D20
ENGINES
NEW ENGINE GENERATION D20 COMMON RAIL
Concept
The D20 common rail engine provides an ideal basis for day-to-day
driving. The focus is on the favourable torque and power output
over the entire range of speeds used when running the vehicle. The
common rail injection technology offers the ideal technical basis in
this respect.
The design of the system offers precise engine control, optimal fuel
atomization and combustion, high injection pressures even at low
rpm, providing considerable torque and power advantages. This
Technology also provides the opportunity to utilise a quick
responding Turbo charger in combination with a bypass function,
providing quick drive away characteristics corresponding to
engines with larger displacement.
MAN is able to offer a complete, future oriented common rail
engine range, with a view to fulfilling future pollutant limits.
FROM
MAN
Advantages
◗ Small engine displacement of 10.518 Itrs.
◗ EDC7 Common Rail Injection System giving 2 injections
per stroke.
◗ Four valve technology with overhead camshaft.
◗ 100kg advantage of payload to comparative engines.
◗ Up to 5% lower fuel consumption compared to D2866.
◗ A one piece cylinder head.
◗ No oil or coolant passages through head gasket.
◗ Parallel distribution for oil & coolant to block and head.
◗ High strength GJV cast block material.
◗ Extremely stiff connection permits combustion pressures up
to 200bar.
◗ Acoustically optimised crankcase.
◗ SCR not required for Euro 4 emission standards.
◗ Externally cooled EGR for lower combustion temperatures.
◗ High pressure fuel pump provides full fuel atomisation at low rpm.
 COMMON RAIL (CR) INJECTION SYSTEM
On engines with a Common Rail system, the injection pressure The essential feature of the CR system is thus the separation of
builds up independently of the load and engine speed. pressure generation and injection. The injection of the Common Rail

The central high-pressure pump creates an accumulated volume with system is independent of the engine speed and engine load, and

a potential of up to 1600 bar. This is available on a common rail to therefore provides high injection pressures even at low engine speeds.

each injection nozzle for finely atomised injection. The increased mean injection pressure as well as the time of injection
The time of injection and duration are specified by the EDC control can be chosen freely within a wide range independently of the engine
unit via electrically activated solenoid valves. These valves are operating point. Multiple fuel injections with advanced, main and
seated directly on the injector. post-injections are possible.

EXHAUST-GAS RECIRCULATION (EGR)

The Euro 3 guidelines require a reduction in nitrogen oxides (Nox)
in the exhaust gas to less than 5g/kWh. The technical measures to
adhere to this value lead to higher fuel consumption.

To minimise the increased consumption, MAN Euro 3 engines have

been equipped with a cooled exhaust-gas recirculation, EGR, since
the TG-A was introduced.

With EGR, part of the exhaust gas is added to the air volume
taken in to further reduce the combustion temperature. This
measure increases the specific heat of the intake air and reduces
the oxygen content.

With the current state of the art, the engine modifications for
pollutant reduction in conjunction with externally cooled exhaust- Cooled exhaust-gas recirculation on the MAN engine.
gas recirculation are not yet adequate to comply with the Euro 4
1 Exhaust gas take-off points. 4 EGR shut-off valve.
limit values. For this reason, additional techniques for exhaust-gas
2 EGR heat exchanger (radiator). 5 Intake tract.
aftertreatment are available on MAN vehicles.
3 Pressure peak valve. 6 Coolant connection.

TECHNOLOGY FOR EURO 4 MAN PM CATALYTIC CONVERTER SYSTEM

The solution to achieve Euro 4 requirements include the
introduction of the MAN PM Catalytic Converter System. This
involves the reduction in nitrogen oxide values by means of
externally cooled exhaust-gas recirculation in conjunction with
exhaust-gas aftertreatment for reduction of particle emissions
(MAN PM Catalytic Converter System). The advantages of this
technology are low weight, low costs and no recourse to additional
use of space on the chassis.

