You are on page 1of 30

Technical Documentation

Diesel Engine
12 V 2000 G25, G25-TB, G45, G45-TB,
G65, G65-TB, G85, G85-TB
16 V 2000 G25, G25-TB, G45, G45-TB,
G65, G65-TB, G85, G85-TB
18 V 2000 G65, G65-TB, G85, G85TB


Functional Description
MS13005/00E






Printed in Germany
2007 Copyright MTU Friedrichshafen GmbH
This Publication is protected by copyright and may not be used in any way whether in whole or in part without the
prior written permission of MTU Friedrichshafen GmbH. This restriction also applies to copyright, distribution,
translation, microfilming and storage or processing on electronic systems including data bases and online services.
This handbook is provided for use by maintenance and operating personnel in order to avoid malfunctions or
damage during operation.
Subject to alterations and amendments.
Table of Contents 01
1 Engines of the Series . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02
1.1 Series 2000 Gx5 engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02
1.2 Crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 06
1.3 Gear train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 08
1.4 Crank drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.5 Cylinder head and valve gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
1.6 HP fuel injection with unit injection pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
1.7 Charge-air and exhaust system for engines with water-to-air charge air cooling . . . . 16
1.8 Charge-air and exhaust system for engines with air-to-air charge air cooling . . . . . . 18
1.9 Lube oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
1.10 Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
1.11 Engine management and engine monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
1.12 Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
MS13005/00E 2007-10 MTU
Engines of the Series 02
1 Engines of the Series
1.1 Series 2000 Gx5 engines
Illustration also valid for 16/18 V 2000 Gx5-TB (engine with water-to-air charge-air cooling)
010 Crankcase and attachments
020 Gear train
030 Crank drive
040 Cylinder head
050 Valve gear
070 Fuel system (high-pressure)
080 Fuel system (low-pressure)
100 Exhaust turbocharger
110 Charge-air cooling
120 Air intake / air supply
140 Exhaust system
170 Starting equipment
180 Lube oil system / lube oil circuit
200 Coolant system
210 Power generation / supply,
engine side
220 Cooling air system
230 Mounting / support
500 Monitoring, control and regulation
equipment, general electric
equipment
KS = Driving end
KGS = Free end
Series 2000 Gx5 engines
These engines are compact, powerful, reliable, maintenance-friendly and extremely economical.
Their injection system unites optimum fuel utilization with compliance to the requirements of
all relevant environmental protection regulations .
Technical data
Four-stroke diesel engine with four valves per cylinder and direct injection
12, 16 or 18 cylinders, 90 Vee arrangement
Displacement
Per cylinder = 1.99 liters
Total = 23.88 liters to 35.82 liters
MS13005/00E 2007-10 MTU
03 Engines of the Series
Counterclockwise rotation
Electronically controlled fuel injection
Exhaust turbocharging and charge air cooling
Dual-circuit cooling system with water-to-air charge-air cooling (engines 12/16/18 V 2000 Gx5-TB)
or with air-to-air charge-air cooling (engines 12/16/18 V 2000 Gx5)
Piston cooling
Electric starter or air starter (option)
Resilient engine mounting (option)
Rated power
Application group Engine Frequency (Hz) Power (kW) RPM (min
-1
)
12 V 2000 G25
12 V 2000 G25-TB
