Technical Publication

Diesel Engine
12 V 4000 C13, C13L, C13R
16 V 4000 C13, C13L, C13R
12 V 4000 C13, C13L, C23R
16 V 4000 C13, C13L, C23R
12 V 4000 C23, C23R,
16 V 4000 C23, C23R,
12 V 4000 C23, C23R
16 V 4000 C23, C23R

Functional Description
M013028/00E
Printed in Germany
© 2006 Copyright MTU Friedrichshafen GmbH
Diese Veröffentlichung einschließlich aller ihrer Teile ist urheberrechtlich geschützt. Jede Verwertung oder Nutzung bedarf der vorherigen
schriftlichen Zustimmung der MTU Friedrichshafen GmbH. Das gilt insbesondere für Vervielfältigung, Verbreitung, Bearbeitung, Übersetzung,
Mikroverfilmungen und die Einspeicherung und / oder Verarbeitung in elektronischen Systemen, einschließlich Datenbanken und Online-Diensten.
Das Handbuch ist zur Vermeidung von Störungen oder Schäden beim Betrieb zu beachten und daher vom Betreiber dem jeweiligen Wartungs- und
Bedienungspersonal zur Verfügung zu stellen.
Änderungen bleiben vorbehalten.

Printed in Germany
© 2006 Copyright MTU Friedrichshafen GmbH
This Publication is protected by copyright and may not be used in any way whether in whole or in part without the prior written permission of MTU
Friedrichshafen GmbH. This restriction also applies to copyright, distribution, translation, microfilming and storage or processing on electronic
systems including data bases and online services.
This handbook is provided for use by maintenance and operating personnel in order to avoid malfunctions or damage during operation.
Subject to alterations and amendments.

Imprimé en Allemagne
© 2006 Copyright MTU Friedrichshafen GmbH
Tout droit réservé pour cet ouvrage dans son intégralité. Toute utilisation ou exploitation requiert au préalable l’accord écrit de MTU Friedrichshafen
GmbH. Ceci s’applique notamment à la reproduction, la diffusion, la modification, la traduction, l’archivage sur microfiches, la mémorisation et / ou le
traitement sur des systèmes électroniques, y compris les bases de données et les services en ligne.
Le manuel devra être observé en vue d’éviter des incidents ou des endommagements pendant le service. Aussi recommandons-nous à l’exploitant
de le mettre à la disposition du personnel chargé de l’entretien et de la conduite.
Modifications réservées.

Impreso en Alemania
© 2006 Copyright MTU Friedrichshafen GmbH
Esta publicación se encuentra protegida, en toda su extensión, por los derechos de autor. Cualquier utilización de la misma, así como su
reproducción, difusión, transformación, traducción, microfilmación, grabación y/o procesamiento en sistemas electrónicos, entre los que se incluyen
bancos de datos y servicios en línea, precisa de la autorización previa de MTU Friedrichshafen GmbH.
El manual debe tenerse presente para evitar fallos o daños durante el servicio, y, por dicho motivo, el usario debe ponerlo a disposición del personal
de mantenimiento y de servicio.
Nos reservamos el derecho de introducir modificaciones.

Stampato in Germania
© 2006 Copyright MTU Friedrichshafen GmbH
Questa pubblicazione è protetta dal diritto d’autore in tutte le sue parti. Ciascun impiego o utilizzo, con particolare riguardo alla riproduzione, alla
diffusione, alla modifica, alla traduzione, all’archiviazione in microfilm e alla memorizzazione o all’elaborazione in sistemi elettronici, comprese
banche dati e servizi on line, deve essere espressamente autorizzato per iscritto dalla MTU Friedrichshafen GmbH.
II manuale va consultato per evitare anomalie o guasti durante il servizio, per cui va messo a disposizione dall’utente al personale addetto alla
manutenzione e alla condotta.
Con riserva di modifiche.

