm
16 2 .......................... Ohm
0.7 1.3 Ohm
Remove bridge again and plug in safety relay.
2. Checks while engine is running and vehicle is stationary
Engine temperature > 30C
Measure engine speed at the following operating points
Specified value Value measured Remarks MAN-CATs
Speed transmitter lower idle n=................1 rpm PWG Min (l.i.) Engine speed
(DZG) upper idle n=................1 rpm PWG Max (u.i.) (Monitoring 2)
Aux. speed transmit- lower idle n=................1 rpm PWG Min (l.i.) Auxiliary engine
ter *(HZG) upper idle n=................1 rpm PWG Max (u.i.) speed
(Monitoring 2)
* Short-circuit Pin 21 and 13 (speed transmitter defect is indicated).

u Measure voltage between Pin+ and Pin- using a multi-range meter.
Pin+ Pin Specified Measured Remarks Speed MAN-CATs

value [V] value [V] (Monitoring)
Supply for control unit 15 18 U-Bat ....................... Idle

(U batt) 47 19 U-Bat ....................... Idle
Reference voltage 45 13 4.75 5.25 ....................... Idle

(Uref) 33 13 4.75 5.25 ....................... Idle
Pedal value transmitter 27 13 0.30 0.42 ....................... PWG Min Idle 0%

(PWG) 2.90 4.50 ....................... PWG Max Upper idle 100%
Idle switch (LGS) 39 13 4.50 5.25 ....................... PWG Min Idle Open
(NO contact) 0 2.00 V ....................... PWG Max Upper idle Closed
Fuel temperature sensor 34 13 4.17 2.62 ....................... 10 C -50 C Idle 10 C - 50 C

(KTF)
Water temp. sensor (WTF) 53 13 3.46 1.22 ....................... 30 C - 90 C Idle 30 C - 90 C
Charge-air pressure sensor 36 13 0.94 1.20 ....................... PWG Min Idle 900-1050 mbar
(LDF) 36 13 1.10 1.40 ....................... PWG Max Upper idle 1000-1400 mbar
FGR operating unit 44 13 3.15 3.55 ....................... Not actuated Idle Neutral
1.41 1.80 ....................... Returnact. Return speed Memory
0.65 0.97 ....................... SET+act. Speed increas, SET+
2.30 2.75 ....................... SET-act. Speed drops SET-
3.72 4.33 ....................... AUSact Idle OFF
Multi-stage switch (MSS) 35 13 0.75 1.25 ....................... Pos 0 Idle Driving character-
istics
(Moment limiter active) 1.75 2.25 ....................... Pos 1 Multi-stage switch,
Pos 1
(Truck retarder actuated) 2.75 3.25 ....................... Pos 2 Multi-stage switch,
Pos 2
(Speed limiter active) 3.75 4.25 ....................... Pos 3 Multi-stage switch,
Pos 3
Top-speed limiter switch 54 13 0.75 1.25 ....................... Pos 0 HGB1 Speed 1

(HGB) 1.75 2.25 ....................... Pos 1 HGB2 Speed 2
(2.75 3.25 ....................... Pos 2 Not used

3.75 4.25 ....................... Pos 3)
Braking contact switch 43 19 0.0 2.0 ....................... Not actuated Idle Open
(NO contact) ....................... Actuated Closed
UBat
Clutch switch 26 19 0.0 2.0 ....................... Not actuated Idle Open

(NO contact) U-Batt ....................... Actuated Closed
Engine brake switch (MBR) 42 19 0.0 2.0 ....................... Not actuated Idle Open
(NO contact) UBat ....................... Actuated Closedd
Engine brake control 5 19 0.0 2.0 ....................... Not actuated Eng. speed
UBat ....................... Actuated > 850rpm
FGR/FGB switch 25 13 0.0 2.0 ....................... OFF

UBatt ....................... ON
Antigas 50 13 0.0 2.0 ....................... Not actuated

....................... Actuated
UBat
Speedometer signal (FGR) 51 13 >0.6 ....................... Idle 0 km/h
Charge-air temperature 55 13 4.2 - 2.2 ....................... 0 - 60 C Idle

sensor (LTF)
*Contacts must be made before clutch or brake are effective (max. 20 mm pedal travel)

K ISG functional test
Check switch-off conditions (PWG intervention, brake, clutch) in every ISG mode 0..S, if necessary re-
programme them
Pin 23 Pin 41 ISG Pos.

