Functional Description

Diesel engine
12 V 4000 M33 S

MS13050/00E
Engine model kW/cyl. Application group
12V 4000 M23S 115 kW/cyl. 3A, continuous operation, unrestricted
12V 4000 M23F 95 kW/cyl. 3A, continuous operation, unrestricted
12V 4000 M33S 130 kW/cyl. 3B, continuous operation, variable
12V 4000 M33F 110 kW/cyl. 3B, continuous operation, variable
16V 4000 M23S 115 kW/cyl. 3A, continuous operation, unrestricted
16V 4000 M23F 95 kW/cyl. 3A, continuous operation, unrestricted
16V 4000 M33S 130 kW/cyl. 3B, continuous operation, variable
16V 4000 M33F 110 kW/cyl. 3B, continuous operation, variable
16V 4000 M43S 140 kW/cyl. 3B, continuous operation, variable

Table 1: Applicability

© 2015 Copyright MTU Friedrichshafen GmbH

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All information in this publication was the latest information available at the time of going to print. MTU Friedrichshafen
GmbH reserves the right to change, delete or supplement the information provided as and when required.
 Table of Contents
1 On-board Genset 4.2 Crankcase with oil pan 26
4.3 Gear train 28
1.1 Marine gensets with 12/16 V 4000 Mx3 S/F 4.4 Crank drive 30
engines and Leroy Somer generators 4 4.5 Cylinder head with injector 32
4.6 Valve gear 34
2 Engine 4.7 Fuel system with common-rail injection 36
2.1 MTU 12/16 V 4000 Mx3 engine 7 4.8 Charge-air and exhaust system 39
2.2 Engine side and cylinder designations 10 4.9 Lube oil system 41
4.10 Cooling system 43
4.11 Fuel treatment system 46
3 Generator
4.12 Engine management and monitoring 49
3.1 Generator – General information 11
3.2 Leroy Somer generator – Model overview 13 5 Appendix A
3.3 Control version 1 – Terminal box 16
5.1 MTU contact persons/service partners 54
4 Engines of the Series
6 Appendix B
4.1 Product summary 17
6.1 Index 55
DCL-ID: 0000034091 - 002

MS13050/00E 2015-02 | Table of Contents | 3

 1 On-board Genset
1.1 Marine gensets with 12/16 V 4000 Mx3 S/F engines and
Leroy Somer generators
The marine genset consists mainly of a diesel engine and a generator mounted on a common frame.
Upon demand, the engine will start and drives the generator to produce electrical power. Marine gen-
sets are available in a wide range of power ratings.
The following figures show an overview of the components on a marine genset with 12 V 4000 Mx3 S/F
engines. The figures are also applicable to marine gensets with 16 V 4000 Mx3 S/F engines.

1 Oil priming pump 3 Air starter

2 Fuel prefilter 4 Central Terminal Box
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4 | On-board Genset | MS13050/00E 2015-02

 1 Generator 4 Engine with resilient 7 Cable trays
2 Exhaust bellows mounting and external 8 Connection: generator
3 Air filter cooling cooling water
5 Base frame 9 Power cable output
6 Preheater

Features
• Compact, powerful MTU Series 4000 engine with water-to-air charge-air cooling.
Reliable, maintenance-friendly, economical.
• Brushless synchronous generator acc. to IEC60034 with three measuring current transformers
• Continued short circuit 3xIN for about 10 seconds
• Analog or digital voltage regulator
• Space heater
• Roller bearings
• Temperature sensors for bearings (RTD)
• Temperature sensors for generator windings (RTD)
• Protective devices for all rotating parts
• Standard air filter
• The generator may be cooled with fresh or sea water
• The diesel engine is cooled with sea water
• Support structure
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• Central Terminal Box without control function (interface between genset and customer's control sys-
tem)
• Pneumatic starter

MS13050/00E 2015-02 | On-board Genset | 5

 Special equipment (options)
• Single or dual fuel prefilter with water separator
• Fuel cooler
• Heavy duty air filter
• Exhaust silencer
• Oil extraction pump
• Remote coolant cooler with electric fan drive
• Coolant preheater
• Genoline automation
• Second assembly level and polymer concrete cast
• The common base frame is designed for resilient mounting on the hull structure

Benefits
• Latest diesel engine technology
• State-of-the-art main components for high efficiency and long service life

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6 | On-board Genset | MS13050/00E 2015-02

 2 Engine
2.1 MTU 12/16 V 4000 Mx3 engine
The illustration shows an MTU 16 V 4000 Mx3 engine. It applies analogously to 12 V engines of this
model.

1 Exhaust outlet 10 Oil distribution housing 19 Cylinder head

2 Carrier housing 11 Coolant inlet from remote 20 Air line to intercooler
3 Exhaust turbocharger cooling system 21 Flywheel housing
4 Dry-type air filter 12 Thermostat housing 22 Flywheel
5 Air flap 13 Coolant filter 23 Intercooler
6 Coolant line to intercooler 14 Coolant pump 24 Exhaust flap
7 Coolant line from inter- 15 Engine mounting 25 Exhaust manifold
cooler 16 Oil pan KS Driving end
8 Oil cooler 17 Crankcase
9 Engine management and 18 Charge-air line
monitoring
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MS13050/00E 2015-02 | Engine | 7

 1 Engine management and 10 Recirculation line 19Battery-charging generator
monitoring 11 Exhaust manifold 20HP fuel pump
2 Oil cooler 12 Engine mounting 21Oil filter
3 Centrifugal oil filter 13 Charge-air line 22Bilge pump (option)
4 Crankcase breather 14 Oil pan 23Coolant outlet to remote
5 Dry-type air filter 15 Oil filler neck cooling system
6 Exhaust turbocharger 16 Crankcase 24 Coolant inlet from remote
7 Exhaust outlet 17 Cylinder head cooling system
8 Air line to intercooler 18 Fuel filter KGS Free end
9 Intercooler
Series 4000 Mx3 engines are compact, powerful, reliable, maintenance-friendly and extremely economi-
cal.
The injection system of these engines combines optimum fuel efficiency with the observation of all rele-
vant environmental standards. For detailed information on engine components, refer to the Functional
Description of the engine, MTU publication No. M013015/... (available through the regional distributor
or dealer).
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8 | Engine | MS13050/00E 2015-02

 Technical data
• Four-stroke diesel engine with four valves per cylinder and direct injection
• 12 or 16 cylinders in V arrangement (90°)
• Displacement:
– Per cylinder = 4.77 liters (291 in3)
– Total displacement 12 V = 58.56 liters (3.573 in3)
– Total displacement 16 V = 76.32 liters (4.656 in3)
• Counterclockwise
• Electronically controlled fuel injection
• Sequential turbocharging with charge-air cooling
• Split-circuit cooling system
• Piston cooling
• Triple-walled exhaust lines
• Electric or pneumatic starter
• Rigid, height-adjustable engine mounting (M23x-M43x)
• Service block with pumps, filters, coolers and coolant expansion tank (engines with engine-mounted
heat exchanger)