Impresso na Alemanha
© 2006 Copyright MTU Friedrichshafen GmbH
A presente publicação, inclusive todas as suas partes, está protegida pelo direito autoral. Qualquer aproveitamento ou uso exige a autorização
prévia e por escrito da MTU Friedrichshafen GmbH. Isto diz respeito em particular à reprodução, divulgação, tratamento, tradução, microfilmagem, e
a memorização e/ou processamento em sistemas eletrônicos, inclusive bancos de dados e serviços on-line.
Para evitar falhas ou danos durante a operação, os dizeres do manual devem ser respeitados. Quem explora o equipamento economicamente
consequentemente deve colocá-lo à disposição do respetivo pessoal da conservação, e à dispositção dos operadores.
Salvo alterações.
Wichtig – Important – Importante

Bitte die Karte „Inbetriebnahmemeldung“ abtrennen und ausgefüllt an MTU Friedrichshafen GmbH
zurücksenden.
Die Informationen der Inbetriebnahmemeldung sind Grundlage für den vertraglich vereinbarten Logistik-
Support (Gewährleistung, Ersatzteile etc.).

Please complete and return the “Commissioning Note” card below to MTU Friedrichshafen GmbH.
The Commissioning Note information serves as a basis for the contractually agreed logistic support
(warranty, spare parts, etc.).

Veuillez séparer la carte “Signalisation de mise en service“ et la renvoyer à la MTU Friedrichshafen

GmbH.
Les informations contenues dans la signalisation de mise en service constituent la base pour l'assistance en
exploitation contractuelle (garantie, rechanges, etc.).

Rogamos separen la tarjeta “Aviso de puesta en servicio“ y la devuelvan rellenada a MTU

Friedrichshafen GmbH.
Las informaciones respecto al aviso de puesta en servicio constituyen la base para el soporte logístico
contractual (garantía, piezas de repuesto, etc.).

Ritagliare “Avviso di messa in servizio“ e rispedirlo debitamente compilato alla MTU Friedrichshafen
GmbH.
Le informazioni ivi registrate sono la base per il supporto logistico contrattuale (garanzia, ricambi, ecc.).

É gentileza cortar o cartão "Participação da colocação em serviço", preenché-lo e devolvé-lo a MTU

Friedrichshafen.
Os dados referentes à colocação em serviço representam a base para o suporte logístico (garantia, peças
sobressalentes, etc.) estabelecido contratualmente.

Postcard

MTU Friedrichshafen GmbH

Department SCSD
88040 Friedrichshafen
GERMANY

Bitte in Blockschrift ausfüllen!
Please use block capitals!
Prière de remplir en lettres capitales!
¡A rellenar en letras de imprenta!
Scrivere in stampatello!
Favor preencher com letras de forma!

Motornr.: Auftragsnr.: Inbetriebnahme-

Engine No.: MTU works order No.:
o
No du moteur: N° de commande: meldung
N de motor: N° de pedido:
Motore N.: N. commessa: Commissioning
No. do motor: No. do pedido:
Note
Motortyp: Inbetriebnahmedatum:
Engine model: Date put into operation: Notice de mise
Type du moteur: Mise en service le: en service
Tipo de motor: Fecha de puesta en servicio:
Motore tipo: Messa in servizio il:
Tipo do motor: Data da colocação em serviço: Aviso de puesta
en servicio
Eingebaut in: Schiffstyp / Schiffshersteller:
Installation site: Vessel/type/class / Shipyard:
Lieu de montage: Type du bateau / Constructeur: Avviso di messa
Lugar de montaje: Tipo de buque / Constructor: in servizio
Installato: Tipo di barca / Costruttore
Incorporado em: Tipo de embarcação/estaleiro naval:
Participação da
Endabnehmer/Anschrift: colocação em
End user`s address: serviço
Adresse du client final:
Dirección del cliente final:
Indirizzo del cliente finale:
Usuário final/endereço:

