FUNCTIONAL DESCRIPTION MTU.pdf

MTU_ValueService Technical Documentation

Diesel Engine 12 V 4000 G2316 V 4000 G2312 V 4000 G23R12 V 4000 G4316 V 4000 G4312 V 4000 G6316 V 4000 G6312 V 4000 G8316 V 4000 G83

Functional Description M013027/01E

Printed in Germany 2008 Copyright MTU Friedrichshafen GmbHThis Publication is protected by copyright and may not be used in any way whether in whole or in part without theprior 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 ordamage during operation.Subject to alterations and amendments.

Table of Contents 01

1 Series 4000 engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02

1.1 Series 12/16V 4000-03 engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02

1.2 Crankcase with oil pan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 04

1.3 Gear train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 06

1.4 Crank drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 08

1.5 Cylinder head with injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101.6 Valve gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

1.7 Fuel system with common-rail injection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141.8 Charge-air and exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

1.9 Lube oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

1.10 Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

1.11 Engine management and engine monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

1.12 Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

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02 Series 4000 engines


1.1 Series 12/16V 4000-03 engines

010 Crankcase and attachments020 Gear train030 Crank drive040 Cylinder head050 Valve gear070 Fuel system (high pressure)080 Fuel system (low pressure)

100 Exhaust turbocharger110 Intercooler120 Air intake / air supply140 Exhaust system170 Starting system180 Lube oil system / lube oil circuit200 Coolant system

210 Power supply230 Mounting / support250 PTO Systems, KS and KGS

(coupling)500 Monitoring, control and regulation

devices, general electric equipment

12/16V 4000-03 enginesThese engines are compact, powerful, reliable, maintenance-friendly and extremely economical.The common rail injection system combines optimum fuel efficiency with the observationof all relevant environmental standards.

Technical data Four-stroke, four-valve direct injection 12, 16 cylinders 90 Vee angle Power 12V:

1910 kW 159.17 kW per cylinder

Displacement 12V:

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Series 4000 engines 03

57.24 l 4.77 l per cylinder

Power 16V: 2500 kW 156.25 kW per cylinder

Displacement 16V: 76.32 l 4.77 l per cylinder

Counterclockwise rotation Electronically-controlled common rail injection ESCM (automatic power matching to changing site conditions) Exhaust turbocharging with charge-air cooling Dual-circuit cooling system with charge-air water cooling Piston cooling Electric starter or compressed-air starter motor (option) Resilient engine mounting

Benefits Long service life High running capacity Low fuel consumption Fulfills most exhaust emission standards

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1.2 Crankcase with oil pan

1 Crankcase2 Cooling chamber3 Main oil gallery4 Top cover5 Cylinder liner6 Engine oil transfer

7 Coolant transfer8 Oil dipstick9 Oil filler neck

10 Inspection-port cover11 Oil pan12 Crankshaft bearing cap

13 Crankshaft bearing14 Oil nozzle for piston cooling15 Camshaft bearingKS Driving end

CrankcaseThe oil pan is attached to the bottom of the crankcase; gearcase, coolant distribution housingand flywheel housing are mounted on the front.The cylinder heads and engine lifting points are mounted left and right on the top decks,the exhaust turbochargers in the middle.

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Technical data Crankcase cast as one piece Integral coolant ducting Main oil gallery integrated in top cover Replaceable, wet cylinder liners Split plain bearings for the crankshaft Plain bearings for the camshaft Crankshaft bearing caps secured vertically and horizontally Integral oil supply for piston cooling Crankcase breather (closed circuit) Large inspection port cover

Benefits High rigidity Low noise and vibration levels

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1.3 Gear train

1 Drive gear for coolant pump,low-temperature circuit

2 Drive gear for coolant pump,high-temperature circuit

3 Camshaft gear4 Crankshaft gear

5 Drive gear for HP fuel pump andfuel delivery pump

6 Idler gear7 Drive gear for battery-charging

generator8 Engine-oil pump gear

9 Idler gear10 Drive gear for auxiliary units,

e.g. hydrostatic pump

Gear trainThe gear train comprises the drive and idler gears installed in the gearcase.