Engine model designation

Key to the engine model designation 12/16 V 4000 Gx3
12/16 Number of cylinders
V Cylinder arrangement: V engine
4000 Series
M Application
x Application segment (2, 4, 6, 8)
3 Design index
S/F 50 Hz / 60 Hz

Firing order
Number of cylinders Firing order
12V A1-B5-A5-B3-A3-B6-A6-B2-A2-B4-A4-B1
16 V A1-A7-B4-B6-A4-B8-A2-A8-B3-B5-A3-A5-B2-A6-B1-B7

Low life cycle costs

• Long service intervals
• High running capacity
• Low fuel consumption over the entire performance map
• Low oil consumption

Environmental compatibility
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• RheinSchUO Stufe II / IMO NOx certified; IMO-20% / EPA Tier 2 certified; EU Nonroad IIIA certified
• Complies with the above-mentioned exhaust emission regulations

Safety
• Complies with SOLAS requirements

Service
• 24/7 service
• Worldwide

MS13050/00E 2015-02 | Engine | 9

 2.2 Engine side and cylinder designations

1 Left engine side (A-side) 3 Right engine side (B-side)

2 Engine free end in accord- 4 Engine driving end in ac-
ance with DIN ISO 1204 cordance with
(KGS = Kupplungsgegen- DIN ISO 1204 (KS = Kup-
seite) plungsseite)
Engine sides are always designated (in accordance with DIN ISO 1204) as viewed from driving end (4).
For cylinder designation (in accordance with DIN ISO 1204), the letter "Ax" refers to the cylinders on
the left-hand side of the engine (1) and letter "Bx" refers to the cylinders on the right-hand side (3). The
cylinders of each bank are numbered consecutively, starting with x=1 at driving end (4).
The numbering of other engine components also starts with 1 at driving end (4).
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10 | Engine | MS13050/00E 2015-02

 3 Generator
3.1 Generator – General information
The electrical generator converts mechanical energy (produced by the engine) to electrical energy, gen-
erally using electromagnetic induction.
The illustration shows a Leroy Somer generator LSA50.1.

1 Lifting point* 3 Coolant connection 5 Mounting retainer

2 Terminal box with oil pri- 4 Main body with main sta- 6 SAE flange
ming pump control tor
* Do not use this lifting point to lift the entire genset.

Benefits
• Steel housing
• Gray-cast iron bearing shields
• Easy access and maintenance-friendly
• Ball bearings with relubrication unit
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• Side mounted terminal box with sufficient space to facilitate connection work

Operation
The electrical generator converts mechanical energy to electrical energy.
The two main parts of a generator are the rotor and the stator which are integrated in the generator
main body (5).
The LSA 50.1 generator is a brushless generator with rotating exciter field, 2/3-pitch winding, 6-con-
ductor design with insulation class H and field excitation system.
Noise suppression is in compliance with EN 55011, Group 1, Class B.
MS13050/00E 2015-02 | Generator | 11
 Closed-loop control
Generator output voltage is controlled by a voltage regulator. The voltage regulator is supplied from the
ship's power supply system.

Cooling
The generator is water-cooled. Oil is pumped into the bearing housing, flows through the water/oil heat
exchanger and collected in the bearing shell. Connections for water cooling (2).

Terminal box
The (Central Terminal Box) (4) accommodates the oil priming pump control.

Technical data
• Generator with one or two bearings (for 20V 4000 engines)
• Speed: 1,800 rpm (for 60 Hz) or 1,500 rpm (for 50 Hz)
• Voltage range: up to 690 V four-phase
• Winding type: form wound
• Complies with NEMA MG1-22, BS499, CSA C22.2, IEC 34-1 and VDE 0530

Main nameplate
The main nameplate is mounted on the stator. It contains the electrical specifications, the model and
the serial number of the generator. For generators with antifriction bearings, the plate specifies the
quantity, type and maintenance interval of the lubricant.

Instruction plate "Lubrication"

For generators with plain bearings, the name plate on the bearing contains the following information:
Change interval of the lubricant, filling quantity and viscosity of the oil.
For generators with antifriction bearings, the name plate on the stator contains the following informa-
tion: Type of bearing, change interval of the lubricant and filling quantity.

Instruction plate "Direction of rotation"

The arrow on the bearing shield on A side indicates the direction of rotation.

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12 | Generator | MS13050/00E 2015-02

 3.2 Leroy Somer generator – Model overview
AlternatorLSA50.1

1 Lifting point* 3 Coolant connection 5 Mounting retainer

2 Terminal box with oil pri- 4 Main body with main sta- 6 SAE flange
ming pump control tor
* Do not use this lifting point to lift the entire genset.
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MS13050/00E 2015-02 | Generator | 13

 AlternatorLSA52.2

1 SAE flange 3 Lifting point*

2 Mounting retainer 4 Coolant connection
* Do not use this lifting point to lift the entire genset.

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14 | Generator | MS13050/00E 2015-02

 AlternatorLSA53

1 Cable outlet 3 Coolant connection 5 Mounting retainer

2 Main body with main sta- 4 Lifting point* 6 SAE flange
tor
* Do not use this lifting point to lift the entire genset.
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MS13050/00E 2015-02 | Generator | 15

 3.3 Control version 1 – Terminal box
The figure shows the connections between generator, "empty" terminal box and customer for an en-
gine-generator set working with control version 1.

1 Consumer 3 Engine-generator set 5 Control cabinet

2 Generator 4 Current transformer 6 Generator voltage sam-
pling
Note to engine and control panel certification:
When the connection is over the CAN bus (CCB2), communication between the engine and control pan-
el must be certified by MTU.
• Terminal box mounted on base frame
• No control function
• SAM extended-advanced (optional)
• Bus card (CCB2) for connection to a non MTU-controller via CANOPEN/SAE J1939 (optional)
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16 | Generator | MS13050/00E 2015-02

 4 Engines of the Series
4.1 Product summary
The following overview drawings apply analogously to engine models 12 V 4000 Mx3 x.