Bemerkung:
Remarks:
Remarques:
Observaciones:
Commento:
Observações:
Table of Contents 01

1 Series 4000 Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03

1.1 Series 12/16V 4000-03 engines ............................................. 03
1.2 Crankcase with oil pan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05
1.3 Gear train .............................................................. 07
1.4 Crank drive ............................................................. 09
1.5 Cylinder head with injector ................................................ 11
1.6 Valve gear .............................................................. 13
1.7 Fuel system with Common Rail injection ..................................... 15
1.8 Turbocharging and exhaust system ......................................... 17
1.9 Lube oil system ......................................................... 19
1.10 Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
1.11 Engine management and engine monitoring .................................. 23
1.12 Index .................................................................. 27

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02 Table of Contents

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Series 4000 Engines 03

1 Series 4000 Engines

1.1 Series 12/16V 4000-03 engines

010 Engine casing and add-on 100 Exhaust turbocharger 220 Fan drive
components 110 Intercooler 230 Mounting/support
020 Gear train 120 Air intake/air supply 250 Power takeoff systems driving end
030 Crank drive 140 Exhaust pipework and free end (resilient coupling)
040 Cylinder head 170 Starter 500 Monitoring, control and regulation
050 Valve gear 180 Lube oil system/lube oil circuit system, general electrical systems
070 Fuel system (high-pressure) 200 Coolant system
080 Fuel system (low-pressure) 210 Power supply

Series 12/16V 4000-03 engines

These engines are compact, powerful, reliable, maintenance-friendly and extremely economical.
The common rail injection system provides optimum fuel utilization as well as compliance with the
requirements of all relevant environmental protection regulations.

Technical data
• Four-stroke diesel engine with four valves per cylinder and direct injection
• 12, 16 cylinders
• 90° Vee angle
• Performance 12V
• 1680 kW
• 140 kW per cylinder

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04 Series 4000 Engines

• Displacement 12V
• 57.24 l
• 4.77 l per cylinder
• Performance 16V
• 2240 kW
• 140 kW per cylinder
• Displacement 16V
• 76.32 l
• 4.77 l per cylinder
• Counterclockwise rotation
• Electronic-controlled common rail injection
• ESCM (automatic adaptation of performance to varying ambient 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
• Endurance
• High running capacity
• Low fuel consumption
• Engines meet all relevant exhaust emission standards

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Series 4000 Engines 05

1.2 Crankcase with oil pan

1 Crankcase 7 Coolant transfer 13 Crankshaft bearing

2 Cooling chamber 8 Oil dipstick 14 Oil nozzle for piston cooling
3 Main oil gallery 9 Oil filler neck 15 Camshaft bearing
4 Top cover 10 Inspection-port cover KS Driving end
5 Cylinder liner 11 Oil pan
6 Engine oil transfer 12 Crankshaft bearing cap

Crankcase
The oil pan is attached to the bottom of the crankcase; gearcase, coolant distribution housing
and 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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06 Series 4000 Engines

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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Series 4000 Engines 07

1.3 Gear train

1 Drive gear for coolant pump,
low-temperature circuit
2 Drive gear for coolant pump,
high-temperature circuit
3 Camshaft gear
4 Crankshaft gear
5 Drive gear for HP fuel pump 9 Idler gear
and fuel delivery pump 10 Drive gear for auxiliary units,
6 Idler gear e.g. hydrostatic pump
7 Drive gear for battery-charging
generator
8 Engine-oil pump gear

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

Technical data
Straight toothing of gears

Benefits
• Low-wear power transmission
• Low maintenance

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08 Series 4000 Engines

• No axial forces

Operation
The 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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Series 4000 Engines 09

1.4 Crank drive

1 Drive flange 4 Conrod 7 Vibration damper

2 Ring gear 5 Crankshaft 8 Crankshaft counterweight
3 Piston 6 Crankshaft gear (free end) KS = Driving end

Crank drive
The crank drive is installed in the crankcase. It is supported in sleeve bearings and locked in axial direction.
Engine oil from the crankcase is used to lubricate bearings and vibration damper and to lubricate the
pistons. Well-matched components ensure maximum performance and minimum wear.