Technical dataStraight toothing of gears

Benefits Low-wear power transmission Low maintenance

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No axial forces

OperationThe crankshaft gear (4) drives the camshaft gear (3) and the following auxiliary units via idler gears (6,9):

HP fuel pump (5) Fuel delivery pump (5) Coolant pump, low-temperature circuit (1) Coolant pump, high-temperature circuit (2) Battery-charging generator (7) Engine oil pump (8) Auxiliary unit (10)

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1.4 Crank drive

1 Drive flange2 Ring gear3 Piston

4 Conrod5 Crankshaft6 Crankshaft gear (free end)

7 Vibration damper8 Crankshaft counterweight

KS = Driving end

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

Technical dataPiston

Light-metal skirt Piston crown screwed on Two compression rings, one oil-scraper ring Piston cooling by 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

Crankshaft Forged

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Bolt-on counterweights Press-fitted crankshaft gear Low-wear plain 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

OperationThe forces generated in the combustion chambers of the cylinders are transmitted from the pistons (3) andconrods (4) to the crankshaft (5), transformed into rotary movement and transmitted via the drive flange(1). Torsional vibrations are hydraulically balanced by the vibration damper (7). A press-fitted gear on thefree end drives the gear train idler and drive gears. 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 pistonsare constantly cooled with oil from the spray nozzles installed in the crankcase.

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1.5 Cylinder head with injector

1 Exhaust valve2 Valve guide3 Sealing ring4 Inlet valve

5 Injector6 Hold-down clampa Charge airb Exhaust

c Coolantd Engine oil

Cylinder head with injectorThe cylinder heads with valve drive and fuel injection system 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 to the injectors by the HP fuel pump via a common accumulator.Fuel reaches the injectors via HP lines.

Technical data Individual cylinder heads 2 inlet and exhaust valves Central injector Additional cooling bores to cool compression face and valve seats Metallic sealing ring at cylinder liner Engine oil and coolant transfers between crankcase and cylinder head sealed by gasket

Benefits Designed for high ignition pressures Low fuel consumption Low exhaust-gas index and exhaust gas emissions

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Long maintenance intervals

OperationCharge air flows into the combustion chamber of the cylinder when the inlet valves (4) are open.An air/fuel mixture is created in the combustion chamber when fuel is injected by the injector,this mixture self-ignites as a result of compression.When the exhaust valves (1) open exhaust gases created by the combustion process flow viathe outlet duct to the exhaust manifold leading to the exhaust turbochargers. The valve driveopens and closes the inlet and exhaust valves (4, 1).

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1.6 Valve gear

1 Camshaft drive gear2 Camshaft3 Pushrod4 Swing follower5 Swing-follower shaft6 Cylinder head7 Rocker arm (inlet)

8 Bearing support9 Rocker arm (exhaust)

10 Valve bridge11 Valve springs12 Exhaust valve13 Inlet valve

KGS Free end

Valve gearCamshaft with drive gear and swing followers are installed in the crankcase. Pushrods connect the swing followersand rockers. The bearing supports with the rocker arms are mounted on the cylinder heads.

Technical data Centrally arranged camshaft, lubrication of sleeve bearings from the crankcase Camshaft drive gear is driven directly by crankshaft gear Valves controlled by swing followers, pushrods, rockers and valve bridges Bearing support and rocker arms are supplied with engine oil from the lube oil system Flying valve bridges for inlet and exhaust valves Valve clearance adjustment at the adjusting screws of the rocker arms

Benefits Low-weight design Low rotating masses

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OperationThe camshaft (2) controls opening and closing of the inlet and exhaust valves (13, 12). Movements initiatedby the cams on the camshaft to actuate the valves are transmitted to the valve bridges (10) of the inlet andexhaust valves (13, 12) by swing followers (4), pushrods (3) and rockers (7, 9). The valves (13, 12) openagainst spring pressure and close with the pressure exerted by the valve springs (11).

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1.7 Fuel system with common-rail injection

1 Distribution rail2 Injector3 Solenoid valve (electronically

controlled)4 Return line from the injectors

5 HP fuel line6 Return line to the tank7 Fuel filter8 Fuel hand pump (option)9 Feed line from tank

10 Fuel delivery pump11 HP fuel control block12 HP fuel pump13 Fuel distributor14 Pressure limiting valve

Fuel system with common-rail injectionThe 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 determinesinjection pressure, timing and quantity independently of engine speed.Injection pressures up to 1800 bar ensure optimum fuel injection and combustion conditions.