[V] [V]
0 0 ISG speed S 0
24 0 ISG speed 1 1
0 24 ISG speed 2 2
24 24 ISG speed 3 3
u Checking main relay
Pin+ Pin- Specified Measured value Remarks

value [V] [V]
Main relay 47 18 UBat0 V ...................... Ignition ON

0V ...................... Ignition OFF
46 18 UBat ...................... Ignition ON
_ _ ...................... Ignition OFF
* With a delay of 0.5 to 5 secs. after the ignition has been switched off Pin 46 must switch over toUBat.
K Checking safety relay (PWG max., engine running at upper idle)
Interrupt voltage supply to safety relay (Pin 14), engine switches off
(max. 10 secs.)
This may prompt the message "fuel control rack monitoring" to be entered in the faulty memory
(10 x brief flash codes)
Switch off ignition, reconnect voltage supply up to safety relay and erase fault memory
K Checking flash code diagnosis: connect up Pins 21 and 13 (short-circuit speed transmitter)
The EDC check lamp must be ON (permanently lit); END speed is reduced
Request flash code (connect Pins 49 and 19 for at least 2 secs or actuate diagnosis switch for at
least 2 seconds but not for more than 10 seconds)
The flash code for speed transmitter defect must be emitted (4 x brief flash codes) or
Read out fault memory (current speed transmitter defect) with the aid of MAN-CATs
Disconnect Pin 21 from 13
Erase fault memory (via switch MAN-CATs)

u Checking capacity reserve of resonant circuit of control rod travel transmitter:
Connect up decade capacitor between Pins 11 and 13 (to cable harness adapter)
Add auxiliary capacity until engine stops starting
Ascertain value:
set-point value > 300 pF without cable harness adapter
the capacity of the RB cable harness adapter: approx. 100 pF
3. Checking while vehicle is in motion
K Checking cruise control
Drive at v > 40 km/h with cruise control

After change of gears and actuation of the MEMORY switch the last speed must be reset
K Checking brake switch monitoring
Interrupt Pin 43
Drastically decelerate vehicle in cruise control operation
Cruise control must switch off (brake switch is classified as being defective)
It must be possible to reactivate cruise control only after the ignition has been switched off
Reconnect Pin 43
K Erasing fault memory
After completion of the checks the fault memory must be erased via the switch. After the ignition has
been switched on again no fault must be stored in the memory; otherwise the fault must be ascer-
tained and eliminated according to the troubleshooting plan.

Pin configuration MS 6.4 /EDC MS6.4 stage 2 Pin A
Section
Pin Complete designation Abbre-
mm2 viation
A01 1.0 Speed sensor signal DZG1

A02 --------- -----------------------
A03 --------- -----------------------
A04 --------- -----------------------
A05 1.0 Water temperature sensor, sensor mass WTFO
A06 1.0 Reserve analog sensor, sensor mass AN010
A07 --------- -----------------------
A08 --------- -----------------------
A09 --------- -----------------------
A10 --------- -----------------------
A11 --------- -----------------------
A12 1.0 Boost pressure sensor signal LDF1
A13 1.0 Speed transmitter, sensor mass DZG0
A14 --------- -----------------------
A15 1.0 Needle movement sensor, sensor mass NBF0
A16 --------- -----------------------
A17 1.0 Boost pressure sensor, sensor mass LDF0
A18 1.5 Engine brake adjuster MBR-1
A19 --------- -----------------------
A20 1.0 Quantity - solenoid valve cut-off MAB-A
A21 --------- -----------------------
A22 1.0 Water temperature sensor signal WTF1
A23 1.0 Boost pressure sensor, supply LDF2
A24 1.0* Control area network 2, low CAN2-L
A25 --------- -----------------------
A26 --------- -----------------------
A27 1.0* Controller area network 2, high CAN2-H
A28 --------- -----------------------
A29 1.0 Needle movement sensor signal NBF1
First edition September 2000 Appendix 3 a Page 1 of 4

Pin configuration MS 6.4 /EDC MS6.4 stage 2 pin A
Section
mm2 viation
A30 --------- -----------------------

