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Functional Description

Diesel engine

Engine model kW/cyl. Application group
12V2000M72 90 kW/cyl 1B, continuous operation, variable, high load
16V2000M72 90 kW/cyl. 1B, continuous operation, variable, high load
12V2000M92 107.7 kW/cyl. 1DS; continuous operation, variable, low load
16V2000M92 101.9 kW/cyl. 1DS; continuous operation, variable, low load
12V2000M93 112 kW/cyl. 1DS, Continuous operation, variable, low load
16V2000M93 112 kW/cyl. 1DS, Continuous operation, variable, low load

Table 1: Applicability

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Table of Contents
1 Series 2000 Diesel Engine 1.10 Cooling system 27
1.11 Engine management and monitoring 31
1.1 Product summary 4 1.12 Operation and Servicing 36
1.2 Crankcase 7
1.3 Gear train 9
2 Appendix A
1.4 Crank drive 11
1.5 Cylinder head with injector 13 2.1 Abbreviations 38
1.6 Valve gear 15 2.2 MTU Contact/Service Partners 41
1.7 Fuel system with common-rail injection 17
1.8 Charging system 20 3 Appendix B
1.9 Lube oil system 25
3.1 Index 42
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1 Series 2000 Diesel Engine
1.1 Product summary
Series 2000 common rail engines overview
Figure applies to12V/16V2000M72/M92/M93.

1 Engine oil heat exchanger 13 Exhaust turbocharger (pri- 25 Raw water pump
2 Engine oil filter mary turbocharger) 26 Plate-core heat exchanger
3 Coolant filter 14 Exhaust turbocharger, left 27 Thermostat housing
4 Fuel cooler (secondary turbocharger) 28 Fuel priming pump
5 Diverter lever for engine oil 15 Actuating cylinder for ex- 29 Fuel duplex filter (switcha-
filter haust flap ble)
6 Coolant distribution housing 16 Actuating cylinder for air a Air intake
with integrated expansion flap b Exhaust outlet (horizontal)
tank 17 Control valve for flap con- c Raw water connection to
7 Lifting eye (free end) trol gearbox cooling system
8 Air filter 18 Cylinder head cover d Raw water connection from
9 ECU 7 19 Exhaust system housing overboard
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10 Air collector housing 20 Engine mounting e Raw water connection to

(shroud) 21 Electric starter overboard
11 Exhaust turbocharger, right 22 Oil pan KGS = engine free end
(secondary turbocharger) 23 Battery-charging generator
12 Carrier housing 24 Gearcase

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1 Carrier housing upper sec- 11 Fuel filter 21 Drive flange
tion 12 Engine oil heat exchanger 22 Flywheel housing
2 Exhaust turbocharger, left 13 Thermostat housing 23 Engine mounting
(secondary turbocharger) 14 Exhaust system housing 24 Carrier housing middle sec-
3 Exhaust turbocharger (pri- 15 Coolant pump tion
mary turbocharger) 16 Crankcase breather line 25 Carrier housing lower sec-
4 Exhaust turbocharger, right 17 HP fuel pump tion
(secondary turbocharger) 18 Fuel delivery pump a Air intake
5 Lifting eye (driving end) 19 Oil filler neck b Exhaust outlet
6 Coolant filler neck 20 Oil dipstick KS = engine driving end
7 Crankcase breather
8 Engine oil filter
9 Coolant filter
10 Coolant distribution housing
with integrated expansion

Series 12V2000 and 16V2000 common rail engines

These engines are compact, powerful, reliable, maintenance-friendly and extremely economical.
Other outstanding features are the excellent power-to-weight ratio and low emission levels.
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The common rail injection system combines optimum fuel efficiency with the observation of all relevant envi-
ronmental standards.
With their sequential turbocharging, electronic engine management and split-circuit cooling system these en-
gines are state-of-the art technology.
These engines have been designed for high-performance applications such as fast yachts and patrol boats,
but also for the severe service profile of vessels in continuous operation, e.g. fast ferries.

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• Four-stroke diesel engine
• 12 or 16 cylinders
• 90° Vee angle
• Displacement 12V:
– 26.8 liters
– 2.23 liters per cylinder
• Displacement 16V:
– 35.7 liters
– 2.23 liters per cylinder
• Counterclockwise rotation
• Electronically-controlled common rail injection
• Single-stage sequential turbocharging with charge-air cooling
• Triple-wall, air-insulated exhaust manifolds
• Electrical starter
• Resilient, height-adjustable engine mounting
• Service block with pumps, filters, heat exchangers, battery-charging generator, coolant expansion tank
• Electronic engine management system

Application group Engine Power (kW) Speed (rpm)
1B continuous operation, 12V2000M72 1080 2250
variable, high load 16V2000M72 1440 2250
1DS continuous opera- 12V2000M92 1220 2450
tion, variable, low load 16V2000M92 1630 2450
12V2000M93 1340 2450
16V2000M93 1790 2450

Life cycle costs
• Low fuel consumption over entire performance map
• Low oil consumption
• Easy maintenance
• Application group 1B: Unrestricted high-load operation
• Application group 1DS: Unrestricted low-load operation
Exhaust regulations
• IMO Tier II (Marpol Convention)
• EU Nonroad St IIIA (97/68/EC)
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• EPA Marine T2 Comp (40CFR94)