50 580 1500
12 V 2000 G45
12 V 2000 G45-TB
60 710 1800
12 V 2000 G65
12 V 2000 G65-TB
50 695 1500
12 V 2000 G85
12 V 2000 G85-TB
60 810 1800
16 V 2000 G25
16 V 2000 G25-TB
50 810 1500
16 V 2000 G45
16 V 2000 G45-TB
60 915 1800
16 V 2000 G65
16 V 2000 G65-TB
50 890 1500
16 V 2000 G85
16 V 2000 G85-TB
60 1010 1800
18 V 2000 G65
18 V 2000 G65-TB
50 1000 1500
3B, continuous
operation,
variable load
18 V 2000 G85
18 V 2000 G85-TB
60 1191 1800
12 V 2000 G25
12 V 2000 G25-TB
50 635 1500
12 V 2000 G45
12 V 2000 G45-TB
60 780 1800
12 V 2000 G65
12 V 2000 G65-TB
50 765 1500
3D, Standby operation,
fuel stop power
12 V 2000 G85
12 V 2000 G85-TB
60 890 1800
MS13005/00E 2007-10 MTU
Engines of the Series 04
Application group Engine Frequency (Hz) Power (kW) RPM (min
-1
)
16 V 2000 G25
16 V 2000 G25-TB
50 890 1500
16 V 2000 G45
16 V 2000 G45-TB
60 1010 1800
16 V 2000 G65
16 V 2000 G65-TB
50 975 1500
16 V 2000 G85
16 V 2000 G85-TB
60 1115 1800
18 V 2000 G65
18 V 2000 G65-TB
50 1100 1500
3D, Standby operation,
fuel stop power
18 V 2000 G85
18 V 2000 G85-TB
60 1310 1800
Benefits
Long service life
High running capacity
Low fuel consumption
Engines meet all relevant exhaust emission standards
MS13005/00E 2007-10 MTU
06 Engines of the Series
1.2 Crankcase
1 Crankcase
2 Carbon scraper ring
3 Sealing ring
4 Cylinder liner
5 Double-hex screw
6 Oil pan
7 Hex screw
8 Main bearing cap
9 Camshaft bearing
10 Main oil gallery
a Coolant outlet
b Coolant inlet
c Engine oil to cylinder head
d Coolant from cylinder head
e Engine oil from cylinder head
f Coolant to cylinder head
Crankcase
All main engine components are mounted on the crankcase.
The cylinder heads are mounted left and right on the top decks.
Technical data
Crankcase cast as one piece
Integral coolant ducting
2 integrated main oil galleries
Replaceable, wet cylinder liners with twin-stage plateau honing and carbon scraper ring
Split plain bearings for the crankshaft
Plain bearings for the camshaft
Vertical and horizontal bolting of the main bearing caps
Integrated piston cooling oil supply via the two main oil galleries
Crankcase breather (closed circuit)
Benefits
High rigidity
MS13005/00E 2007-10 MTU
Engines of the Series 07
Low noise and vibration levels
MS13005/00E 2007-10 MTU
08 Engines of the Series
1.3 Gear train
1 Camshaft drive gear
2 Crankshaft gear free end
3 Idler gear
4 Coolant pump drive gear
5 Crankshaft gear driving end
6 Idler gear
7 Engine oil pump drive gear
KS = Driving end
Gear train
The gear train comprises drive gears and idler gears. These gears are installed in the
gearcase which is mounted on engine free end.
Technical data
Gears with straight teeth on engine free end.
Gears with helical teeth on engine driving end.
Benefits
Low-wear power transmission
Maintenance-free
No axial forces
Operation
The crankshaft gear on driving end (5) drives the camshaft gear (1) and via idler gear (6) the engine oil pump.
MS13005/00E 2007-10 MTU
Engines of the Series 09
The crankshaft gear on free end (2) drives the coolant pump via idler gear (3).
MS13005/00E 2007-10 MTU
10 Engines of the Series
1.4 Crank drive
1 Flywheel
2 Hub
3 Ring gear (starter)
4 Crankshaft gear driving end
5 Piston
6 Connecting rod
7 Crankshaft counterweight
8 Crankshaft gear free end
9 Vibration damper
KS = Driving end
Crank drive
The crank drive is installed in the crankcase. It is supported in sleeve bearings and locked in axial direction.
Engine oil from the crankcase is used to lubricate bearings and vibration damper and to lubricate the
pistons. Well-matched components ensure maximum performance and minimum wear.