The PM Catalytic Converter System is a MAN in-house

enhancement of the CRT filter system. The designation “PM-Kat”
Throughflow of the MAN PM catalytic converter.
is a registered trade mark, protected for MAN. In comparison with
the CRT filter system, the soot particle separator section of the
MAN PM catalytic converter is configured as an open, non-
clogging system. The PM Catalytic Converter System requires no
additional fitting space beyond the existing dimension of the
muffler. It will be used at MAN together with the cooled exhaust-
gas recirculation as a technical solution to achieve the Euro 4
requirements.
Function schema of the MAN PM catalytic converter.
 MAN D20 EURO 3 WITH 350

COMMON RAIL (CR) AND 330

310

EXTERNAL EXHAUST GAS 290

RECIRCULATION (EGR) 270

Output (kW)
250

D2066 LF01 230

210

190

◗ Cylinder arrangement 6 cylinders inline 170

◗ Maximum power 316kW/430 hp 150

2100
◗ Maximum torque 2100Nm/1549ft/lbs
2000
@1000-1400 {1/min}

Torque (Nm)
1900
◗ Capacity 10,518ccm
1800
◗ Bore/stroke 120mm/155mm
1700
◗ Compression 19:1
1600
◗ Oil capacity 37 litres
1500
◗ Fuel system Bosch EDC 7 240
Consumption (g/kW)

230
◗ Fan coupling actuation Visco Fan 220
210
◗ Weight 960kg (without oil) 200
190
180
170
160
800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300
Speed (rpm)

330

D2066 LF02 310

290

270

◗ Cylinder arrangement 6 cylinders inline 250

Output (kW)

◗ Maximum power 287kW/390 hp 230

◗ Maximum torque 1900Nm/1401ft/lbs 210

@1000-1400 {1/min} 190

◗ Capacity 10,518ccm 170

◗ Bore/stroke 120mm/155mm 150

◗ Compression 19:1 130

◗ Oil capacity 37 litres 1900

◗ Fuel system Bosch EDC 7 1800

Torque (Nm)

◗ Fan coupling actuation Visco Fan 1700

◗ Weight 960kg (without oil) 1600

1500

1400

1300
240
Consumption (g/kW)

230
220
210
200
190
180
170
160
800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300
Speed (rpm)
 MAN D20 EURO 3 WITH 310

COMMON RAIL (CR) AND 290

270

EXTERNAL EXHAUST GAS 250

RECIRCULATION (EGR) 230

Output (kW)
210

D2066 LF03 190

170

150

◗ Cylinder arrangement 6 cylinders inline 130

◗ Maximum power 257kW/350 hp 110

1800
◗ Maximum torque 1750Nm/1290ft/lbs
1700
@1000-1400 {1/min}

Torque (Nm)
1600
◗ Capacity 10,518ccm
1500
◗ Bore/stroke 120mm/155mm
1400
◗ Compression 19:1
1300
◗ Oil capacity 37 litres
1200
◗ Fuel system Bosch EDC 7 240
Consumption (g/kW)

230
◗ Fan coupling actuation Visco Fan 220
210
◗ Weight 960kg (without oil) 200
190
180
170
160
800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300
Speed (rpm)

320

D2066 LF04 300

280

260

◗ Cylinder arrangement 6 cylinders inline 240

Output (kW)

◗ Maximum power 228kW/310 hp 220

◗ Maximum torque 1550Nm/1143ft/lbs 200

@1000-1400 {1/min} 180

◗ Capacity 10,518ccm 160

◗ Bore/stroke 120mm/155mm 140

◗ Compression 19:1 120

1600
◗ Oil capacity 37 litres
1500
◗ Fuel system Bosch EDC 7
Torque (Nm)

1400
◗ Fan coupling actuation Visco Fan
1300
◗ Weight 960kg (without oil)
1200

1100

MAN Automotive Imports Pty Ltd 1000

240
72 Formation Street, Wacol, Qld 4076
Consumption (g/kW)

230
220
Telephone: 07 3271 7777 • Facsimile: 07 3271 2047 210

www.man.com.au 200
190
180
170
160
800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300
Speed (rpm)

Specifications are subject to change without notice. Copyright c 2006, MAN Automotive Imports Pty Ltd. MAN06-02