• High standard
• Compliance with SOLAS requirements

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1.2 Crankcase

1 Coolant chamber (return) 13 Coolant connection for cool- 25 Pressure-oil connection to

2 Coolant chamber (supply) ing of turbochargers engine oil heat exchanger
3 Crankcase breather installa- 14 Carrier housing installation 26 Vertical screw of bearing
tion position position cap
4 Main oil gallery 15 Oil return from cylinder 27 Gasket of oil pan
5 Sealing rings head 28 Main bearing cap
6 Coolant return from cylinder 16 Coolant supply to cylinder 29 Sleeve bearing (crankshaft)
head head 30 Gearcase installation posi-
7 Cylinder liner 17 Flywheel housing installa- tion
8 Carbon scraper ring tion position 31 Oil nozzle for piston cooling
9 Engine oil transfer to cylin- 18 Crankcase 32 Engine oil transfer to gear-
der head 19 Oil pan case
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10 Intercooler installation posi- 20 Oil filler neck 33 Coolant distribution housing

tion 21 Oil dipstick installation position
11 Engine oil connection for lu- 22 Connection for crankcase 34 Sleeve bearing (camshaft)
brication of turbochargers breather KGS Free end
and flap actuation assembly 23 Oil drain, free end
12 Coolant transfer to carrier 24 Horizontal screw of bearing
housing cap

Crankcase with oil pan

Crankcase and oil pan are bolted together and sealed with a gasket.

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Technical data
• Crankcase cast as one piece
• Integral coolant ducting
• Integrated oil supply to lubrication points and for piston cooling through the two main oil galleries
• Replaceable, wet cylinder liners with twin-stage plateau honing and carbon scraper ring
• Metallic seal between cylinder liner and cylinder head
• Split sleeve bearings for the crankshaft
• Camshaft sleeve bearings
• Vertical and horizontal bolting of the main bearing caps
• Integrated piston cooling oil supply via the two main oil galleries
• Crankcase ventilation (closed circuit)
• Oil pan with oil filler neck, dipstick, oil drain and connections for crankcase ventilation
• Engine oil pump, pressure and suction lines and suction strainer

• High rigidity
• Low noise and vibration levels

Crankshaft with conrods and pistons, camshaft and engine oil pump are installed in the crankcase.
Gearcase (free end), coolant distribution housing (free end), flywheel housing (driving end), cylinder heads,
intercooler, crankcase breather, lifting eyes and the carrier housing for the turbochargers are mounted on
the crankcase.
The engine components installed in and mounted on the crankcase are supplied with coolant and engine oil
from the crankcase.

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1.3 Gear train

1 Driving gear for auxiliary 9 Crankshaft gear (free end) 17 Idler gear
PTO 10 Raw-water pump 18 Engine oil pump
2 Speed-sensor disk 11 Idler gear 19 Engine oil pump drive gear
3 Driving gear for camshaft 12 Coolant pump 20 Idler gear
4 Camshaft 13 Coolant pump gear 21 Auxiliary PTO
5 Crankshaft 14 Driver for HP fuel pump and KS Driving end
6 Driver for optional hydraulic fuel delivery pump KGS Free end
pump drive 15 HP fuel pump and fuel deliv-
7 Raw-water pump gear ery pump
8 Idler gear 16 Crankshaft gear (driving

Gear train
The gear train comprises the driving and idler gears arranged on the engine driving end and in the gearcase
on the engine free end.

Technical data
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Straight toothing of gears

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

The crankshaft gear (16) drives the camshaft and the idler gear (17) of the engine oil pump (18). The gear (1)
drives the auxiliary PTO (21) via idler gear (20).

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Via the two idler gears (8) and (11) the crankshaft gear (9) drives coolant pump, raw water pump, HP fuel
pump and fuel delivery pump.
An auxiliary PTO can be additionally installed in the gearcase (free end) as an option. Engine speed and injec-
tion timing are measured by redundant sensors at the speed-sensor disks (2) of the camshaft and the crank-
shaft (Section 1.4).

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1.4 Crank drive

1 Piston 5 Counterweight 9 Crankshaft gear (driving

2 Speed-sensor disk 6 Vibration damper with belt end)
3 Hub with gear pulley 10 Ring gear
4 Conrod 7 Crankshaft gear (free end) 11 Drive flange
8 Crankshaft

Crank drive
The crank drive is installed in the crankcase. It is supported in sleeve bearings and locked in axial direction.
Engine oil supplied from the crankcase provides lubrication of the bearings and the vibration damper and
cooling of the pistons.

Technical data
• Light-metal solid-skirt pistons with crown cooling duct
• Two compression rings, one oil-scraper ring
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• Piston cooling via oil spray nozzles

• Forged
• Split bearing shells
• Oil supply to lower bearing via crankshaft
• Lubrication of the upper bearing from the lower bearing through an oil duct in the conrod

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• Forged
• Bolt-on counterweights
• Press-fitted crankshaft gears at driving end and free end
• Low-wear sleeve bearings, oil supply from lube-oil system
• Axial location bearing provided
• Support bearings on engine driving end and free end, sealed with radial-lip oil seal

Vibration damper (free end)

• Torsional vibration damper with hydraulic balancing
• Integrated belt pulley
• Oil supply from lube oil system

Flywheel (free end)

• Hub with gear for auxiliary PTO
• Drive flange
• Ring gear for starter pinion
• Speed-sensor disk

• High performance
• Minimum weight
• Long maintenance intervals
• Long service life
• Low oil consumption

The forces generated in the combustion chambers of the cylinders are transmitted from the pistons (1) and
conrods (4) to the crankshaft (8), transformed into rotary movement and transmitted via the PTO flange (11).
Torsional vibrations are hydraulically balanced by the vibration damper (6). Gears (7 + 9) 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 pro-
vided by the lube oil system. To cool the solid-skirt pistons, spray nozzles installed in the crankcase continu-
ously spray oil into the piston crown cooling ducts.
The speed-sensor disk on the crankshaft (2) and on the camshaft (→ Page 9) ensure engine speed and injec-
tion timing are each measured by two sensors.
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1.5 Cylinder head with injector