Technical data
Piston
Light-metal skirt
Two compression rings, one oil-scraper ring
Piston cooling via oil spray nozzles
Conrod
Forged
Machined as one piece, providing high rigidity and weight optimization
Split bearing shells
Upper conrod bearings lubricated by piston-cooling oil as it returns
Lubrication of lower conrod bearings via crankshaft
MS13005/00E 2007-10 MTU
Engines of the Series 11
Crankshaft
Forged
Bolt-on counterweights
Press-fitted crankshaft gear
Low-wear sleeve bearings, oil supply from lube-oil system
Axial location bearing provided
Radial sealing rings for sealing against external influences (driving end and free end)
Vibration damper (free end)
Torsional-vibration damper with hydraulic damping
Oil supply from lube-oil system
Flywheel (driving end)
Drive flange
Ring gear for starter pinion
Benefits
High performance
Minimum weight
Long maintenance intervals
Long service life
Low oil consumption
Operation
The forces generated in the combustion chambers of the cylinders are transmitted from the pistons (5) and
conrods (6) to the crankshaft, transformed into rotary movement and transmitted via the flywheel (1). Torsional
vibrations are hydraulically balanced by the vibration damper (9). The gears press-fitted on the engine driving
and free ends drive the intermediate and driving gears of the gear train. Lubrication of the crankshaft bearings,
support bearings, upper and lower conrod bearings and of the vibration damper is provided by the lube oil system.
The pistons are constantly cooled with oil from the spray nozzles installed in the crankcase.
MS13005/00E 2007-10 MTU
12 Engines of the Series
1.5 Cylinder head and valve gear
1 Cylinder head
2 Inlet valve
3 Valve spring
4 Fuel injector
5 O-ring
6 Valve guide
7 Exhaust valve
8 Valve seat
9 Cylinder head gasket
10 Protective sleeve
11 Double-hex screw
12 Pressure pipe neck
13 Camshaft drive gear
14 Camshaft
15 Roller tappet
16 Pushrod
17 Rocker arm (exhaust)
18 Valve clearance adjusting screw
19 Support
20 Rocker arm (inlet)
21 Valve bridge
a Charge air
b Leak-off fuel
c Engine oil
d Exhaust
e Coolant
f Fuel supply
Cylinder head and valve gear
The cylinder heads containing the valve gear and fuel injection equipment are mounted on the crankcase.
Coolant for cylinder head cooling as well as engine oil for valve gear lubrication are supplied from the crankcase.
Fuel is supplied from the injection pumps to the injectors through the HP fuel lines.
Technical data
Individual cylinder heads
Two inlet and two exhaust valves per cylinder
Centrally arranged injectors
Additional cooling bores to cool compression face and valve seats
Metallic sealing ring for sealing against the crankcase
Engine oil and coolant transfers between crankcase and cylinder head sealed by gasket
Camshaft driven directly by crankshaft
Control of the valves by the cams of the camshaft via roller tappets, pushrods, rocker arms and valve bridges.
MS13005/00E 2007-10 MTU
Engines of the Series 13
Lubrication of timing components by lube-oil system
Benefits
Designed for high ignition pressures
Low fuel consumption
Low exhaust-gas index and exhaust emission
Long maintenance intervals
MS13005/00E 2007-10 MTU
14 Engines of the Series
1.6 HP fuel injection with unit injection pumps
1 Fuel delivery pump
2 Fuel prefilter (option)
3 Fuel filter
4 Fuel injection pump
5 Cylinder head
6 Injector
7 Solenoid valve
8 Hand pump
9 Continuous venting to tank
R Non-return valve
d Pressure maintaining valve
T Temperature measuring point
KGS = Free end
HP fuel injection with unit injection pumps
Technical data
Unit injection pumps in crankcase
Closed fuel circuit
Short HP lines
Unit injectors
Electronic control
Fuel filter
Control
Electronic by engine electronics
Start of injection and injection quantity electronically controlled (by engine governor)
Benefits
Low exhaust emissions and low fuel consumption over the entire power range
Excellent acceleration and load connection performance
Injection time and amount of injected fuel electronically controlled
MS13005/00E 2007-10 MTU
Engines of the Series 15
Exemplary smooth running and high speed stability
No fuel cooler required
No power loss at high fuel temperatures
Operation
The fuel delivery pump (1), which is driven by a driver of the engine coolant pump, draws fuel via the fuel
prefilter (2, option) from the fuel tank and delivers it via the fuel filter (3) to the injection pumps (4).