Technical dataLow pressureThe low-pressure system comprises:

Fuel delivery pump, driven by a follower of the HP fuel pump Fuel hand pump Fuel filter

High pressureThe common rail injection system comprises:

HP fuel pump HP distributor block with pressure relief valve

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Distributor rail (Common Rail) Single-wall HP lines Injectors with integrated, individual accumulator and flow restrictor

Return From the injectors and high-pressure fuel distributor (in emergency mode) to tank line

Control Electronic with electronic engine management system Injection start and injection end electronically controllable (variable)

Benefits Significant reduction of pollutant emission at low speeds Variable pressure in common rail Good fuel consumption over the entire performance range Good acceleration No power loss at high fuel temperatures No mechanical adjustment required Easy maintenance High degree of reliability Exemplary smooth running

OperationDriven by a follower on the HP fuel pump (11), the fuel delivery pump (10) draws fuel from the tank (9)and delivers it to the HP pump (11) via the fuel filter (7). The HP pump increases fuel pressure to up to1800 bar and delivers fuel via the HP distribution block (13) to the two rails (1).HP lines (5) supply the fuel to the injectors (2). Injection timing and quantity are determined by the solenoidvalves (3) installed in the injectors (2) controlled by the electronic engine management system.The fuel quantity required for the injection process as well as for the maintenance of the system pressureof up to 1800 bar is regulated by a fuel control block (11) integrated in the HP fuel pump.The engine electronics determine fuel quantity depending on system pressure and engine speed and controlthe HP fuel control block in accordance with a performance map stored in the electronic system.Fuel injected by the injectors (2) is distributed evenly in the combustion chamber.Surplus fuel is led from the injectors via return lines (4) back to the tank.The entire HP fuel system is designed with single-walled lines.

Safety devicesIn the event of failure (e.g. of HP fuel pump (11)), the pressure limiting valve (14) installed in HP distributor (13) reducesthe maximum system pressure, thereby protecting the remaining components of the HP system from overpressure.The fuel drawn off is returned via the return line to the line leading to the tank (6). At decreased systempressure, the engine can be operated safely at partial load until the next service is possible.To prevent continuous injection and a potential fuel lock (e.g. if the needle of the injector nozzleseizes), a flow-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.

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1.8 Charge-air and exhaust system

1 Exhaust turbocharger, rightside (free end)

2 Exhaust outlet3 Exhaust turbocharger, left

side (free end)4 Turbine housing5 Compressor housing6 Charge-air pipe, right side

7 Exhaust turbocharger, rightside (driving end)

8 Exhaust turbocharger, left side(driving end)

9 Intercooler10 Charge-air pipe, left side11 Air intake, connection for air filter12 Air supply pipe

13 Inlet duct14 Exhaust manifolds, left and

right sides15 Exhaust duct

AirExhaust

Charge-air and exhaust systemThe components of the charge-air and exhaust system are installed on the driving end (KS) and on top of the engine.High power and acceleration requirements require wide-range performance maps for theseengines. Continuous improvement of turbocharging and exhaust system design has realizedengine torque characteristics which fulfill these requirements.

Technical data Single-stage exhaust turbocharging Four exhaust turbochargers on 12V and 16V engines Dry exhaust gas lines in the engine V Exhaust elbow with vertical outlet Charge-air cooling

Benefits Low exhaust emissions

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Low fuel consumption High degree of engine efficiency Optimum load application characteristics Straightforward connection to external exhaust gas system

OperationExhaust systemWhen the exhaust valves open, exhaust gases flow out of the cylinder combustion chambers through the exhaustducts (15) in the cylinder heads to the exhaust manifolds (14) leading to the exhaust turbochargers (1, 3, 7, 8).Exhaust gas flowing into the turbine housing (4) drives the turbine wheel of the rotor assembly before beingrouted out to atmosphere via the exhaust outlet (2) and the exhaust gas system.Charge-air systemCompressor wheel which is arranged on the same shaft of the rotor assembly draws air from the outside(11) via air filter and compresses it in the compressor housing (5). The compressed air flows throughthe charge-air pipes (6, 10) to the intercooler (9). From there, air is led via air supply pipes (12) tothe inlet ducts (13) of the cylinder heads into the combustion chambers.To achieve high cylinder power output, the charge-air is cooled in intercooler (9). The split-circuitcoolant system provides the possibility to preheat the charge air in the intercooler in low-loadoperation. This leads to low HC emissions in low-load operation.