Technical data
Piston
• Light-metal skirt
• 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
• Bolt-on counterweights

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10 Series 4000 Engines

• 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

Operation
The forces generated in the combustion chambers of the cylinders are transmitted from the pistons (3) and
conrods (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 the
free 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 pistons
are constantly cooled with oil from the spray nozzles installed in the crankcase.

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Series 4000 Engines 11

1.5 Cylinder head with injector

1 Exhaust valve 5 Injector c Coolant

2 Valve guide 6 Hold-down clamp d Engine oil
3 Sealing ring a Charge air
4 Inlet valve b Exhaust

Cylinder head with injector

The 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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12 Series 4000 Engines

• Long maintenance intervals

Operation
Charge 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 via
the outlet duct to the exhaust manifold leading to the exhaust turbochargers. The valve drive
opens and closes the inlet and exhaust valves (4, 1).

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Series 4000 Engines 13

1.6 Valve gear

1 Camshaft drive gear 6 Cylinder head 11 Valve springs

2 Camshaft 7 Rocker arm (inlet) 12 Exhaust valve
3 Pushrod 8 Bearing support 13 Inlet valve
4 Swing follower 9 Rocker arm (exhaust) KGS Free end
5 Swing-follower shaft 10 Valve bridge

Valve gear
Camshaft with drive gear and swing followers are installed in the crankcase. Pushrods connect the swing followers
and 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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14 Series 4000 Engines

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

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Series 4000 Engines 15

1.7 Fuel system with Common Rail injection

1 Fuel rail 5 HP fuel line 10 Fuel delivery pump

2 Injector 6 Return line to the tank 11 HP fuel control block
3 Solenoid valve (electronically 7 Fuel filter 12 HP fuel pump
controlled) 8 Fuel priming pump (option) 13 Fuel distributor
4 Return line from the injectors 9 Feed line from tank 14 Pressure limiting valve

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:
• Fuel delivery pump, driven by a follower of the HP fuel pump
• Fuel priming pump
• Fuel filter
High-pressure system
The common rail injection system comprises:
• HP fuel pump
• HP distributor with pressure relief valve

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16 Series 4000 Engines

• Fuel rails
• Single-wall HP lines
• Jacketed HP lines (option)
• Injectors with integrated individual accumulator and limiting valve
Return
• From injectors and HP distributors (in emergency mode) to tank line
Control
• Electronic by electronic engine management system
• Injection start and injection end electronically controllable (variable)

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

Operation
Driven 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 to
1800 bar and delivers fuel via the fuel distributor (13) to the two fuel rails (1).
HP lines (5) then supply the fuel to the injectors (2). Injection timing and quantity are determined by the solenoid
valves (3) installed in the injectors (2) controlled by the electronic engine management system.
The fuel quantity required for the injection process and to maintain the system pressure of up to 1800
bar is preset by a suction restrictor (11) integrated in the HP fuel pump.
The engine electronics determine fuel quantity depending on system pressure and engine speed and control the
suction restrictor in accordance with a performance map stored in the electronic engine management system.
Fuel injected by the injectors (2) is distributed evenly in the combustion chamber.
The control quantity (fuel) of the injectors is routed back to the tank via return lines (4).
The entire HP fuel system is designed with single-walled lines. Jacketed design is available as an option.

Safety equipment
In the event of a fault, e.g. of the HP fuel pump (11), the pressure limiting valve (14) integrated in the HP fuel
distribution block (13) decreases maximum system pressure, thus protecting the other HP components from overload.
The controlled fuel quantity is routed to the tank line (6) via the return line. At decreased system 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 limiting valve shuts off fuel supply from the individual fuel accumulator to the
injection nozzle in case of excessive flow.