A31 --------- -----------------------
A32 1.5 Pedal value transmitter dependent ad- PWG-1
juster ((PVT>threshold) brake control
unit
A33 1.0 PVT idle switch output signal (PSG) LGS-A
A34 --------- -----------------------
A35 1.0 Digitalised crankshaft speed output DZG-A
signal (PSG)
* CAN cable: Twisted cable 2 x 1.0. ( No. of twists approx. 30/m)

Pin configuration MS 6.4 /EDC MS6.4 stage 2 Pin B
Section
mm2 viation.
B01 2.5 -UBAT BAT-

B02 2.5 -UBAT BAT-
B03 2.5 +UBAT - via main relay BAT+
B04 2.5 +UBAT - via main relay BAT+
B05 1.0 Digitalised crankshaft speed output TDS-A

signal
B06 1.0 Diagnosis lamp DIA-1
B07 1.0 Multiplex signal output MPS-A
B08 1.0 Analog driving speed control element FGR1
B09 1.0 CAN1-screen, mass for torque limiter
CAN10
signal, driving speed control and idle
switch signal
B10 1.0 Driving speed control element, control FGB-1
LED
B11 1.0* Control area network 1 (low) CAN1-L
B12 1.0* Control area network 1 (high) CAN1-H
B13 1.0 ISO-K line in accordance with ISO ISO-K
protocol
B14 1.0 Engine brake switch input signal MBR-E
B15 1.0 Terminal 15, digit. info for control unit K15-E
B16 1.0 Pedal value transmitter, supply PWG2
B17 1.0 Idle switch input signal LGS-E
B18 1.0 Solenoid valve cut-off relay MAR-1
B19 1.0 Multi-stage input for maximum speed
HBG1
limiter
B20 1.0 Clutch switch signal KUP-E
B21 1.0 Idle request signal LLA-E
B22 1.0 Function mode switch FGR/FGB FMS-E
B23 1.0 Pedal value transmitter signal PWG1
B24 1.0 ISO-L line in accordance with ISO ISO-l
protocol
B25 1.0 Idle switch output signal (gearbox con-
LGS-A
trol)
B26 1.0 Brake switch signal BRE-E

Pin configuration MS 6.4 /EDC MS6.4 stage 2 Pin B

Section
mm2 viation.
B27 1.0 Main relay, output HR-0

B28 1.0 Torque limiter signal MDB1
B29 1.0 Driving speed transmitter signal FGG1
B30 1.0 Pulse duration modulation input signal PBM-E
B31 --------- -----------------------
B32 1.0 Intermediate speed regulation 1 ZDR1-E
B33 1.0 Intermediate speed regulation 2 ZDR2-E
B34 1.0 Stop external signal (engine stop signal) STP-E
B35 1.0 Pedal value transmitter, sensor mass PWG0
* CAN cable: Twisted cable 2 x 1.0. ( No. of twists approx. 30/m)

CHECKLI ST EDC MS 6. 4 STAGE 2

W I THOUT EHAB
Service centre ..................................... Checked by: ..............................
Customer: ..................................... First registration: ...........................
Vehicle model: ...................................... Chassis no.: ..............................
Engine model: ...................................... Engine no.: ...............................
Injection pump: ..................................... Control unit no.: ..............................
Kilometrage: ...................................... Date: ...............................
1. Check while engine is stationary
Engine temperature > 20 C

Switch ignition OFF
Disconnect engine control unit
Connect cable harness adapter to engine control unit
Measure resistance between the following Pins
Pin Pin Specified value Actual value
CAN PSG A 24 A 27 ~ 120 Ohm
Speed transmitter (DZG) A1 A 13 770 1000 Ohm
Needle movement sensor (NBF) A 29 A 15 65 160 Ohm
Solenoid-valve switch-off relay B 18 B1 180 250 Ohm

MAN standard relay
CAN 1 B 11 B 12 ~ 120 Ohm
Connect to engine control unit

Connect cable harness adapter to VP 44 between pump and cable harness
Switch on ignition
Measure voltage between Pins

Pin Pin Specified Actual value

valuet
Voltage supply for pump control unit Bat+ Bat UBat
(from cable harness adapter for VP44)
2. Checks while engine is running and vehicle is stationary
Engine temperature > 30C

Connect cable harness adapter to engine control unit
Measuring engine speed
Specified value Measured Value Remarks MAN-Cats

(Monitoring)
Speed transmitter Lower idle PWG Min (l.i.)