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1.9 Lube oil system

1 Engine oil pump2 Suction basket3 Engine oil heat exchanger4 Centrifugal oil filter5 Engine oil filter (switchable)6 Main oil gallery7 HP fuel pump8 Vibration damper9 Crankshaft support bearing,

free end10 Conrod bearings11 Piston cooling nozzle

12 Crankshaft main bearing13 Camshaft thrust bearing14 Cylinder head15 Camshaft bearing16 Crankshaft support bearing,

driving end17 Crankshaft thrust bearing18 Exhaust turbocharger bearing,

left side19 Exhaust turbocharger bearing,

right side20 Pressure relief valve

21 Control valve before engine22 Pressure maintaining valve23 Oil priming pump inlet connection24 Oil priming pump outlet connection25 Oil sampling cock

Technical data Wet-sump forced-feed lubrication system High engine-oil cleaning efficiency provided by centrifugal oil filters Automatic oil filter (option)

Benefits Long oil-change intervals

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OperationThe engine oil pump (1) draws oil from the oil pan through a suction basket (2) and delivers it via a connectingline to the engine oil heat exchanger (3) and to the centrifugal oil filters (4).These clean (centrifuge) the oil. The cleaned oil returns to the oil pan by gravity.The oil mainly flows through the five engine oil filters (5) directly to the lubrication pointsin the engine and to the main oil gallery (6).The following components / assemblies are supplied directly:

HP fuel pump (7) Vibration damper (8) Crankshaft support bearing, free end (9) Conrod bearings (10) Piston cooling nozzles (11)

The following components / assemblies are supplied from the main oil gallery (6): Crankshaft main bearings (12) Camshaft thrust bearings (13) Cylinder head (14) Camshaft bearings (15) Crankshaft support bearing, driving end (16) Crankshaft thrust bearing (17) Exhaust turbocharger bearings (18, 19)

The engine oil pump (1) is a gear pump. It is driven by the crankshaft via an idler gear. A pressure-reliefvalve (20) protects the pump against excessive oil pressure.The control valve (21) provides oil-pressure control independent of engine speed.Pressure maintaining valves (22) supply the spray nozzles for piston cooling when a minimum oil pressurehas been reached. They thus ensure lubrication of the engine at lower speeds.

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1.10 Cooling system

Engine coolant circuit

1 Engine coolant pump2 Engine oil heat exchanger3 Crankcase4 Flow restrictor5 Coolant collecting line6 Thermostat7 Engine coolant cooler8 Engine coolant expansion

tank, HT circuit9 Expansion and vent line, HT circuit

10 Inlet to engine coolant preheater(option)

11 Outlet from engine coolantpreheater (option)

12 Engine coolant drain plug13 Charge-air coolant pump14 Intercooler15 Thermostat, LT16 Charge-air coolant cooler17 Charge-air coolant expansion

tank, LT circuit18 Expansion and vent line, LT circuit19 Charge-air coolant drain plug20 Engine coolant temperature sensor21 Engine coolant outlet to engine

coolant cooler22 Engine coolant inlet from engine

coolant cooler

23 Charge-air coolant outlet tocharge-air coolant cooler

24 Charge-air coolant inlet fromcharge-air coolant cooler

25 Supply connection to roomheating system

26 Return connection from roomheating system

P = Pressure measuring pointT = Temperature measuring point

Technical data Two separate circuits:

Engine coolant HT (high-temperature) Charge-air coolant LT (low-temperature)

Coolant cooling by: Electrically driven fan

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Mechanically driven fan Water/water heat exchanger (e.g. plate-core heat exchanger)

Thermostat-controlled coolant circuit Coolant-cooled / preheated charge-air

Benefits Engine, oil and charge-air reach optimum operating temperature very quickly White smoke prevented by heating the charge air in idling and low-load operation Charge-air cooling during load-operation