Engines with remote heat exchanger and horizontal air intake

1 Exhaust outlet 10 Oil distribution housing 19 Cylinder head

2 Carrier housing 11 Coolant inlet from remote 20 Air line to intercooler
3 Exhaust turbocharger cooling system 21 Flywheel housing
4 Dry-type air filter 12 Thermostat housing 22 Flywheel
5 Air flap 13 Coolant filter 23 Intercooler
6 Coolant line to intercooler 14 Coolant pump 24 Exhaust flap
7 Coolant line from inter- 15 Engine mounting 25 Exhaust manifold
cooler 16 Oil pan KS Driving end
8 Oil cooler 17 Crankcase
9 Engine management and 18 Charge-air line
monitoring
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MS13050/00E 2015-02 | Engines of the Series | 17

 1 Engine management and 10 Recirculation line 19 Battery-charging generator
monitoring 11 Exhaust manifold 20 HP fuel pump
2 Oil cooler 12 Engine mounting 21 Oil filter
3 Centrifugal oil filter 13 Charge-air line 22 Bilge pump (option)
4 Crankcase breather 14 Oil pan 23 Coolant outlet to remote
5 Dry-type air filter 15 Oil filler neck cooling system
6 Exhaust turbocharger 16 Crankcase 24 Coolant inlet from remote
7 Exhaust outlet 17 Cylinder head cooling system
8 Air line to intercooler 18 Fuel filter KGS Free end
9 Intercooler

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18 | Engines of the Series | MS13050/00E 2015-02

 Engines with engine-mounted heat exchanger and horizontal air intake

1 Exhaust outlet 10 Oil cooler 19 Cylinder head

2 Carrier housing 11 Engine management and 20 Crankcase
3 Exhaust turbocharger monitoring 21 Charge-air line
4 Dry-type air filter 12 Oil distribution housing 22 Air line to intercooler
5 Air flap 13 Thermostat housing 23 Flywheel housing
6 Coolant expansion tank 14 Raw water inlet 24 Flywheel
7 Coolant line to intercooler 15 Coolant filter 25 Intercooler
8 Coolant line from inter- 16 Coolant pump 26 Exhaust flap
cooler 17 Engine mounting KS Driving end
9 Plate-core heat exchanger 18 Oil pan
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MS13050/00E 2015-02 | Engines of the Series | 19

 1 Raw water outlet 10 Exhaust outlet 19 Cylinder head
2 Engine management and 11 Air line to intercooler 20 Crankcase
monitoring 12 Recirculation line 21 Fuel filter
3 Plate-core heat exchanger 13 Exhaust manifold 22 Battery-charging generator
4 Oil cooler 14 Intercooler 23 HP fuel pump
5 Coolant expansion tank 15 Charge-air line 24 Oil filter
6 Centrifugal oil filter 16 Engine mounting 25 Bilge pump (option)
7 Crankcase breather 17 Oil pan 26 Raw water inlet
8 Dry-type air filter 18 Oil filler neck KGS Free end
9 Exhaust turbocharger

The following overview drawings apply analogously to engine models 16 V 4000 Mx3 x.
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20 | Engines of the Series | MS13050/00E 2015-02

 Engines with remote heat exchanger and vertical air intake

1 Exhaust outlet 10 Oil cooler 19 Engine mounting

2 Carrier housing 11 Engine management and 20 Oil pan
3 Exhaust turbocharger monitoring 21 Crankcase
4 Dry-type air filter 12 Oil distribution housing 22 Intercooler
5 Air flap 13 Thermostat housing 23 Exhaust manifold
6 Exhaust flap 14 Coolant inlet from remote 24 Flywheel housing
7 Air line to intercooler cooling system 25 Flywheel
8 Coolant line to intercooler 15 Coolant filter KS Driving end
9 Coolant line from inter- 16 Coolant pump
cooler 17 Cylinder head
18 Charge-air line
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MS13050/00E 2015-02 | Engines of the Series | 21

 1 Coolant outlet to remote 10 Exhaust turbocharger 19 Cylinder head
cooling system 11 Exhaust outlet 20 Fuel filter
2 Coolant inlet from remote 12 Air line to intercooler 21 Oil filter
cooling system 13 Intercooler 22 HP fuel pump
3 Engine management and 14 Engine mounting 23 Battery-charging generator
monitoring 15 Charge-air line 24 Bilge pump (option)
4 Oil cooler 16 Oil pan KGS Free end
5 Centrifugal oil filter 17 Oil filler neck
6 Crankcase breather 18 Crankcase
7 Dry-type air filter
8 Exhaust manifold
9 Recirculation line
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22 | Engines of the Series | MS13050/00E 2015-02

 Engines with engine-mounted heat exchanger and vertical air intake

1 Exhaust outlet 11 Plate-core heat exchanger 21 Oil pan

2 Carrier housing 12 Oil cooler 22 Crankcase
3 Exhaust turbocharger 13 Engine management and 23 Intercooler
4 Exhaust flap monitoring 24 Flywheel housing
5 Air line to intercooler 14 Oil distribution housing 25 Flywheel
6 Dry-type air filter 15 Coolant filter 26 Exhaust manifold
7 Coolant line to intercooler 16 Raw water inlet 27 Thermostat housing
8 Air flap 17 Coolant pump KS Driving end
9 Coolant line from inter- 18 Engine mounting
cooler 19 Charge-air line
10 Coolant expansion tank 20 Cylinder head
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MS13050/00E 2015-02 | Engines of the Series | 23

 1 Raw water outlet 10 Recirculation line 19 Crankcase
2 Engine management and 11 Exhaust turbocharger 20 Cylinder head
monitoring 12 Exhaust outlet 21 Fuel filter
3 Oil cooler 13 Air line to intercooler 22 Oil filter
4 Plate-core heat exchanger 14 Intercooler 23 HP fuel pump
5 Coolant expansion tank 15 Charge-air line 24 Battery-charging generator
6 Centrifugal oil filter 16 Engine mounting 25 Bilge pump (option)
7 Crankcase breather 17 Oil pan 26 Raw water inlet
8 Dry-type air filter 18 Oil filler neck KGS Free end
9 Exhaust manifold

Engines of series 12/16 V 4000 M23 x - M63 x

These engines are compact, powerful, reliable, maintenance-friendly and extremely economical.
The common rail injection system combines optimum fuel efficiency with the observation of all relevant
environmental standards.
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24 | Engines of the Series | MS13050/00E 2015-02

 Technical data
• Four-stroke, four-valve direct injection
• 12 and 16 cylinders
• 90° Vee angle
• Power rating
– 1140 to 2240 kW
• Bore
– 170 mm
• Stroke
– 210 mm
• Displacement
– 4.77 l per cylinder
• Counterclockwise rotation
• Electronically-controlled common rail injection
• Sequential turbocharging with charge-air cooling
• Split-circuit cooling system
• Piston cooling
• Triple-walled exhaust lines
• Electric or pneumatic starter
• Resilient, height-adjustable engine mounting (M53x-M63x)
• Rigid, height-adjustable engine mounting (M23x-M43x)
• Service block with pumps, filters, coolers and coolant expansion tank (engines with engine-mounted
heat exchanger)