(DZG) Upper idle PWG Max (u.i.)
Speed transmitter * Lower idle PWG Min (l.i.)

in pump (IWZ) Upper idle PWG Max (u.i.)
* Short-circuit PIN A1 and A13 (simulation DZG-defect -> diagnostic lamp is permanently ON).
EDC continues to run with IWZ signal
Pin + Pin Specified Measured Remarks Engine MAN-CATS

value value [V] speed (Monitoring)
[V]
Control unit supply B15 B1 UBat Idle

MS 6.4 B3 B2 UBat Idle
B15 B27 UBat Idle
Pedal value trans- B23 B35 0.30 0.42 PWG Min low. idle 0%
mitter (PWG) 2.90 4.50 PWG Max up. idle 100%
Idle switch B17 B9 2.8 5 V PWG Min low. idle Open

(LGS) 0 1.8 V PWG Max up. idle Closed
Water tempera- A22 A5 3.0 1.15 30 90 C low. idle 30 90 C

ture sensor (WTF)
Charge-air pres- A12 A17 0.95 1.12 PWG Min low. idle 900 1050 mbar
sure sensor (LDF) 1.00 1.52 PWG Max up. idle 1000 1400 mbar
FGR operating unit B8 B9 3.35 3.74 Not actuated low. idle Neutral
1.6 2.0 Return Return Memory
0.83 1.21 Set+ Eng. speed Set+
increases
2.53 2.97 Set- Eng. speed Set-
drops
4.18 4.53 OFF Idle OFF

Pin + Pin Specified Measured- Remarks Engine MANCats

value [V] value [V] speed (Monitoring)
Multi-stage B28 B35 0.75 1.25 Pos 0 Idle Driving characteristics

switch (MSS) * 1.75 2.25 Pos 1 Torque limiting
2.75 3.25 Pos 2 Retarder active
3.75 4.25 Pos 3 Function for reducing
the k-value
Top-speed B19 B35 0.75 1.25 Pos 0 Idle Speed 1

limiter switch *
1.75 2.25 Pos 1 Speed 2
2.75 3.25 Pos 2 not
3.75 4.25 Pos 3 used
Braking con- B26 B2 01V Not Actuated Idle Open

tact switch UBat Actuated Closed
Clutch B20 B2 02V Not Actuated Idle Open

switch ** UBat Actuated Closed
Engine brake B14 B2 01V Not Actuated Idle Open

switch UBat Actuated Closed
Engine brake A18 B2 02V Not Actuated Idle

control UBat Actuated Eng.
speed >
800 rpm
FGR-/FGB- B22 B2 02V FGR Idle

switch UBat FGB
Idle request B21 B2 02V Not Actuated Idle Open

UBat Actuated Closed
Speedometer B29 B2 > 0.6 V Idle

signal
Engine stop B34 B2 02V Not Actuated Idle Open

switch UBat Actuated Closed
PWG > A32 B2 u PWG Min

threshold UBat PWG Max
Idle switch out- B25 B2 < 1.4 V PWG Min

put UBat PWG Max
Without load resistor < 17 V

With load resistor 100 - 1.000 ~ 0 V
Check only if unit is fitted
Contacts must be made before clutch or brake are effective (max 20 mm pedal travel) and have to be reopened before concealed position

u ISG functional test:

Checking switch-off conditions (actuation of brake, clutch and PWG)
PIN B32 PIN B33 Engine speed ISG Pos

vs vs
B2 B2
Set-point Actual Set-point Actual
0 0 ISG speed S 0
UBat 0 ISG speed 1 1
0 UBat ISG speed 2 2
UBat UBat ISG speedl 3 3
u Checking control of main relay, MAR and MAB:
Pin + Pin Set value Measured Remarks

value
B15 B2 UBat Ignition ON
0V Ignition OFF
B27 B2 0V Ignition ON
UBat Ignition OFF
B18 B2 0V Ignition OFF
UBat Ignition ON
B3 A20 UBat Ignition ON
u Checking solenoid valve switch-off:
Run engine at upper idle

