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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 110 Charge-air cooling 220 Cooling air system
020 Gear train 120 Air intake / air supply 230 Mounting / support
030 Crank drive 140 Exhaust system 500 Monitoring, control and regulation
040 Cylinder head 170 Starting equipment equipment, general electric
050 Valve gear 180 Lube oil system / lube oil circuit equipment
070 Fuel system (high-pressure) 200 Coolant system KS = Driving end
080 Fuel system (low-pressure) 210 Power generation / supply, KGS = Free end
100 Exhaust turbocharger engine side

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)

3B, continuous 12 V 2000 G25 50 580 1500


operation, 12 V 2000 G25-TB
variable load
12 V 2000 G45 60 710 1800
12 V 2000 G45-TB

12 V 2000 G65 50 695 1500


12 V 2000 G65-TB

12 V 2000 G85 60 810 1800


12 V 2000 G85-TB

16 V 2000 G25 50 810 1500


16 V 2000 G25-TB

16 V 2000 G45 60 915 1800


16 V 2000 G45-TB

16 V 2000 G65 50 890 1500


16 V 2000 G65-TB

16 V 2000 G85 60 1010 1800


16 V 2000 G85-TB

18 V 2000 G65 50 1000 1500


18 V 2000 G65-TB

18 V 2000 G85 60 1191 1800


18 V 2000 G85-TB

3D, Standby operation, 12 V 2000 G25 50 635 1500


fuel stop power 12 V 2000 G25-TB

12 V 2000 G45 60 780 1800


12 V 2000 G45-TB

12 V 2000 G65 50 765 1500


12 V 2000 G65-TB

12 V 2000 G85 60 890 1800


12 V 2000 G85-TB

MS13005/00E 2007-10 © MTU


Engines of the Series 04

Application group Engine Frequency (Hz) Power (kW) RPM (min-1)

3D, Standby operation, 16 V 2000 G25 50 890 1500


fuel stop power 16 V 2000 G25-TB

16 V 2000 G45 60 1010 1800


16 V 2000 G45-TB

16 V 2000 G65 50 975 1500


16 V 2000 G65-TB

16 V 2000 G85 60 1115 1800


16 V 2000 G85-TB

18 V 2000 G65 50 1100 1500


18 V 2000 G65-TB

18 V 2000 G85 60 1310 1800


18 V 2000 G85-TB

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 7 Hex screw c Engine oil to cylinder head


2 Carbon scraper ring 8 Main bearing cap d Coolant from cylinder head
3 Sealing ring 9 Camshaft bearing e Engine oil from cylinder head
4 Cylinder liner 10 Main oil gallery f Coolant to cylinder head
5 Double-hex screw a Coolant outlet
6 Oil pan b Coolant inlet

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 4 Coolant pump drive gear 7 Engine oil pump drive gear
2 Crankshaft gear – free end 5 Crankshaft gear – driving end KS = Driving end
3 Idler gear 6 Idler gear

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 6 Connecting rod


2 Hub 7 Crankshaft counterweight
3 Ring gear (starter) 8 Crankshaft gear – free end
4 Crankshaft gear – driving end 9 Vibration damper
5 Piston 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 10 Protective sleeve 19 Support


2 Inlet valve 11 Double-hex screw 20 Rocker arm (inlet)
3 Valve spring 12 Pressure pipe neck 21 Valve bridge
4 Fuel injector 13 Camshaft drive gear a Charge air
5 O-ring 14 Camshaft b Leak-off fuel
6 Valve guide 15 Roller tappet c Engine oil
7 Exhaust valve 16 Pushrod d Exhaust
8 Valve seat 17 Rocker arm (exhaust) e Coolant
9 Cylinder head gasket 18 Valve clearance adjusting screw 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 6 Injector d Pressure maintaining valve


2 Fuel prefilter (option) 7 Solenoid valve T Temperature measuring point
3 Fuel filter 8 Hand pump KGS = Free end
4 Fuel injection pump 9 Continuous venting to tank
5 Cylinder head R Non-return valve

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 5 Air intake line a = Air


2 Exhaust turbocharger 6 Air filter b = Exhaust gas
3 Turbine housing 7 Charge-air manifold KS = Driving end
4 Exhaust pipework 8 Intercooler

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 5 Air intake line a = Air


2 Exhaust turbocharger 6 Air filter b = Exhaust gas
3 Turbine housing 7 Cooler KS = Driving end
4 Exhaust pipework 8 Charge-air manifold

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 8 Camshaft thrust bearing 15 Exhaust turbocharger bearings


2 Strainer 9 Camshaft bearing 16 Crankshaft support bearing,
3 Oil pan 10 Piston cooling spray nozzles driving end
4 Lube-oil heat exchanger 11 Swing follower and rocker 17 Pressure relief valve
5 Engine oil filter arm bearings KGS = Free end
6 Main oil gallery 12 Crankshaft main bearings
7 Crankshaft support bearing, 13 Conrod bearings
free end 14 Piston pin

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 4 Coolant connection housing 7 Thermostat


2 Lube-oil heat exchanger 5 Cylinder liner KGS = Free end
3 Coolant line 6 Cylinder head

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) 4 CAN bus E Genset


2 SAM 5 ADEC engine governor CS Customer control system
3 Color display DIS (option) 6 Battery

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 customer’s 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
SAMplus 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 H
Charge-air and exhaust system for engines with HP fuel injection with unit injection pumps ... 14
air-to-air charge air cooling . . . . . . . . . . . . . . . 18
Charge-air and exhaust system for engines with I
water-to-air charge air cooling . . . . . . . . . . . . 16
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Cooling system . . . . . . . . . . . . . . . . . . . . . . . . 22
Crank drive . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . 06
L
Lube oil system . . . . . . . . . . . . . . . . . . . . . . . . 20
Cylinder head and valve gear . . . . . . . . . . . . . 12

E S
Series 2000 Gx5 engines ................ 02
Engine management and engine
monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

G
Gear train ............................ 08

MS13005/00E 2007-10 © MTU

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