The injection pumps are unit pumps. They increase fuel pressure and deliver HP fuel to the injectors (6).
The solenoid valves (7) of the injection pumps, which are controlled by the electronic engine management
system, determine injection time and the amount of fuel to be injected.
A pressure maintaining valve is installed in the return line. The valve maintains constant pressure in the
injection pumps. This pressure ensures sufficient fuel supply in every load range.
Surplus fuel together with the leak-off fuel from the injectors (6) flows back to the
intake line of the fuel delivery pump (1).
A hand pump (8) is fitted for filling and venting the low-pressure fuel system.
MS13005/00E 2007-10 MTU
16 Engines of the Series
1.7 Charge-air and exhaust system for engines with
water-to-air charge air cooling
1 Exhaust manifold
2 Exhaust turbocharger
3 Turbine housing
4 Exhaust pipework
5 Air intake line
6 Air filter
7 Charge-air manifold
8 Intercooler
a = Air
b = Exhaust gas
KS = Driving end
Technical data
Single-stage exhaust turbocharging with two turbochargers
Exhaust elbow with vertical outlet
Benefits
Low exhaust emissions
Low fuel consumption
Optimum load application characteristics
High torque at low speeds
Straightforward connection to external exhaust gas system
Operation
Exhaust system
The exhaust gases flow from the combustion chambers via exhaust manifolds (1) to the exhaust turbochargers (2).
The exhaust gas rushing into the turbine housing (3) drives the turbine wheel of the rotor assembly
and is routed via the exhaust pipework (4) to the atmosphere.
MS13005/00E 2007-10 MTU
Engines of the Series 17
Charge-air system
Turbine wheel and compressor wheel are positioned on a shaft. The compressor wheel draws air
over an intake pipe (5) from the air filter (6) and compresses it.
The compressed air flows through the intercooler (8) via the charge-air manifold (7) to
the inlet channels of the cylinder head.
The charge-air cooler:
Warms the charge-air in low-load operation
Cools the charge-air in load operation
Thereby, optimal operational behavior of the engine is achieved.
MS13005/00E 2007-10 MTU
18 Engines of the Series
1.8 Charge-air and exhaust system for engines with
air-to-air charge air cooling
1 Exhaust manifold
2 Exhaust turbocharger
3 Turbine housing
4 Exhaust pipework
5 Air intake line
6 Air filter
7 Cooler
8 Charge-air manifold
a = Air
b = Exhaust gas
KS = Driving end
Technical data
Single-stage exhaust turbocharging with two turbochargers
Exhaust elbow with vertical outlet
Charge-air cooling
Benefits
Low exhaust emissions
Low fuel consumption
Optimum load application characteristics
High torque at low speeds
Straightforward connection to external exhaust gas system
Operation
Exhaust system
The exhaust gases flow from the combustion chambers via exhaust manifolds (1) to the exhaust turbochargers (2).
MS13005/00E 2007-10 MTU
Engines of the Series 19
The exhaust gas rushing into the turbine housing (3) drives the turbine wheel of the rotor assembly
and is routed via the exhaust pipework (4) to the atmosphere.
Charge-air system
Turbine wheel and compressor wheel are positioned on a shaft. The compressor wheel draws air
over an intake pipe (5) from the air filter (6) and compresses it.
The compressed air flows through the intercooler (7) via the charge-air manifold (8) to
the inlet channels of the cylinder head.
The cooler:
Cools the charge-air in load operation
Thereby, optimal operational behavior of the engine is achieved.