Benefits
Low life cycle costs
• Long service intervals
• High running capacity
• Low fuel consumption over the entire performance map
• Low oil consumption

Environmental compatibility
• RheinSchUO Stufe II / IMO NOx certified; IMO-20% / EPA Tier 2 certified; EU Nonroad IIIA certified
• Complies with the above-mentioned exhaust emission regulations

Safety
• Complies with SOLAS requirements

Service
• 24/7 service
• Worldwide
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MS13050/00E 2015-02 | Engines of the Series | 25

 4.2 Crankcase with oil pan

1 Crankcase 8 Oil dipstick 15 Crankshaft bearing

2 Coolant chamber
3 Main oil gallery
4 Upper end cover
5 Cylinder liner
6 Oil transfer to cylinder
head and valve gear
7 Coolant transfer to cylin-
der head
9 Oil return from cylinder
head
10 Oil filler neck
11 Sealing rings
12 Inspection port cover
13 Oil pan
14 Crankshaft bearing cap
16 Oil pipe for piston cooling
17 Oil spray nozzle for piston
cooling
18 Camshaft bearing
KS Driving end

Crankcase
The oil pan is attached to the bottom of the crankcase; gearcase, coolant distribution housing and fly-
wheel housing are mounted on free end and the flywheel housing is mounted on driving end.
The cylinder heads with exhaust pipe, turbochargers and charge-air cooler are mounted on the two top
decks.

Technical data
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• Crankcase cast as one piece

• Integrated coolant pipework
• Integrated main oil gallery in upper end cover
• Oil supply for piston cooling
• Replaceable, wet cylinder liners
• Split sleeve bearings for crankshaft
• Sleeve bearings for camshaft
• Crankshaft bearing caps secured vertically and horizontally
• Crankcase ventilation (closed / open circuit)
• Large inspection port covers

26 | Engines of the Series | MS13050/00E 2015-02

 Benefits
• High rigidity
• Low noise and vibration levels
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MS13050/00E 2015-02 | Engines of the Series | 27

 4.3 Gear train

1 Drive gear for raw water 5 Idler gear 9 Idler gear

pump 6 Drive gear for high-pres-
2 Drive gear for coolant sure fuel pump and fuel
pump delivery pump
3 Crankshaft gear 7 Drive gear for battery-
4 Camshaft gear charging generator
8 Drive gear for oil pump
10 Drive gear for supplemen-
tary drive system (option-
al)
KGS Free end

Gear train
The gear train consists of the drive and idler gears installed in the gearcase.

Technical data
Straight toothed gears

Benefits
• Low-wear power transmission
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• Low maintenance
• No axial forces

28 | Engines of the Series | MS13050/00E 2015-02

 Operation
The crankshaft gear (free end) drives the camshaft gear and the following auxiliary units via idler gears:
• HP fuel pump
• Fuel delivery pump
• Oil pump
• Coolant pump
• Raw water pump
• Battery-charging generator
• Supplementary drive system (optional)
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MS13050/00E 2015-02 | Engines of the Series | 29

 4.4 Crank drive
This overview also applies to 8 V and 12 V.

1 PTO flange 5 Piston 9 Crankshaft

2 Coupling 6 Vibration damper KS Driving end
3 Ring gear 7 Crankshaft gear
4 Conrod 8 Counterweight

Crank drive
Well-matched components ensure maximum performance and minimum wear.

Technical data
Piston
• Light-metal skirt
• Bolt-on steel piston crown
• Two compression rings, one oil-scraper ring
• Piston cooling via oil spray nozzles
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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

30 | Engines of the Series | MS13050/00E 2015-02

 Crankshaft
• Forged
• Bolt-on counterweights
• Press-fitted crankshaft gear
• Low-wear plain bearings, oil supply from lube oil system
• Axial fixing by thrust bearing
• 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 via lube oil system
• Auxiliary PTO on engine free end (option)

Flywheel (driving end)

• Drive flange
• Coupling
• Ring gear

Benefits
• High performance
• Minimum weight
• Long service intervals
• Long service life
• Low oil consumption
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MS13050/00E 2015-02 | Engines of the Series | 31

 4.5 Cylinder head with injector

1 Exhaust valve 6 Inlet valve 11 HP fuel line

2 Valve guide 7 Injector a Charge air
3 Piston 8 Hold-down clamp b Exhaust gas
4 Sealing ring 9 Cylinder head c Coolant
5 Crankcase 10 Fuel return line d Engine oil

Cylinder head with injector

The cylinder heads containing the valve gear and fuel injection equipment are mounted on the crank-
case.
Coolant (c) for cylinder head cooling as well as engine oil (d) for valve gear lubrication are supplied from
the crankcase.
Cylinder head covers seal the cylinder heads, injectors, and valve gear on top.
The following components are connected to the cylinder head:
• Charge-air manifolds
• Exhaust manifolds (triple-walled)
• HP fuel lines
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• Fuel return lines

Technical data
• Individual cylinder heads
• Two inlet and two exhaust valves per cylinder
• Centrally located fuel injector
• Additional cooling bores to cool cylinder head and valve seats
• Metallically sealed to crankcase
• Engine oil and coolant transfers between crankcase and cylinder head sealed by gasket

32 | Engines of the Series | MS13050/00E 2015-02

 Benefits
• Design allows high cylinder pressure
• Low fuel consumption
• Low smoke index and exhaust-gas emissions
• Long service life

Operation
Charge air (a) flows into the combustion chamber of the cylinder when the inlet valves (6) are open.
When the injector (7) injects fuel into the combustion chamber, an air/fuel mixture is generated which
ignites spontaneously under compression.
When the exhaust valves (1) open, exhaust gases (b) created by the combustion process flow via the
outlet duct to the exhaust manifold leading to the exhaust turbochargers. The valve gear opens and
closes the inlet and exhaust valves (6, 1).
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MS13050/00E 2015-02 | Engines of the Series | 33

 4.6 Valve gear

1 Adjusting screw 6 Rocker arm (inlet) 11 Pushrod, exhaust

2 Locknut 7 Rocker arm (exhaust) 12 Pushrod, inlet
3 Bearing pedestal 8 Camshaft 13 Camshaft drive gear
4 Swing follower shaft 9 Valve bridge
5 Swing follower 10 Cylinder head

Valve gear
The camshaft with drive gear and the swing followers are installed in the crankcase. Pushrods connect
the swing followers and rocker arms. The bearing pedestals with the rocker arms are secured on the
cylinder heads.
Rocker arm movements are transferred to the valves by valve bridges.