1 Charge-air line 10 Sealing 19 Valve guide

2 Rail 11 Cylinder head 20 Valve-seat insert
3 Fuel return line 12 Exhaust manifold 21 Valve spring
4 Cable bushing to injector 13 Exhaust system housing 22 Sealing plate
5 Cable connection at injector 14 Intermediate plate a Charge air
6 Cylinder head cover 15 Exhaust valve b Exhaust
7 HP fuel line 16 Combustion chamber c Engine oil
8 Intermediate housing 17 Injector d Engine coolant
9 Injector pressure accumula- 18 Inlet valve

Cylinder head with injector

The cylinder heads are bolted on the crankcase. The bearing supports for the valve gear and the intermediate
housings are secured to the cylinder heads. Cylinder head covers seal the cylinder heads on top.
Coolant for cylinder head cooling as well as engine oil for valve gear lubrication are supplied from the crank-
The intermediate housing and cylinder head cover separate the fuel side (HP fuel line and injector pressure
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accumulator) from the oil side (valve gear and cylinder head).

• Individual cylinder heads
• Two inlet and exhaust valves
• Valve-seat inserts (inlet and exhaust)
• Centrally located fuel injector, secured with hold-down clamp
• Parting point to cylinder liner with metallic seal
• Engine oil and coolant transfers between crankcase and cylinder head sealed by sealing plate

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• Designed for high ignition pressures
• Low fuel consumption
• Low exhaust-gas index and exhaust gas emissions
• Long maintenance intervals

With the inlet valves (18) open, charge air flows from the charge-air pipe (1) into the combustion chamber of
the respective cylinder.
When the injector (17) injects fuel into the combustion chamber, an air/fuel mixture is generated which ig-
nites spontaneously under compression.
The exhaust gases generated by the combustion process flow through the exhaust valves (15) - after these
have opened - via the exhaust duct into the exhaust manifold (12) to the exhaust turbochargers. Operation
(opening/closing) of the inlet and exhaust valves (18+15) is controlled by the valve gear.
The accumulator of the injector (9) is continuously supplied with fuel from the rail (2) via a HP line.

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1.6 Valve gear

1 Camshaft gear 7 Cylinder head 13 Inlet valve

2 Pushrod 8 Support 14 Valve springs
3 Roller tappet (inlet) 9 Valve clearance adjusting 15 Exhaust valve
4 Roller tappet (exhaust) screw 16 Crankshaft gear
5 Camshaft 10 Rocker arm (inlet) 17 (KS) speed-sensor disk
6 Rocker arm (exhaust) 11 Rocker shaft KS Driving end
12 Valve bridge

Valve gear
Camshaft with driving gear and roller tappets are installed in the crankcase. Pushrods provide the connec-
tion between roller tappets and rocker arms. 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
• The camshaft gear is directly driven by the crankshaft gear; Pushrods with roller tappets (splash lubrica-
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• 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

• Low-weight design
• Low rotating masses

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The camshaft controls the operation (opening/closing) of the inlet and exhaust valves (13 + +15). Valve con-
trol movements initiated by the camshaft are transmitted by roller tappets (3+4), pushrods (2) and rocker
arms (6+10) to the valve bridges (12) of the inlet and exhaust valves (13+15). The valves (13+15) are opened
against the spring pressure and closed by the pressure of the valve springs (14).
Engine speed and injection timing are measured by redundant sensors at the speed-sensor disks of the cam-
shaft (17) and the crankshaft.

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1.7 Fuel system with common-rail injection

1 Temperature sensor 12 Sealing 23 HP fuel pump

2 Pressure sensor 13 Intermediate frame 24 Zero-delivery restrictor
3 Pressure limiting valve 14 Cylinder head valve
4 HP fuel distributor 15 Charge-air pipe with inte- 25 Suction restrictor valve (sol-
5 Double-walled HP line grated common rail enoid controlled)
6 Fuel cooler (coolant-cooled) 16 Leak sensor 26 Fuel priming pump
7 Rail 17 Fuel return to fuel line to 27 Change-over lever
8 Injector with accumulator tank 28 Fuel duplex filter (switcha-
9 HP line to injector 18 Safety valve ble)
10 Return line 19 Non-return valve KGS Free end
11 Cylinder head cover 20 Feed line from tank a Fuel inlet, low pressure
21 Fuel delivery pump b Fuel inlet, high pressure
22 Pressure limiting valve c Fuel return
d Leak-off fuel

Fuel system with common-rail injection

The fuel system consists of a low-pressure system and a high-pressure system (common rail system).
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The common rail injection system is controlled by the electronic engine management system. Injection pres-
sure, start of injection and quantity of fuel injection are determined independent of engine speed. Injection
pressures up to 1800 bar ensure optimum fuel injection and combustion conditions.