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Series 4000 Engines 17

1.8 Turbocharging and exhaust system

1 Exhaust turbocharger, left side
2 Exhaust outlet, right side
3 Charge-air pipe, right side
4 Intercooler
5 Exhaust outlet, left side
6 Charge-air pipe, left side 10 Exhaust turbocharger, right side
7 Air supply pipe, left side Air
8 Inlet duct
Exhaust
9 Exhaust manifolds left and right
side, water-cooled

Turbocharging and exhaust system

The components of the charge air and exhaust system are installed on the driving end and on the engine.
High power and acceleration requirements require wide-ranging performance maps for these
engines. Continuous improvement of turbocharging and exhaust system design has created
engine torque characteristics which fulfill these requirements.

Technical data
• Single-stage exhaust turbocharging
• Two exhaust turbochargers on all engine variants (12/16/20V)
• Wet exhaust gas lines in the engine V
• Exhaust elbow with horizontal outlet
• Charge-air cooling

Benefits
• Low exhaust emissions
• Low fuel consumption
• High degree of engine efficiency
• Optimum load application characteristics

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18 Series 4000 Engines

• Straightforward connection to external exhaust gas system

Operation
Exhaust gas system
When the exhaust valves open, the exhaust gases flow out of the combustion chamber of the cylinders through the
exhaust channels of the cylinder heads into the exhaust manifolds (9) to the exhaust turbochargers (1, 10).
The exhaust gas flowing into the turbine housing drives the turbine wheel of the rotor assembly and is
then directed via the exhaust outlet (2, 5) and exhaust system to the atmosphere.
Charge-air system
The compressor wheel which is fitted on the same shaft of the rotor assembly draws in air from outside
the engine via air filters and compresses it in the compressor casing. The compressed air flows through
charge-air pipes (3, 6) to the intercooler (4). From here, the air is routed via air supply pipes (7) to the
inlet ducts (8) at the cylinder heads into the combustion chambers in the cylinders.
To achieve high cylinder power output, the charge-air is cooled in intercooler (4). The split-circuit
cooling system provides the possibility to preheat the charge air in the intercooler in low-load
operation. This leads to low HC emissions in low-load operation.

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Series 4000 Engines 19

1.9 Lube oil system

1 Engine-oil pump 12 Piston cooling nozzle 21 Pressure relief valve

2 Suction basket 13 Crankshaft main bearing 22 Pressure limiting valve before
3 Engine oil heat exchanger 14 Camshaft thrust bearing engine
4 Centrifugal oil filters 15 Cylinder head 23 Pressure maintaining valve
5 Automatic oil filter 16 Camshaft bearing 24 Lube-oil priming pump inlet
6 Main oil gallery 17 Crankshaft support bearing, connection
7 Fan driving end 25 Indicator filter
8 HP fuel pump 18 Crankshaft thrust bearing 26 Oil sampling connection
9 Vibration damper 19 Exhaust turbocharger bearing, 27 Lube-oil priming pump outlet
10 Crankshaft support bearing, left side connection
free end 20 Exhaust turbocharger bearing,
11 Conrod bearings right side

Technical data
• Wet sump forced-feed lubrication system
• High engine-oil filtering efficiency provided by centrifugal oil filters
• Automatic oil filter

Benefits
• Long oil-change intervals

Operation
The engine oil pump (1) draws oil from the oil pan through a suction basket (2) and delivers it to the engine
oil heat exchanger (3) and to the centrifugal oil filters (4) via a connecting line.
These clean (centrifuge) the oil. The cleaned oil returns to the oil pan by gravity.