Technical data
• Central camshaft, plain bearings lubricated from the crankcase
• The drive gear of the camshaft is directly driven by the crankshaft gear
• Valves controlled by swing followers, pushrods, rocker arms and valve bridges
• Bearing pedestal and rocker arms supplied with engine oil from the lube oil system
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• Floating valve bridges for inlet and exhaust valves

• Valve clearance adjustment on adjusting screws of rocker arms

Benefits
• Lightweight design
• Low rotating masses

34 | Engines of the Series | MS13050/00E 2015-02

 Operation
The camshaft (8) controls the opening and closing of the inlet and exhaust valves. The motion applied
from the cams of the camshaft to actuate the valves is transferred by swing followers (5), pushrods (11,
12) and rocker arms (6, 7) onto the valve bridges (9) of the inlet and exhaust valves. The valves are
opened against the spring action and closed by the spring action of the valve springs.
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MS13050/00E 2015-02 | Engines of the Series | 35

 4.7 Fuel system with common-rail injection
The following overview drawings also apply similarly to 8 V and 16 V.

Engines with remote heat exchanger

1 Distributor 5 Solenoid valve 9 HP pump

2 Common rail (pressure ac- 6 HP line KGS Free end
cumulator) 7 Filters
3 Return line 8 Delivery pump with bypass
4 Injector valve
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36 | Engines of the Series | MS13050/00E 2015-02

 Engines with engine-mounted heat exchanger

1 Distributor 5 Solenoid valve 9 Delivery pump with bypass

2 Plate-core heat exchanger 6 HP line valve
with fuel cooler 7 Injector 10 HP pump
3 Common rail (pressure ac- 8 Filters KGS Free end
cumulator)
4 Return line

Fuel system with common-rail injection

The fuel system consists of a low-pressure system and a high-pressure system (common rail system).
Controlled by the electronic engine management system the common rail injection system determines
injection pressure, timing and quantity independently of engine speed.
Injection pressures up to 1800 bar ensure optimum fuel injection and combustion conditions.

Technical data
Low-pressure system
The low-pressure system comprises:
TIM-ID: 0000012326 - 003

• Delivery pump with bypass valve

• Fuel filter

MS13050/00E 2015-02 | Engines of the Series | 37

 High-pressure system
The common rail injection system comprises:
• HP pump
• HP distributor block with pressure relief valve
• Distributor rails (common rail)
• HP lines
• Individual injectors with integrated, individual accumulator and limiting valve
• Electronic control

Return
• From the individual injectors and HP fuel distributor via the fuel cooler back to the tank or to the LP
fuel supply line.

Open-loop control
• Electronic with electronic engine management system

Benefits
• Optimum control of injection timing, fuel quantity and injection pressure
• Considerable reduction of particulate and pollutant emissions
• Low fuel consumption over the entire performance map
• Good acceleration
• Service-friendly
• High degree of reliability
• No mechanical adjustment required

Operation
Driven by a follower on the HP fuel pump, the fuel delivery pump (8/9) draws fuel from the tank through
the prefilter and delivers it via a check valve to filter (7/8) and to the HP pump (9/10).
The HP pump increases fuel pressure to 1,800 bar and delivers it via the distributor (1) to the common
rail (2/3). Fuel is distributed to the individual injectors (4/7) via the HP fuel lines (6). The solenoid
valves (5) of the injectors, which are controlled by the electronic engine management system, deter-
mine timing and quantity of fuel injection. Fuel injected by the injectors is distributed evenly in the com-
bustion chamber.
Surplus fuel is routed through return lines (3/4) to the fuel cooler (2) (located in the periphery for en-
gines with a remote heat exchanger), where it cools down and flows through an overflow valve back to
the tank or to the supply line of the low-pressure fuel system.

Safety devices
In the event of failure (e.g. of HP pump (9/10)), the pressure limiting valve installed in HP distributor (1)
reduces the maximum system pressure, thereby protecting the remaining components of the HP sys-
tem from overpressure.
The fuel drawn off is returned via the return line to the line leading to the tank. At decreased system
TIM-ID: 0000012326 - 003

pressure, the engine can be operated safely at partial load until the next service is possible.
In order to prevent continuous fuel injection and a possible fuel lock, e.g. in case of a jamming nozzle
needle, a limiting valve is integrated in the injector.
The valve interrupts the fuel supply from the accumulator to the injector if the flow rate is excessive.

38 | Engines of the Series | MS13050/00E 2015-02

 4.8 Charge-air and exhaust system
The illustration applies analogously to 12 V.

1 Exhaust gas discharge 7 Intake housing, left side 13 Charge-air line

2 Carrier housing 8 Recirculation line 14 Exhaust flap
3 Exhaust turbocharger 9 Recirculation valve 15 Actuating cylinder for ex-
4 Actuating cylinder for ex- 10 Intake housing, right side haust flap
haust flap 11 Exhaust manifold 16 Air line to intercooler
5 Air flap 12 Cylinder head 17 Intercooler
6 Dry-type air filter KGS Free end

Charge-air and exhaust system

The components of the charge-air and exhaust system are installed on the driving end (KS) in the en-
gine Vee. High power and acceleration requirements require wide-range performance maps for these
engines. Continuous improvement of charge-air and exhaust system design has realized engine torque
characteristics which fulfill these requirements.

Technical data
• Sequential turbocharging
TIM-ID: 0000013022 - 004

• Two coolant-cooled exhaust turbochargers

• Right turbocharger can be cut in/out
• Recirculation system
• Coolant-cooled, triple-walled exhaust manifold
• Charge-air cooling

MS13050/00E 2015-02 | Engines of the Series | 39

 Benefits
• Low exhaust emissions
• Low fuel consumption
• Low surface temperatures
• Low thermal stress
• High torque at low speeds
• Excellent acceleration characteristics
• Smooth transition from single to dual turbocharger operation
• Optimum charging efficiency adaptation to the air requirements of the engine
• Complete gas-tightness

Operation
Exhaust system
Exhaust gases flow out of the cylinder combustion chambers through the exhaust ducts (12) in the cyl-
inder heads and the cooled exhaust manifolds (11) to the exhaust turbochargers (3). Exhaust gas flow-
ing into the turbine housing (2) drives the turbine wheel of the rotor assembly before being routed out
to atmosphere via the exhaust discharge pipe (1).