MS13005/00E 2007-10 MTU
20 Engines of the Series
1.9 Lube oil system
1 Engine oil pump
2 Strainer
3 Oil pan
4 Lube-oil heat exchanger
5 Engine oil filter
6 Main oil gallery
7 Crankshaft support bearing,
free end
8 Camshaft thrust bearing
9 Camshaft bearing
10 Piston cooling spray nozzles
11 Swing follower and rocker
arm bearings
12 Crankshaft main bearings
13 Conrod bearings
14 Piston pin
15 Exhaust turbocharger bearings
16 Crankshaft support bearing,
driving end
17 Pressure relief valve
KGS = Free end
Technical data
Wet sump forced-feed lubrication system
Benefits
Long oil-change intervals
Operation
The engine oil pump (1) draws oil from the oil pan (3) through a strainer (2) and
delivers it to the lube oil heat exchanger (4).
The oil mainly flows through the engine oil filters (5) directly to the lubrication points in
the engine and to the main oil gallery (6).
The following components / assemblies are supplied directly:
Crankshaft support bearing, free end (7)
Bearings of idler gears in gearcase
MS13005/00E 2007-10 MTU
Engines of the Series 21
The following components / assemblies are supplied from the main oil gallery (6):
Camshaft axial locating bearing (8)
Camshaft bearings (9)
Piston cooling nozzles (10)
Bearings of swing followers and rocker arms (11)
Crankshaft main bearings (12) and conrod bearings (13)
Exhaust turbocharger bearings (15)
Crankshaft support bearing, driving end (16)
The engine oil pump is a gear pump. It is driven by the crankshaft via an idler gear. Two pressure
relief valves (17) protect the pump against excessive oil pressure.
MS13005/00E 2007-10 MTU
22 Engines of the Series
1.10 Cooling system
1 Coolant pump
2 Lube-oil heat exchanger
3 Coolant line
4 Coolant connection housing
5 Cylinder liner
6 Cylinder head
7 Thermostat
KGS = Free end
Technical data
Single-circuit cooling system with air-to-air charge air cooling
Complete system solution with cooler, fan drive, fan wheel and piping
Flexible selection of cooler size for different ambient air temperatures and cooling-air pressures
Air-cooled charge air
Benefits
Thermostat control ensures that optimum coolant and engine temperatures are very quickly reached
Charge-air cooling during load-operation
Dual-circuit cooling system with water-to-air charge air cooling (TB)
System solution for separate arrangement of mechanically or electrically driven fan cooler,
heat exchanger or horizontal-core radiator.
Thermostat-controlled coolant circuits
Coolant-cooled charge air
Benefits
Recooling equipment can be arranged separately from genset
Flexible, individual facility and system planning
Charge-air preheating in low-load operation
MS13005/00E 2007-10 MTU
Engines of the Series 23
Operation
Coolant circuit
The coolant pump (1) assembled on the engine pumps the coolant through the engine.
Coolant flow is divided downstream of the coolant pump. One part of the coolant is directed via the coolant line (3) to
the coolant connection housing (4). A second coolant flow is routed through the lube-oil heat exchanger (2), and the
residual coolant bypasses the heat exchanger. The combined flows enter the coolant duct of the crankcase. In the
crankcase the coolant flows around the cylinder liners (5) from bottom to top and overflows into the cylinder heads (6).
There it flows through the coolant spaces and coolant ducts of the cylinder head and arrives at the thermostat (7).
Depending on coolant temperature, the thermostat (7) routes part of the coolant through the engine coolant cooler
where the coolant is re-cooled, the other part of the coolant flows back to the coolant pump (1).
By bypassing the engine coolant cooler, engine and coolant quickly reach their operating temperature.
The coolant expansion tank allows compensation of coolant quantity and pressure variations.
Coolant preheating is provided by the coolant preheating unit (option).
MS13005/00E 2007-10 MTU
24 Engines of the Series
1.11 Engine management and engine monitoring
1 Display instruments (option)
2 SAM
3 Color display DIS (option)
4 CAN bus
5 ADEC engine governor
6 Battery
E Genset
CS Customer control system
Engine management and engine monitoring
The robust and vibration-resistant structure of the electronic engine governor ADEC (ECU 7) makes
the assembly suitable for the harsh engine room environment.