Low pressure
• Fuel delivery pump, driven by camshaft of HP fuel pump, with non-return and safety valve
• Fuel priming pump
• Fuel duplex filter (switchable)

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High pressure
The following components are installed in the common-rail injection system:
• HP fuel pump with suction restrictor and zero-delivery restrictor valve
• HP distribution block with pressure limiting valve, pressure sensor and temperature sensor
• Rails
• Double-walled HP lines to the injectors
• Injectors with integrated individual accumulator and limiting valve

• Surplus fuel from HP pump, injectors and HP distribution block (in emergency operation) is led to the re-
turn line to the tank. Return fuel from injectors and HP distribution block is cooled in the fuel cooler be-
fore being returned to the tank

Leak-off fuel
• Fuel leak monitoring by leak sensor

Open-loop control
• Electronic with electronic engine management system
• Injection timing electronically controllable (variable)

• Significant emission reduction at low engine speeds
• Variable pressure in common rail
• Low fuel consumption
• Good acceleration
• Maintenance friendly
• Possible leaks at HP sealing points are led off by gravity and monitored
• Reduced risk of fire

The fuel delivery pump (21) draws fuel from tank (20) and delivers it via the fuel duplex filter (28) to the HP
pump (23). The HP pump increases fuel pressure to up to 1800 bar and delivers fuel via the HP distribution
block (4) to the two rails (7). HP lines (9) connected to the rails supply the fuel to the injectors (8). Solenoid
valves which are integrated in the injectors (8) and are controlled by the electronic engine management sys-
tem determine injection timing and quantity.
The fuel quantity required for the injection process and to maintain the system pressure (up to 1800 bar) is
preset by a suction restrictor (25) integrated in the HP pump. The engine electronics determine fuel quantity
depending on system pressure and engine speed and control the HP fuel control block in accordance with a
performance map stored in the electronic engine management system. The injectors (8) provide optimum
distribution of fuel in the combustion chamber. The surplus fuel leaving the injectors is led through return
lines (10) to the fuel cooler (6). Here, the fuel is cooled and led together with surplus fuel from the HP pump
through line (17) to the line to the fuel tank (20).
The entire HP fuel system is designed with jacketed lines. The rails (7) are integrated in the two charge-air
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pipes (15). HP lines and injector accumulators are enclosed by the intermediate frame (13) and the cylinder
head cover (11) and therefore separated from the oil chamber of the cylinder head (14). Possible leaks are
monitored and signalized by a sensor (16).

Safety features
In the event of a fault, e.g. of the HP fuel pump (23), the pressure limiting valve (3) integrated in the HP fuel
distribution block (4) decreases maximum system pressure, thus protecting the other HP components from
overload. The fuel drawn off is returned via the fuel cooler to the line leading to the tank. At decreased sys-
tem pressure, the engine can be operated safely at partial load until the next service is possible.

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The fuel drawn off is returned via the fuel cooler to the line leading to the tank. At decreased system pres-
sure, 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 stroke, e.g. in case of a jamming nozzle nee-
dle, a limiting valve is integrated in the injector. In case of excessive flow, the limiting valve shuts off fuel
supply from the individual fuel accumulator to the injection nozzle.
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1.8 Charging system

1 Exhaust manifold 11 Exhaust turbocharger, right- 21 Carrier housing upper sec-

2 Cylinder head hand side (secondary turbo- tion
3 Charge-air line charger) 22 Carrier housing lower sec-
4 Air collector housing 12 Turbine wheel tion
(shroud) 13 Turbine housing 23 Actuating cylinder of air flap
5 Intercooler 14 Exhaust flap 24 Bellows
6 Air filter 15 Exhaust turbocharger, cen- 25 Spring cylinder for air flap
7 Air flap ter (primary turbocharger) 26 Solenoid valve for secon-
8 Flap housing 16 Exhaust manifold dary turbocharger, left-hand
9 Compressor housing (cool- 17 Carrier housing cover side
ant-cooled) 18 Bellows (exhaust outlet) 27 Exhaust valve
10 Compressor wheel 19 Exhaust turbocharger, left- 28 Combustion chamber
hand side (secondary turbo- 29 Inlet valve
charger) KGS Free end
20 Actuating cylinder for ex-
haust flap

Charging system
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High power and acceleration requirements need wide-range performance maps for these engines. Engine tor-
que characteristics meeting these requirements have been achieved by systematic improving single-stage
sequential turbocharging design.
The newly developed ZR 125 exhaust turbochargers in combination with the optimized flow characteristics of
air and exhaust system ensure high charging efficiency. This leads to high final compression temperatures. In
order to meet the surface temperature requirements for classification, cooled compressor housings are

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• Single-stage turbocharging
• Electronically controlled sequential turbocharging with three operating modes
• Coolant-cooled, three-piece carrier housing for three exhaust turbochargers
• Three exhaust turbochargers
• Coolant-cooled compressor housings
• Coolant-cooled, triple-walled air-gap-insulated exhaust manifold
• Coolant-cooled intercooler
• Left-hand and right-hand exhaust turbochargers (secondary turbochargers) can be cut in/out
• Central exhaust turbocharger runs continuously (primary turbocharger)
• Common exhaust outlet

• Low exhaust emissions
• Low fuel consumption
• Low surface temperatures
• Reduced thermal stress
• High engine torque at low speeds (wide engine performance map)
• Excellent acceleration characteristics
• Smooth transition from single TC operation to double TC operation and from double TC operation to triple
TC operation and vice versa
• Optimum adaptation of charging efficiency to the air requirements of the engine air – absolute gas-tight-
• Compact design

Exhaust system function

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1 Exhaust manifold 5 Exhaust flap 9 Exhaust pipe

2 Exhaust turbocharger 6 Wastegate valve/wastegate 10 Exhaust duct
3 Turbine housing 7 Exhaust manifold 11 Cylinder head
4 Turbine wheel 8 Bellows (exhaust outlet)

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Exhaust system
With the exhaust valves open, exhaust gases flow from the combustion chambers of the cylinders through
the exhaust ducts (10) of the cylinder heads (11) to the exhaust manifolds (1) and further through the ex-
haust pipes (9) to the exhaust turbochargers (2).
The exhaust gas entering the turbine housing (3) of the exhaust turbochargers drives the turbine wheel (4) of
the respective rotor assembly. From the turbocharger outlet, the exhaust gases flow through exhaust mani-
fold (1), exhaust outlet and the ship-side exhaust system to the atmosphere.
The exhaust flaps (5) installed in the exhaust manifold open/close the exhaust outlet downstream of the sec-
ondary turbochargers. Thus the respective secondary turbocharger is cut in/cut out.