Interrupt voltage supply to relay (pull off Pin B18)
Engine must stop after max. 10 secs
Switch off ignition, reconnect voltage supply

u Checking flash code diagnosis: connect up Pins A1 and A13 (short-circuit speed transmitter)
The EDC check lamp must be ON (permanently lit); END speed is reduced
Request flash code (connect Pins B24 and B2 for at least 2 seconds, do not actuate for more
than 10 seconds)
The flash code for speed transmitter defect must be emitted (4 x brief flash codes) or read out
fault memory (current speed transmitter defect) with the aid of MAN-Cats
Disconnect Pin B24 from Pin B2
Erase fault memory
Switch:
While pressing switch start ignition; release after 2 - 10 seconds and switch off ignition
MAN-CATS
3. Checking while vehicle is in motion
u Checking cruise control
Drive at v > 25 km/h with cruise control

After change of gears and actuation of the MEMORY switch the last speed must be reset
u Checking brake switch monitoring
Interrupt Pin B26

Drastically decelerate vehicle in cruise control operation
Cruise control must switch off (brake switch is classified as being defective)
Cruise control is only to be reactivated after ignition has been switched off
Reconnect Pin B26
K Erasing fault memory
After completion of the checks the fault memory must be erased via switch. After the ignition
has been switched on again no fault must be stored in the memory; otherwise the fault must be
ascertained and eliminated according to the troubleshooting plan.

MS5 and MS6.4 GB

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Installation directive

EDC MS5 stage 5

Publication no. 51.99496.8145

First edition: September 2000

Please return this receipt to:

MAN Nutzfahrzeuge Aktiengesellschaft

Publication number: 51.99496.8145

First edition September 2000 Page 1 of 27

Amendment status Date Changes on Cleared by

------------------------------ September 2000 First edition Csoka / VEFT

First edition September 2000 Page 2 of 27

2. Installation manual ............................................................................................................... 7

3. Safety regulations ............................................................................................................... 17

4. Technical data on the electric components ..................................................................... 18

5. Installation variants ............................................................................................................ 20

6. Installation instructions ...................................................................................................... 26

First edition September 2000 Page 3 of 27

First edition September 2000 Page 4 of 27

To ensure purposeful operation and to prevent

impairment of operating quality

damage to or failure of the EDC

the EDC installation directive must be strictly observed.

Warranty for the EDC is granted if:

the installation directives and technical data are complied with,

We reserve the right to make modifications in the course of further development.

First edition September 2000 Page 5 of 27

The following abbreviations are used in this present installation directive:

AGR Exhaust-gas recirculation

First edition September 2000 Page 6 of 27

2.1.1 EDC MS5 stage 5

(1) (2) (3) (4) (5) (6) (7)

1 Speed pickup 16 ISO interface

First edition September 2000 Page 7 of 27

2.1.1.2 Operating principle of the individual components

the control rod travel transmitter

The control unit (A142) processes information received from:

First edition September 2000 Page 8 of 27

First edition September 2000 Page 9 of 27

2.1.2 EDC MS6.4 stage 2

EDC control unit

2.1.2.2 Operating principle of the individual components

First edition September 2000 Page 10 of 27

The control unit (A142) processes information received from:

the control rack/pump control unit (Y130)

First edition September 2000 Page 11 of 27

2.1.3 Components on the vehicle

The components on the vehicle are:

pedal value transmitter

First edition September 2000 Page 12 of 27

Parameter Min. Type Max. Unit Remark

Simulation values for the speedometer

Note: A simulation of the pedal value transmitter and speedometer is

First edition September 2000 Page 13 of 27

Simulation values for the pedal value transmitter

Lower idle speed: 257539 mV / Upper idle speed: 29444501 mV

(1) Upper idle speed; (3) entry of fault(s)

Note: A simulation of the pedal value transmitter is permissible only

First edition September 2000 Page 14 of 27

2.2.1 Diagnosis with flash code

Request button for EDC diagnosis EDC electronics (code emission)

The fault(s) stored is/are retrieved according to the following instruction:

First edition September 2000 Page 15 of 27

NOTE: For the significance of flashing pulses see Repair Manual