Charge-air system
Turbine wheel and compressor wheel are located on one shaft. The compressor wheel draws in air
through the dry-type air filter (6) and compresses it. The compressed air flows through the charge-air
pipe (16) to intercooler (17) and further through charge-air pipe (13) to the inlet ducts of the cylinder
heads (12).
Intercooler functions
• Cooling – in load operation
• Preheating – warms up charge air to achieve optimum performance at low-load operation

Sequential turbocharging
The left exhaust turbocharger (3) is always in operation. The right exhaust turbocharger (3) can be cut
in/out.
A hydraulically actuated exhaust flap (14) is provided in the exhaust supply for this purpose.
The actuating cylinder of the exhaust flap (4) is controlled by the electronic engine management sys-
tem. When the exhaust turbocharger is not running, the hydraulically actuated air flap (5) closes the air
supply to the turbocharger. In low-speed operation, only the left turbocharger is running. The drawn-in
air is compressed and supplied through the intercooler (17) to the cylinders. When the engine runs up
to nominal speed, the electronic engine management system cuts in the right turbocharger (3) by open-
ing the exhaust supply to it.
At the same time, the engine management system opens the air flap (5) and the recirculation valve (9).
Part of the compressed air is now routed to the exhaust side of the turbocharger.
The increased flow rate allows the right turbocharger (3) to reach the optimum operating range more
quickly and to increase charge-air pressure. Now both turbochargers supply the engine with combus-
TIM-ID: 0000013022 - 004

tion air via the intercooler. With increasing engine speed, the engine management system closes the
recirculation valve (9).

40 | Engines of the Series | MS13050/00E 2015-02

 4.9 Lube oil system
Applies analogously to 16 V.

1 Exhaust turbocharger 6 Vibration damper 11 Oil cooler

bearings 7 Pressure control valve 12 Camshaft bearing
2 Crankcase breather 8 Idler gear bearings in gear- 13 Main oil gallery
3 Centrifugal oil filter case 14 Conrod bearings
4 Oil filter 9 Oil pan KGS Free end
5 HP fuel pump 10 Piston cooling oil spray
nozzles

Lube oil system

The lube oil system comprises the oil circuit and the piston cooling oil system.

Technical data
• Wet-sump forced-feed lubrication system
• High engine-oil cleaning efficiency provided by centrifugal oil filters
TIM-ID: 0000014078 - 003

Benefits
• Long oil-change intervals

Operation
The engine oil pump draws oil from the oil pan (9) through a suction basket and delivers it via a pres-
sure control valve (7) to the oil cooler (11). Upstream of the oil cooler, part of the oil flow is routed to
the centrifugal oil filters (3). These clean (centrifuge) the oil. The cleaned oil returns to the oil pan by
gravity.

MS13050/00E 2015-02 | Engines of the Series | 41

 The main oil flow is cooled in cooler (11), purified in oil filter (4) and delivered to the points of direct
lubrication in the engine and to the main oil gallery (13).
The following components / assemblies are supplied directly:
• Crankshaft support bearing, free end
• Vibration damper (6)
• Idler gear bearings in gearcase (8)
• Piston cooling oil spray nozzles (10)
• HP fuel pump (5)
The following components / assemblies are supplied from the main oil gallery (13):
• Swing followers and rocker shaft supports
• Camshaft thrust bearings (12)
• Crankshaft main bearings
• Exhaust turbocharger bearings (1)
• Control equipment for sequential turbocharging
• Crankshaft support bearing, driving end
• Conrod bearings (14) (via main bearings)
The oil pump is a gear pump. It is driven by the crankshaft via an idler gear. A pressure relief valve
protects it from excessive oil pressure.
The pressure control valve (7) provides oil-pressure control independent of engine speed.
The two pressure maintaining valves control the oil supply to the piston cooling oil spray nozzles. They
do not open before the minimum oil pressure is reached. They thus ensure lubrication of the crank drive
at lower speeds.

Piston cooling
With the pressure maintaining valves open, the oil flows from the oil duct into the gearcase through
both pipes in the crankcase to the spray nozzles (10) of the individual cylinders. They spray cooled and
filtered oil into the oil chambers under the piston crowns. The piston crowns are thereby cooled and the
upper conrod bearings are lubricated by the oil as it flows away.

TIM-ID: 0000014078 - 003

42 | Engines of the Series | MS13050/00E 2015-02

 4.10 Cooling system
The following overview drawings also apply to 16 V.

Engines with remote heat exchanger

1 Flywheel housing 7 Exhaust manifold (triple- 13 Oil distribution housing

2 Intercooler walled) 14 Coolant pump
3 Air line to intercooler 8 Oil cooler 15 Crankcase
4 Exhaust turbocharger car- 9 Coolant outlet to remote 16 Cylinder head
rier housing cooling system KGS Free end
5 Exhaust turbocharger 10 Coolant distribution hous- a Coolant
compressor casing ing
6 Exhaust turbocharger 11 Coolant filter
12 Thermostat
TIM-ID: 0000014535 - 005

MS13050/00E 2015-02 | Engines of the Series | 43

 Engines with engine-mounted heat exchanger

1 Flywheel housing 9 Plate-core heat exchanger 17 Oil cooler

2 Intercooler 10 Raw water outlet to sea 18 Oil distribution housing
3 Air line to intercooler 11 Raw water inlet from sea 19 Coolant pump
4 Exhaust manifold (triple- 12 Coolant distribution hous- 20 Crankcase
walled) ing 21 Cylinder head
5 Exhaust turbocharger car- 13 Raw water pump KGS Free end
rier housing 14 Coolant filter a Coolant
6 Exhaust turbocharger 15 Coolant expansion line b Raw water
compressor casing 16 Thermostat
7 Exhaust turbocharger
8 Coolant expansion tank

Cooling system
The cooling system comprises the coolant circuit (high-temperature and low-temperature) and the raw-
water circuit.

Technical data
• Two separate cooling circuits:
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– Coolant circuit
– Raw water circuit (seawater)
• Coolant cooling by raw water-cooled plate-core heat exchanger (titanium plates) (only on engines
with engine-mounted heat exchanger)
• Thermostat-controlled split-circuit cooling system
• Coolant-cooled / preheated charge-air
• Triple-walled exhaust manifolds

44 | Engines of the Series | MS13050/00E 2015-02

 Benefits
• Optimum operating temperatures for coolant, engine oil and charge air
• Charge-air preheating in idle and low-load operation prevents white-smoke formation
• Charge-air cooling during load-operation
• No raw water (seawater) in the engine
• Low surface temperatures