1 Air filter 6 Exhaust turbocharger 11 Inlet duct

2 Air flap 7 Intake housing 12 Cylinder head
3 Flap housing 8 Exhaust flap 13 Combustion chamber
4 Compressor wheel 9 Intercooler 14 Charge air lines
5 Compressor housing 10 Air collector housing

Charge-air system
Exhaust turbochargers driven by the exhaust flow of the two cylinder banks supply the charge-air system
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with the required quantity of charge air. Air is drawn through the air filters (1) and compressed by the com-
pressor wheel (4), which is arranged on the rotor assembly shaft in the compressor housing (5) of the ex-
haust turbocharger (6). From the exhaust turbochargers, the compressed air flows through the intercool-
er (9) into the air-collection housing (10). There the charge air is distributed to the two charge-air pipes (14)
and - with the inlet valves open - flows through the inlet ducts (11) of the cylinder heads (12) into the com-
bustion chambers (13) of the respective cylinders.
Air flaps (2) installed in the flap housings (3) open/close the air supply to the secondary turbochargers.
To achieve high cylinder power, the compressed air is cooled with coolant in the intercooler (9). The split-
circuit cooling system permits preheating of the charge air in the intercooler in low-load operation. This leads
to low HC emissions during low-load operation.

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Sequential turbocharging

1 Combustion chamber 6 Turbine 11 Compressor

2 Exhaust manifold 7 Exhaust flap 12 Intercooler
3 Primary turbocharger 8 Exhaust outlet 13 Charge-air line
4 Secondary turbocharger 9 Air inlet after air filter
5 Secondary turbocharger 10 Air flap
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Sequential turbocharging
Sequential turbocharging is controlled by the electronic engine management system and facilitates the cut-
ting in/out of secondary turbochargers (4+5) based on engine and exhaust turbocharger speed.
During engine starting and at low idle, all three exhaust turbochargers (3+4+5) are cut in. To increase
charge-air pressure with increasing load, the two secondary turbochargers (4+5) are cut out by the air and
exhaust flaps so that only the primary turbocharger (3) is running. At high engine speeds all three exhaust
turbochargers are continuously cut in.

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The secondary turbochargers (4+5) are cut in/ cut out by the exhaust flaps (7) installed between turbine
housing (6) and exhaust outlet (8) and by the air flaps (10) installed in the air inlets of the secondary turbo-
chargers (4+5). The exhaust flaps (7) are opened/closed by hydraulic pressure cylinders. The air flaps (10)
are opened by the intake air depression against the spring force of the air flaps. The air flaps are closed by
hydraulic pressure cylinders.
When cutting out secondary turbochargers (4+5), exhaust flaps (7) and air flaps (10) close simultaneously.
The air supply to the respective secondary turbocharger is interrupted by air flap (10). The air which has been
drawn in and compressed by primary turbocharger (3) is then routed to the combustion chambers (1) of both
cylinder banks via intercooler (12), air collection housing and charge-air pipes (13).
The first secondary turbocharger is already cut in by the electronic engine management system on running
up to rated speed, i.e. the exhaust flap is opened. The suction draft of the running turbine rotor opens the
spring-loaded air flap in the air inlet. As soon as engine and turbocharger speed have reached the setpoint
value, the second secondary turbocharger is cut in. The secondary turbochargers are cut out in the same
manner, i.e. depending on engine and turbocharger speed.
To ensure stable exhaust turbocharger control, turbochargers are cut in / cut out with hysteresis.

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1.9 Lube oil system

1 Engine oil pump 11 To HP fuel pump and its 21 Oil filler neck
2 Strainer driver sleeve 22 Oil dipstick
3 Oil pan 12 Camshaft bearing 23 Crankcase
4 Connecting line 13 Crankshaft bearing 24 Cylinder head
5 Engine oil heat exchanger 14 Lower conrod bearing 25 Gearcase
6 Engine oil filter (switchable) 15 Upper conrod bearing 26 Change-over lever (engine
7 Main oil gallery 16 Rocker-arm bearing oil filter)
8 Coupling support bearing, 17 Bearing of turbine rotor 27 Crankshaft support bearing
free end 18 Piston cooling nozzle 28 Idler gear bearing, aux. PTO
9 Vibration damper 19 Sequential turbocharging
10 Idler gear bearing control/actuation
20 Engine oil pump pressure
limiting valve

Lube oil system

The lube oil system supplies engine oil to all lubrication points of the engine, piston cooling as well as all
control and actuating cylinders operated with engine oil.
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• Wet-sump forced-feed lubrication system

• Long oil-change intervals

M013023/02E 2018-11 | Series 2000 Diesel Engine | 25

The engine oil pump (1) draws oil via a strainer (2) from the oil pan (3) and delivers it through a connecting
line (4) to the engine oil heat exchanger (5) and to the two oil filters (6). From the oil filters, the cooled and
filtered oil is supplied via the two main oil galleries (7) to the lubrication points, spray nozzles and control and
actuating cylinders.
Components supplied with oil:
• Crankshaft support bearing, free end (8)
• Vibration damper (9)
• Idler gear bearing in gearcase (10)
• HP fuel pump and its driver sleeve (11)
• Camshaft bearings (12)
• Crankshaft bearings (13)
• Lower conrod bearings (14)
• Upper conrod bearings (15)
• Rocker-arm bearings (16)
• Exhaust turbocharger bearings (17)
• Piston cooling nozzles (18)
• Sequential turbocharging control/actuation (19)
• Crankshaft support bearing, driving end (27)
• Idler gear bearing, aux. PTO (28)
The engine oil pump (1) is a gear pump. It is driven by the crankshaft gear (driving end) via an idler gear.
Pressure limiting valve (20) protects the engine from excessive oil pressure.