OperationEngine coolant circuit (HT circuit)Following the start of the engine, the engine coolant pump (1) pumps part of the coolant through the engine oil heatexchanger (2) into the coolant chambers of the crankcase (3). The other part of the coolant flows there directlyvia a flows restrictor (4). The coolant flows around the cylinder liners and into the cylinder heads.It flows through the coolant chambers and bores in the cylinder heads and then proceeds to thethermostat (6) via the coolant collecting lines (5) on the left and right.The thermostat (6) diverts the engine coolant to the engine coolant cooler (7) when the engine is under load (warmengine). Cooled engine coolant coming from the engine coolant cooler (7) then returns to the engine coolant pump (1).The thermostat (6) leads the engine coolant directly to the engine coolant pump (1) when the engine is cold.Bypassing the engine coolant cooler (7) allows the engine, lube oil and engine coolantto reach operating temperature quickly.The engine coolant expansion tank (8) is installed at the highest point of the cooling system. It compensatesengine coolant quantity and pressure and is connected to the circuit by an expansion and vent line (9).The engine is generally equipped with a preheater (10, 11).Drain plugs (12) are provided at the lowest points of the engine coolant circuit.Charge-air coolant circuit (LT)The charge-air coolant pump (13) installed on the engine pumps the charge-air coolant to the intercooler (14).The charge-air coolant passes to the thermostat (15) via the intercooler (14). The charge-air coolant passes tothe charge-air coolant cooler (16) via the thermostat (15) when the engine is at operating temperature. Cooledcharge-air coolant coming from the charge-air coolant cooler (16) flows to the charge-air coolant pump (13).The thermostat (15) leads the charge-air coolant directly to the charge-air coolant pump (13) when the engine is cold.The charge-air coolant expansion tank (17) is installed at the highest point of the cooling system. It compensatescharge-air coolant quantity and pressure and is connected to the circuit by an expansion and vent line (18).Drain plugs (19) are provided at the lowest points of the charge-air coolant circuit.

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1.11 Engine management and engine monitoring

CS Customers control systemSAM Service and Application Module

P Plant

E EngineG Battery-charging generatorM Starter

ADEC Advanced Diesel EngineController (ECU7)

I/0 Terminal strips (inputs/outputs)

Engine management and engine monitoringOne of the key innovations on Series 4000-03 engines is the new generation of the MTU-specificelectronic engine management system.The new engine governor "ADEC" (ECU7) is significantly more robust than previous units, whichmakes it even more 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 eachcylinder. This minimizes consumption and exhaust gas emission and maximizes power.

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

Technical data Flat housing with four self-locking plug connectors Integrated engine monitoring Integrated safety functions Redundant, galvanically isolated CAN busses to SAM (Service and Application Module) and Display DIS (option)

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24 V DC 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)

FunctionsGoverning

Engine speed or torque Fuel HP

Control Injection (fuel pressure, commencement and duration of injection, 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 Engine shutdown

Engine monitoring for genset applications Exhaust temperature, A-bank Exhaust temperature, B-bank Engine speed Oil pressure Coolant temperature Intercooler coolant temperature Coolant level Intercooler coolant level Turbocharger speed Leak-off fuel level Oil temperature Fuel pressure downstream of filter

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 at governor failure Interface for remote diagnostics Interface for web base server Display of ADEC fault codes Display of SAM fault codes Additional sockets for input and output cards

Engine operating data is continuously stored in the SAM.

Interfaces to customers systems 28 binary inputs 24 binary outputs 8 analog inputs 10 analog outputs

Benefits Versatile interfacing (according to customer requirements) Straightforward connection to common, commercially-available genset controllers

A special SAMplus version providing additional features is offered to meet specific requirements.

Color display DIS (option) Engine speed, oil pressure and coolant temperature are being monitored and displayed Integrated test system ITS

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Redundant CAN bus interface to governor and SAM customer interface 24 V DC supply Display (option) of:

Fuel leakFuel filter differential pressure monitoringInterval oil primingAutomatic oil replenishment

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)

POM (Power Output Module) from 01/2007 Engine side completely wired for use Starer and battery-charging generator connected to battery Redundant CAN bus interface to governor

Benefits Wiring of starter and battery-charging generator by customer no longer required

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1.12 Index

CCharge-air and exhaust system . . . . . . . . . . . 16Cooling system . . . . . . . . . . . . . . . . . . . . . . . . 20Crank drive . . . . . . . . . . . . . . . . . . . . . . . . . . . 08Crankcase with oil pan . . . . . . . . . . . . . . . . . . 04Cylinder head with injector . . . . . . . . . . . . . . . 10

EEngine management and enginemonitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

FFuel system with common-rail injection . . . . . 14

GGear train . . . . . . . . . . . . . . . . . . . . . . . . . . . . 06

IIndex . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

LLube oil system . . . . . . . . . . . . . . . . . . . . . . . . 18

SSeries 12/16V 4000-03 engines . . . . . . . . . . . 02

VValve gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

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FUNCTIONAL DESCRIPTION MTU.pdf