Operation
Coolant circuit (high temperature)
The engine-mounted coolant pump (14/19) delivers coolant (a) via the coolant distribution hous-
ing (10/12) into the coolant chambers of the crankcase (15/20), where it cools the cylinder liners and
flows into the cylinder heads (16/21). In the cylinder heads, the coolant flows through the coolant
chambers and ducts. After flowing into cooling chamber of the triple-walled exhaust manifolds (7/4),
the coolant flows through the carrier housings (4/5) of the exhaust turbochargers. From the exhaust
manifolds (7/4), it flows through the coolant distribution housing (10/12) to the thermostat (12/16).
Upstream of the thermostat, a small part of the coolant flow (limited by a flow restrictor) is routed di-
rectly to the coolant pump (14/19). A small part of the coolant flow is filtered in filter (11/14) and also
routed to the coolant pump.
When the engine is at operating temperature, the thermostat (12/16) routes a part of the coolant (a) -
depending on coolant temperature - to the plate-core heat exchanger (9). This is applicable to engines
with engine-mounted heat exchanger. On engines with remote heat exchanger, the coolant is routed to
the remote cooling system (9). The cooled coolant merges with the uncooled coolant flow from the
thermostat. Then it flows through the exhaust turbochargers (6/7) and the intercooler (2) (parts of the
LT circuit) back to the coolant pump (14/19). When the engine is cold, the coolant flow bypasses the
plate-core heat exchanger (9) or the coolant outlet to the remote cooling system (9), which allows the
engine and coolant to reach the operating temperature very quickly.

Coolant circuit (low temperature)

The merged coolant flows (a) from the thermostat (12/16) and from the plate-core heat exchanger (9)
or the remote cooling system (9) is routed:
• through the distribution housing (10/12) to the intercooler (2)
• to the compressor housings (5/6) of the exhaust turbochargers (6/7)
• to the air pipes (3).
After passing the intercooler (2), the coolant flow (a) together with the coolant from the two charge-air
manifolds (3) is routed either through the oil cooler (8/17) or, in part, directly to the coolant
pump (14/19). The flow rate to be routed directly to the coolant pump is determined by a flow restric-
tor.
On engines with engine-mounted heat exchanger, the coolant expansion tank (8) together with the ex-
pansion line (15) ensures constant coolant flow and pressure under varying temperature conditions.
To preheat the engine before startup, a preheating unit can be connected to the “preheating line outlet”
connection on the coolant distribution housing (10/12) and on the two “preheating line inlet” connec-
tions on the flywheel housing (1) (option).
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Raw water circuit (only on engines with engine-mounted heat exchanger)

The raw water pump (13), which is driven by the gear train, draws raw water (b) through a raw water
filter from outboard (11). It pumps the coolant through the plate-core heat exchanger (9) back over
board (10) and to the gear oil heat exchanger (option).

MS13050/00E 2015-02 | Engines of the Series | 45

 4.11 Fuel treatment system

1 Open position 5 Three-phase current motor 9 Closed position

2 Switch cabinet 6 Dirt trap 10 Open position
3 Overflow valve, bypass 7 Gear pump 11 Pressure vessel
3 bar 8 Frame 12 Closed position
4 Coupling
The KFWA fuel treatment system was designed to separate solid substances and water from fuel. It is to
be installed in the main fuel flow between fuel tank and propulsion engine.
The fuel treatment system provides three operating modes:
• Normal operation
• Operation with clogged filter-coalescer element
• Emergency operation in the event of a power failure
TIM-ID: 0000007729 - 006

46 | Engines of the Series | MS13050/00E 2015-02

 1 Overflow, atmospheric 9 Ball valve on fuel treat- 17 Automatic water drain
pressure ment system outlet 18 Water level probe (3-in-1
2 Bypass 1 10 Disco check valve rod electrode)
3 Bypass 2 700 mbar 19 Sampling connection, inlet
4 Safety valve, 3 bar 11 Disco check valve 5 mbar 20 Switch cabinet
5 Ball valve on fuel treat- 12 Return 21 Pump
ment system inlet 13 Diesel engine 22 Coarse filter
6 Pressure gage 14 Overflow tank 23 Supply
7 Venting point/sampling 15 Water separator filter 24 Tank
connection, outlet 16 Ball valve for draining
8 Differential-pressure gage

Normal operation
The fuel treatment system comprises a filter coalescer unit. A gear pump (21) supplies fuel to the coa-
lescer filter (15), where it flows from the inside to outside of the filter element. First, the fuel flows
through the filter layer, then through the coalescer layer, where water is separated from fuel.
The coalescer element contains various hydrophilic materials which are able to retain very small water
droplets, thus providing water separation.
After a certain time, these small droplets merge to drops of approx. 3 mm size, emerge from the ele-
ment and sink to the bottom of the container. Water accumulation is monitored by a water level
TIM-ID: 0000007729 - 006

probe (3-in-1 rod electrode, 18). When the maximum water level is reached, water is discharged via the
automatic drain valve (17).
The drain valve opens and closes automatically when the fuel treatment system is in operation. There is
no need to interrupt propulsion engine operation, because subsequent venting of the fuel treatment
system is not required.
The contamination of the filter coalescer element is monitored via the differential pressure. If a differen-
tial pressure of 1.5 bar is reached, an alarm is displayed and the filter coalescer element should be re-
placed as soon as possible. The differential pressure is to be determined for visual inspection using the
pressure gage mounted on the inlet and outlet sides.

MS13050/00E 2015-02 | Engines of the Series | 47

 The engine-mounted fuel delivery pump is sensitive to pressure fluctuations at the inlet. In order to sep-
arate the fuel delivery pump from the fuel treatment system with regard to pressure and flow rate varia-
tions, the fuel flows through an unpressurized overflow tank (14) which is installed downstream of the
housing. The fuel delivery pump draws fuel from this tank.

Operation with clogged filter-coalescer element

If it is not possible to replace the element in spite of an alarm message, the pressure continues to in-
crease until the overflow valve at the bypass 2 (3) opens.
In this case, the fuel flows into bypass 1 (2), bypassing the fuel treatment system, into the overflow
tank, and fuel purification is provided by the engine-mounted fuel filters only. Water separation is no
longer provided.

Emergency operation in the event of a power failure

In order to ensure continuous fuel supply, even if the pump unit should be stopped due to a power fail-
ure or for filter element replacement, the fuel treatment system is equipped with a bypass.
In normal operation with the system being pressurized, this bypass is closed.
It opens automatically when the engine-mounted fuel delivery pump draws fuel from the tank through
this bypass line. The opening pressure is 5 mbar. In this case, fuel purification is provided by the en-
gine-mounted fuel filters.