TIM-ID: 0000006137 - 003

26 | Series 2000 Diesel Engine | M013023/02E 2018-11

1.10 Cooling system

1 Coolant pump 11 Coolant line to compressors 21 Coolant filter

2 Crankcase center cooling 12 Coolant line to carrier hous- 22 Engine oil heat exchanger
duct (supply) ing 23 Flow restrictor (auxiliary by-
3 Cylinder liner 13 Coolant line to exhaust pass to coolant pump)
4 Cylinder head coolant manifold 24 Flow restrictor (intercooler
chambers 14 Restrictor in exhaust mani- bypass)
5 Left and right-hand crank- fold 25 Plate-core heat exchanger
case coolant ducts (return) 15 Flow restrictor (main bypass 26 Flow restrictor (engine oil
6 Exhaust turbocharger carri- to coolant pump) heat exchanger bypass)
er housing 16 Thermostat housing 27 Coolant expansion line
7 Flow restrictor (return, 17 Thermostat 28 Coolant expansion tank
crankcase, free end) 18 Flow restrictor (split-circuit 29 Coolant filler neck
8 Coolant distribution housing bypass)
9 Exhaust system housing 19 Intercooler
10 Compressor ( exhaust tur- 20 Fuel cooler

TIM-ID: 0000006683 - 002

• Two separate cooling circuits:

– Engine coolant
– Raw water
• Coolant cooling by raw water-cooled plate-core heat exchanger
• Thermostat-controlled coolant system
• Coolant-cooled / preheated charge-air
• Coolant-cooled fuel return

M013023/02E 2018-11 | Series 2000 Diesel Engine | 27

• Engine, oil and charge-air reach optimum operating temperature very quickly
• Prevention of white smoke by heating the charge-air during idling and low-load operation
• Charge-air cooling during load-operation

Coolant circuit
Following engine starting, coolant pump (1) pumps the coolant through crankcase center cooling duct (2)
into the cylinders.
Here, It flows around the cylinder liners (3). From there it enters the cylinder heads and flows through the
coolant chambers (4) of the cylinder heads. Through the coolant ducts (5) arranged in the left and right
crankcase sides, part of the coolant flows to the exhaust turbocharger carrier housing (6), the other part via
the two flow restrictors (7) into coolant distribution housing (8). In the carrier housing (6), it flows through
the coolant chambers and from there through the cooling jacket of the exhaust manifolds (9) into the coolant
distribution housing (8).
To ensure cooling of compressors (10), coolant is supplied on engine driving end from the central coolant
duct (2) through lines (11) to the coolant chambers of the compressors (10). Through line (12), coolant is
supplied to the carrier housing (6) and through lines (13) to the exhaust manifolds (9).
When the engine is cold as well as at operating temperature, some of the coolant from the coolant distribu-
tion housing (8) is fed directly to coolant pump (1) via flow restrictor (15).

Engine cold
The coolant flowing into thermostat housing (16) from coolant distribution housing (8) is routed via flow re-
strictor (18) and intercooler (19) to the engine oil heat exchanger (22) depending on the settings of the three
thermostats (17).
In the bypass upstream of the intercooler (19), part of the coolant flows through fuel heat exchanger (20)
and coolant filter (21). Downstream of engine oil heat exchanger (22) the coolant which has been cooled
merges with the coolant from fuel heat exchanger (20) and coolant filter (21) and is routed via flow restric-
tors (25+23) to coolant pump (1).
Upstream of the intercooler, flow restrictor (24) routes part of the coolant straight to engine oil heat ex-
changer (22).
Bypassing the plate-core heat exchanger (26) enables the engine, lube oil and coolant to reach operating
temperature quickly. TIM-ID: 0000006683 - 002

28 | Series 2000 Diesel Engine | M013023/02E 2018-11

1 Coolant pump 12 Coolant line to carrier hous- 23 Flow restrictor (auxiliary by-
2 Crankcase center cooling ing pass to coolant pump)
duct (supply) 13 Coolant line to exhaust 24 Flow restrictor (intercooler
3 Cylinder liner manifold bypass)
4 Cylinder head coolant 14 Restrictor in exhaust mani- 25 Flow restrictor (bypass to
chambers fold plate-core heat exchanger)
5 Left and right-hand crank- 15 Flow restrictor (main bypass 26 Plate-core heat exchanger
case coolant ducts (return) to coolant pump) 27 Flow restrictor (engine oil
6 Exhaust turbocharger carri- 16 Thermostat housing heat exchanger bypass)
er housing 17 Thermostat 28 Coolant expansion line
7 Flow restrictor (return, 18 Flow restrictor (split-circuit 29 Coolant expansion tank
crankcase, free end) bypass) 30 Coolant filler neck
8 Coolant distribution housing 19 Intercooler 31 To onboard heating
9 Exhaust system housing 20 Fuel cooler 32 From onboard heating
10 Compressor ( exhaust tur- 21 Coolant filter
bocharger) 22 Engine oil heat exchanger
11 Coolant line to compressors

Engine at operating temperature

In the bypass upstream of the intercooler , part of the coolant flows through fuel heat exchanger (20) and
coolant filter (21). In load operation, part of the coolant entering the thermostat housing (16) from coolant
TIM-ID: 0000006683 - 002

distribution housing (8) is routed via flow restrictor (25) to the plate-core heat exchanger (26), provided that
the thermostats (16) are set accordingly. It is cooled there and flows to intercooler (19) and engine oil heat
exchanger (22).
Downstream of engine oil heat exchanger (22) the coolant which has been cooled merges with the coolant
from fuel heat exchanger (20) and coolant filter (21) and is routed via flow restrictors (27+23) to coolant
pump (1).
Part of the coolant flow from plate-core heat exchanger (26) is routed via flow restrictors (18+23) directly to
coolant pump (1). Upstream of the intercooler (19), flow restrictor (24) routes part of the cooled coolant
straight to engine oil heat exchanger.