The engine monitoring system ensures operational availability and prolongs the service life of the engine.
Injection start, injection duration and thus the injection quantity are calculated for each ignition cycle and each
cylinder. This minimizes consumption and exhaust gas emission and maximizes power.
ADEC (Advanced Diesel Engine Controller) engine governor
The main tasks of the ADEC engine governor are engine management/engine governing, controlling
common rail injection and monitoring engine operating values.
Technical data
Flat housing with 4 self-locking terminal strips
Integrated engine monitoring
Integrated safety features
Redundant galvanically isolated CAN bus to SAM and display DIS (option)
24-V DC power supply
LED for self-diagnosis
Integrated test system ITS
MS13005/00E 2007-10 MTU
Engines of the Series 25
All sensors and actuators directly connected to the engine governor
All sensors and actuators are monitored for short circuits and cabling damage
Extendable via engine-side bus system
Simple exchange of governor possible.
Engine data and interface data are saved via Flash card in the SAM.
Automatic download of the complete software after connection of a new unprogrammed governor.
Functions
Governing
Speed or torque
Control
Start procedure (internal)
Injection (start and duration of injection and quantity of fuel to be injected)
Engine protection with two-stage safety systems. Following governor responses are possible:
Controlled torque reduction
Torque limitation by an absolute amount
Torque limitation by a relative amount
Shutdown
Engine monitoring for genset applications
Engine speed
Oil pressure
Coolant temperature
Coolant level
Oil temperature
Charge-air temperature
Charge-air pressure
Fuel temperature
SAM (Service and Application Module)
The SAM is intended to be integrated into the customers control system and provides the following features:
Backup of all ADEC data in case of governor failure
Interface for remote diagnosis
Self-diagnosis via diagnostic lamp
Interface for web-based server
Display of ADEC fault codes and SAM fault codes on fault code display
Additional slots for input/output cards
Engine operating data is stored via Flash card in the SAM every hour and at every engine start/stop.
Customer interfaces
28 binary inputs
24 binary outputs
10 analog inputs
8 analog display outputs
Benefits
Versatile interfacing (according to customer requirements)
Straightforward connection to common, commercially-available genset controllers
SAM
plus
providing additional features is available to meet special requirements.
Color display DIS (option)
Engine speed, oil pressure and coolant temperature are displayed
5 function keys for interactive operation
Integrated test system ITS
Redundant CAN bus interface to engine governor and SAM customer interface
24-V DC power supply
Optional display for intermittent oil priming
MS13005/00E 2007-10 MTU
26 Engines of the Series
Benefits
Maintenance-free
Screen pages for operating state, measured values and fault indication (via color display, option)
Screen pages for monitoring CAN communication (via color display, option)
Display instruments (option)
Lube oil pressure instrument
Coolant temperature instrument
Engine speed instrument
Up to 8 instruments can be arranged in SAM
MS13005/00E 2007-10 MTU
Engines of the Series 27
1.12 Index
C
Charge-air and exhaust system for engines with
air-to-air charge air cooling . . . . . . . . . . . . . . . 18
Charge-air and exhaust system for engines with
water-to-air charge air cooling . . . . . . . . . . . . 16
Cooling system . . . . . . . . . . . . . . . . . . . . . . . . 22
Crank drive . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . 06
Cylinder head and valve gear . . . . . . . . . . . . . 12
E
Engine management and engine
monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
G
Gear train . . . . . . . . . . . . . . . . . . . . . . . . . . . . 08
H
HP fuel injection with unit injection pumps . . . 14
I
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
L
Lube oil system . . . . . . . . . . . . . . . . . . . . . . . . 20
S
Series 2000 Gx5 engines . . . . . . . . . . . . . . . . 02
MS13005/00E 2007-10 MTU