TIM-ID: 0000007729 - 006

48 | Engines of the Series | MS13050/00E 2015-02

 4.12 Engine management and monitoring
Figure also applies similarly to 8 V and 12 V engines.

Item Designation Explanation

1 Voltage supply Input of on-board power supply
2 Interface Plant/control system
3 ECU 7/9 Engine governor
4 EIM Interface to engine monitoring system
5 EMU 8 Engine monitoring unit
6 Interfaces Between engine control and monitoring units and en-
gine sensors/actuators/starter/battery-charging
generator (wiring harnesses)
7 Engine
8 Interface Power supply for starter

Engine management and monitoring

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One of the key innovations on Series 4000-03 engines is the new generation of the MTU-specific elec-
tronic engine management system.
The new engine governor “ADEC” (ECU7/9) is very robust, which makes it even more suitable for the
harsh engine room environment.
The engine monitoring system ensures operational availability and prolongs the service life of the en-
gine. Injection timing, injection duration and the resulting injection quantity are recalculated for each
firing and for each cylinder. This guarantees low consumption, minimum exhaust gas emissions and
maximum power.

MS13050/00E 2015-02 | Engines of the Series | 49

 ADEC (Advanced Diesel Engine Controller)
The main tasks of the ADEC governor (ECU7/9) are engine management/engine governing, controlling
common rail injection and monitoring vital engine operating values.

Technical data
• Flat housing with 4 self-locking edge connectors
• Integrated engine monitoring
• Integrated safety functions
• 24 VDC power supply
• LED for self-diagnostics
• All sensors and actuators directly connected to the ECU
• Integrated test system ITS
• All sensors and actuators are monitored for short circuits and defective wiring
• Expansion capability via engine-side bus system (EMU)

Functions
Closed-loop control
• Engine speed or torque
• High-pressure fuel

Open-loop control
• Injection (fuel pressure, injection timing, injection duration, operating status)
• Engine protection with dual-level safety systems. The following responses by the governor can be
programmed:
– Controlled torque reduction
– Torque limitation by deduction of an absolute value
– Torque limitation by deduction of a relative value
– Shutdown

Engine monitoring
• Engine speed
• Coolant level
• Coolant temperature
• Charge-air temperature
• Fuel temperature (rail)
• Intake air temperature
• Charge-air coolant temperature
• Oil temperature
• Coolant pressure
• Crankcase pressure
• Fuel pressure after filter
• Fuel pressure (rail)
• Oil pressure
TIM-ID: 0000016282 - 005

• Charge-air pressure
• Charge-air coolant pressure
• Turbocharger speed

Benefits
• Maintenance-free
• Screen pages for operating status, measured values and fault display (on optional color display)
• Screen pages for monitoring CAN communication (on optional color display)

50 | Engines of the Series | MS13050/00E 2015-02

 Purpose of the units
Engine governor ECU 7/9

Central control unit for the engine

• Implements MCS-6 and RCS-6 settings at the engine
• Control of the injection system
• Registration and analysis of engine operating states
• Limit value monitoring
• In the event of inadmissible states and limit value violations: Initiation of power reduction, engine
shutdown or emergency engine stop (configurable)
• Self-monitoring
• Diagnosis via CAN interface for dialog unit
TIM-ID: 0000016282 - 005

MS13050/00E 2015-02 | Engines of the Series | 51

 Engine Monitoring Unit EMU 8

Additional monitoring unit for the engine

• Conversion of inputs from the monitoring system into signals to the engine
• Acquisition and evaluation of engine operating states
• Limit value monitoring
• Redundant monitoring of central engine-specific sensors
• In the event of inadmissible states and limit value violations: Initiation of power reduction, engine
shutdown or emergency engine stop (configurable)
• Transfer of fault messages to the monitoring and control system
• Download of engine and plant-related settings
• Self-monitoring
• Diagnosis with dialog unit (laptop)
TIM-ID: 0000016282 - 005

52 | Engines of the Series | MS13050/00E 2015-02

 Engine Interface Module (EIM)

MTU provides a defined interface with all the necessary connection assemblies (connectors or optional
cables) for such applications to allow customer plants to be adapted to the engine components.
The Engine Interface Module (EIM) is the central connection box on the engine. There are no control
elements and maintenance parts on this interface module.
All engine signals integrated in the engine wiring harness.
The Engine Interface Module provides the following features:
• Starter control
• Battery-charging generator monitoring
• Open bus interface (CAN) SAE J1939 to the plant
• Emergency stop functions
• Redundant power supply
TIM-ID: 0000016282 - 005

• Optional control of emergency-air shutoff flaps

• Key switch logic
• Interface to ECU and EMU
• Interface for MCS-6 dialog
• Oil priming pump control via separate MTU PPC box

MS13050/00E 2015-02 | Engines of the Series | 53

 5 Appendix A
5.1 MTU contact persons/service partners
Our worldwide sales network with its subsidiaries, sales offices, representatives and customer service
centers ensures fast and direct support on site and the high availability of our products.

Local support
Experienced and qualified specialists place their knowledge and expertise at your disposal.
For locally available support, go to the MTU Internet site: http://www.mtu-online.com

24h hotline
With our 24h hotline and the outstanding flexibility of our service staff, we are always ready to assist
you – either during operation, for preventive maintenance, corrective work in case of malfunction or
changed operating conditions, or for spare parts supply.
Your contact person in our Customer Assistance Center:
E-mail: info@mtu-online.com
Tel.: +49 7541 9077777
Fax: +49 7541 9077778
Asia/Pacific: +65 6100 2688
North and Latin America: +1 248 560 8000

Spare parts service

Fast, simple and correct identification of spare parts for your drive system or vehicle fleet. The right
spare part at the right time at the right place.
With this aim in mind, we can call on a globally networked spares logistics system, a central warehouse
at headquarters and on-site stores at our subsidiary companies, agencies and service workshops.
Your contact at Headquarters:
E-mail: spare.parts@mtu-online.com
Tel.: +49 7541 908555
Fax: +49 7541 908121
TIM-ID: 0000000873 - 015

54 | Appendix A | MS13050/00E 2015-02

 6 Appendix B
6.1 Index
C V
Charge-air and exhaust system 39 Valve gear 34
Contact persons 54
Control version 1 16
Cooling system 43
Crank drive 30
Crankcase with oil pan 26
Cylinder 
– Designation  10
Cylinder head with injector 32

E
Engine  7
Engine driving end 
– Definition  10
Engine free end 
– Definition  10
Engine management and monitoring 49
Engine sides 
– Designation  10
Engine-generator set 
– Control version 1  16

F
Fuel system with common-rail injection 36
Fuel treatment system 46

G
Gear train 28
Generator 4
– General information  11
– Model overview  13

H
Hotline 54

L
Lube oil system 41

M
Marine genset 4
DCL-ID: 0000034091 - 002

MTU contact persons 54

P
Product summary 17

S
Service partners 54
Spare parts service 54

T
Terminal box 16

MS13050/00E 2015-02 | Appendix B | 55