M013023/02E 2018-11 | Series 2000 Diesel Engine | 29

Warm coolant is led off at connection (31) to supply the onboard heating system and enters the cooling sys-
tem downstream of the onboard heating at connection (32).
Flow restrictor (27) governs the amount of coolant bypassing the engine oil heat exchanger.
Coolant expansion tank (29) ensures flow-rate and pressure compensation. through coolant expansion
line (28).
To preheat the coolant, the engine is equipped with connections to the coolant preheating system.

Raw water circuit

1 Plate-core heat exchanger 3 Raw water pump 5 Connection to outboard

2 Connection for gearbox 4 Connection from outboard
Engine-mounted raw water pump (3) draws raw water through a raw-water filter from outboard (4). It is then
routed through plate-core heat exchanger (1) before being routed outboard (5).
Raw water for gearbox cooling is routed via connection (2).
TIM-ID: 0000006683 - 002

30 | Series 2000 Diesel Engine | M013023/02E 2018-11

1.11 Engine management and monitoring
Figure applies to 8V/10V/12V/16V2000 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
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

TIM-ID: 0000052180 - 002

One of the key innovations on Series 2000 engines is the new generation electronic engine management
system made by MTU.
The engine governor “ADEC” (ECU7/9) is very robust, which makes it even more suitable for the harsh en-
gine room environment.
The engine monitoring system ensures operational availability and prolongs the service life of the engine. In-
jection timing, injection duration and the resulting injection quantity are recalculated for each ignition and for
each cylinder. This guarantees low consumption, minimum exhaust gas emissions and maximum power.

M013023/02E 2018-11 | Series 2000 Diesel Engine | 31

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

• 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 cabling damage
• Expansion capability via engine-side bus system (EMU)

Closed-loop control
• Engine speed or torque
• Fuel high pressure

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 pro-
– 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: 0000052180 - 002

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

• 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)

32 | Series 2000 Diesel Engine | M013023/02E 2018-11

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 shut-
down or emergency engine stop (configurable)
• Self-monitoring
• Diagnosis via CAN interface for dialog unit
TIM-ID: 0000052180 - 002

M013023/02E 2018-11 | Series 2000 Diesel Engine | 33

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 shut-
down 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: 0000052180 - 002

34 | Series 2000 Diesel Engine | M013023/02E 2018-11

Engine Interface Module (EIM)

MTU provides a defined interface with all the necessary connection assemblies (connectors or optional ca-
bles) 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. It has no controls or parts
requiring maintenance.
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
• 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
TIM-ID: 0000052180 - 002

M013023/02E 2018-11 | Series 2000 Diesel Engine | 35

1.12 Operation and Servicing

1 Engine oil heat exchanger 11 Exhaust turbocharger 21 Vibration damper

2 Coolant filter 12 Valve gear, injector, cylinder 22 Coolant pump
3 Engine oil filter head, combustion chamber 23 Plate-core heat exchanger
4 Change-over lever (engine 13 Coolant filler neck 24 External raw-water outlet
oil filter) 14 Oil filler neck 25 HP fuel pump
5 Fuel heat exchanger 15 Oil dipstick 26 Fuel delivery pump
6 Engine lifting eyes 16 Engine mount 27 Thermostat housing
7 Crankcase ventilation fil- 17 Raw-water pump 28 Fuel hand pump
ter / Oil separator 18 Raw-water connection to 29 Change-over lever (fuel du-
8 Electronic engine manage- gearbox plex filter)
ment system 19 External raw-water inlet 30 Fuel duplex filter
9 Air filter 20 Oil drain from oil pan
10 Service indicator for air fil-

Operation and Servicing

TIM-ID: 0000002088 - 001

Technical data: Components / assemblies relevant for operation / servicing:

36 | Series 2000 Diesel Engine | M013023/02E 2018-11

• Pumps
– Coolant pump
– Raw-water pump
– Fuel delivery pump
– HP fuel pump
– Fuel hand pump
• Heat exchangers
– Engine oil heat exchanger
– Plate-core heat exchanger
– Fuel heat exchanger
• Filters
– Fuel filters
– Engine oil filter
– Coolant filter
– Air filter with service indicator
• Electronic engine management system
• Starter
• Valve gear
• Injector
• Cylinder head
• Coolant thermostat
• Exhaust turbochargers
• Coolant filler neck
• Oil filler neck
• Oil dipstick
• Oil drain
• Battery-charging generator
• Service indicator for air filter
• Engine lifting eyes

• Operator-friendly
• Easy maintenance
• Good accessibility of fuel hand pump and change-over levers for fuel filters and engine oil filters
• Good accessibility to fuel, raw-water and electronic engine management connections
• Few interfaces to ship's systems
• Simple system design, only little additional installation space required
• Components (pumps, heat exchangers, filters, electronic engine management system) are precision-
matched to engine operation

Additional information
For additional information on safety precautions, instructions regarding accident prevention, environmental
protection, proper operation and maintenance, localization and correction of faults as well as additional tech-
nical data, refer to (→ Operating Instructions) of the engine.
TIM-ID: 0000002088 - 001

M013023/02E 2018-11 | Series 2000 Diesel Engine | 37

2 Appendix A
2.1 Abbreviations
Abbrevia- Meaning Explanation
ADEC Advanced Diesel Engine Control Engine governor
AL Alarm Alarm (general)
ANSI American National Standards Institute Association of American standardization organiza-
ATL Abgasturbolader Exhaust turbocharger (ETC)
BR Baureihe Series
BV Betriebsstoffvorschrift MTU Fluids and Lubricants Specifications, Publication
No. A01061/..
CAN Controller Area Network Data bus system, bus standard
CCG Cross Connection Gear Transfer gearbox
CODAG Combined Diesel (engine) And Gas (tur-
bine propulsion)
CPP Controllable Pitch Propeller
DAG Diesel (engine) And Gas (turbine)
DE Diesel Engine
DIN Deutsches Institut für Normung e. V. At the same time identifier of German standards (DIN
= “Deutsche Industrie-Norm”)
DIS Display unit
DL Default Lost Alarm: CAN bus missing
ECS Engine Control System
ECS-UNI Engine Control System UNIversal
ECU Engine Control Unit Engine governor
EDM Engine Data Module
EMU Engine Monitoring Unit
ETK Ersatzteilkatalog Spare Parts Catalog (SPC)
FPP Fixed Pitch Propeller
GCU Gear Control Unit
GMU Gear Monitoring Unit
GT Gas Turbine
HAT Harbor Acceptance Test
TIM-ID: 0000002049 - 005

HI High Alarm: Measured value exceeds 1st maximum limit

HIHI High High Alarm: Measured value exceeds 2nd maximum limit
HT High Temperature
ICFN ISO – Continuous rating – Fuel stop Power specification in accordance with DIN-ISO
power – Net 3046-7
IDM Interface Data Module
IMO International Maritime Organization

38 | Appendix A | M013023/02E 2018-11

Abbrevia- Meaning Explanation
ISO International Organization for Stand- International umbrella organization for all national
ardization standardization institutes
KGS Kraftgegenseite Engine free end in accordance with DIN ISO 1204
KS Kraftseite Engine driving end in accordance with DIN ISO 1204
LCD Liquid Crystal Display, Liquid Crystal
LCU Local Control Unit LOP subassembly
LED Light Emitting Diode
LMU Local Monitoring Unit LOP subassembly
LO Low Alarm: Measured value lower than 1st minimum limit
LOLO Low Low Alarm: Measured value lower than 2nd minimum limit
LOP Local Operating Panel Control console, control panel
LOS Local Operating Station
MCS Monitoring and Control System
MG Message
MPU Microprocessor Unit, Microprocessing
MRG Main Reduction Gear
OT Oberer Totpunkt Top Dead Center (TDC)
P-xyz Pressure-xyz Pressure measuring point xyz
PAN Panel Control panel
PCU Propeller Control Unit
PIM Peripheral Interface Module
PT Power Turbine
RCS Remote Control System
RL Redundancy Lost Alarm: Redundant CAN bus missing
SAE Society of Automotive Engineers U.S. standardization organization
SAT Sea Acceptance Test
SD Sensor Defect Alarm: Sensor failure
SDAF Shut Down Air Flaps Emergency-air shutoff flap(s)
SOLAS International Convention for the Safety
of Life at Sea
SS Safety System Safety system alarm
TIM-ID: 0000002049 - 005

SSK Schnellschlussklappe(n) Emergency air shut-off flaps

SSS Synchronized Self-Shifting (clutch)
STBD Starboard
T-xyz Temperature-xyz Temperature measuring point xyz
TD Transmitter Deviation Alarm: Deviation in transmitter values
UT Unterer Totpunkt Bottom Dead Center (BDC)
VS Voith Schneider Voith Schneider drive
WJ Water jet Water jet drive

M013023/02E 2018-11 | Appendix A | 39

Abbrevia- Meaning Explanation
WZK Werkzeugkatalog Tool Catalog (TC)
ZKP Zugehörigkeit-Kategorie-Parameter Assignment category parameter; number scheme for
signals from the ADEC engine governor

TIM-ID: 0000002049 - 005

40 | Appendix A | M013023/02E 2018-11

2.2 MTU Contact/Service Partners
The worldwide network of the sales organization with subsidiaries, sales offices, representatives and custom-
er service centers ensure fast and direct support on site and ensure 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:

24h Hotline
With our 24h hotline and high flexibility, we're your contact around the clock: during each operating phase,
preventive maintenance and corrective operations in case of a malfunction, for information on changes in
conditions of use and for supplying spare parts.
Your contact person in our Customer Assistance Center:
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:
Tel.: +49 7541 9077777
Fax.: +49 7541 9077778
TIM-ID: 0000000873 - 016

M013023/02E 2018-11 | Appendix A | 41

3 Appendix B
3.1 Index
Abbreviations 38

Charging system 20
Contact persons 41
Cooling system 27
Crank drive 11
Crankcase 7
Cylinder head with injector 13

Engine management and monitoring 31

Fuel system with common-rail injection 17

Gear train 9

Hotline 41

Lube oil system 25

MTU contact persons 41

Operation and Servicing 36

Series 12V2000 and 16V2000 Common Rail engines 
– Product overview  4
Service partners 41
Spare parts service 41

Valve gear 15
DCL-ID: 0000050508 - 002

42 | Appendix B | M013023/02E 2018-11