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20 Series 4000 Engines

The oil mainly flows through the automatic oil filter (5) directly to the lubrication points in
the engine and to the main oil gallery (6).
The following components / assemblies are supplied directly:
• Fan (7)
• HP fuel pump (8)
• Vibration damper (9)
• Crankshaft support bearing, free end (10)
• Conrod bearing (11)
• Piston-cooling-oil spray nozzles (12)
The following components / assemblies are supplied from the main oil gallery (6):
• Crankshaft main bearing (13)
• Camshaft thrust bearing (14)
• Cylinder head (15)
• Camshaft bearings (16)
• Crankshaft support bearing, driving end (17)
• Crankshaft thrust bearing (18)
• Exhaust turbocharger bearings (19, 20)
The engine oil pump (1) is a gear pump. It is driven by the crankshaft via an idler gear. A pressure
relief valve (21) protects the pump against excessive oil pressure.
The pressure limiting valve (22) provides oil-pressure control independent of engine speed.
Pressure maintaining valves (23) supply the spray nozzles for piston cooling when a minimum oil pressure
has been reached. They thus ensure lubrication of the engine at lower speeds.

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Series 4000 Engines 21

1.10 Cooling system

Engine coolant circuit

1 Engine coolant pump
2 Engine oil heat exchanger
3 Flow control flap
4 Crankcase
5 Exhaust turbocharger, right side
6 Exhaust turbocharger, left side
7 Exhaust line, water-cooled
8 Thermostat
9 Engine coolant cooler
10 Engine coolant expansion tank HT
11 Expansion and vent line HT
12 Engine coolant preheater
inlet (option)
13 Engine coolant preheater
outlet (option)
14 Engine coolant drain plug
15 Charge-air coolant pump
16 Intercooler
17 Thermostat, LT
18 Charge-air coolant cooler
19 Charge-air coolant expansion
tank LT
20 Expansion and vent line LT
21 Charge-air coolant drain plug
22 Engine coolant outlet to engine
coolant cooler
23 Engine coolant inlet from engine
coolant cooler
24 Charge-air coolant outlet to
charge-air coolant cooler
25 Charge-air coolant inlet from
charge-air coolant cooler
26 Compartment heater inlet
connection
27 Compartment heater return
connection
P = Pressure measuring point
T = Temperature measuring point

Technical data
• Two separate cooling circuits:
• Engine coolant HT (high-temperature)
• Charge-air coolant LT (low-temperature)
• Coolant cooling by:
• Electrically-driven fan
• Mechanically-driven fan
• Water/water heat exchanger (e.g. plate-core heat exchanger)
• Thermostat-controlled coolant circuit
• Coolant-cooled / preheated charge-air

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22 Series 4000 Engines

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

Operation
Engine coolant circuit (high-temperature HT)
After starting the engine, the engine coolant pump (1) pumps part of the coolant through the lube-oil heat exchanger
(2) into the cooling compartments in the crankcase (3). The other part of the coolant passes there directly via a
flow control flap (4). The coolant flows around the cylinder liners and passes to the cylinder heads.
Here, the coolant flows through the coolant compartments and bores in the cylinder heads and exhaust
turbochargers (5, 6). The coolant then flows to the thermostat (8) via the exhaust manifolds (7) on the left and right.
The thermostat (8) diverts the engine coolant to the engine coolant cooler (9) when the engine
is under load (warm engine). Cooled charge-air coolant coming from the engine coolant
cooler (9) then flows back to the engine coolant pump (1).
The thermostat (8) diverts engine coolant directly to the engine coolant pump (1) when the engine is cold.
Bypassing the engine coolant cooler (9) allows the engine, lube oil and engine coolant
to reach operating temperature quickly.
The engine coolant expansion tank (10) is installed at the highest point of the cooling system. It compensates
engine coolant quantity and pressure and is connected to the circuit by an expansion and vent line (11).
The engine is generally equipped with a preheating device (26, 27).
Drain plugs (14) are provided at the lowest points of the engine coolant circuit.
Charge-air coolant circuit (low-temperature LT)
The charge-air coolant pump (15) installed on the engine pumps the charge-air coolant to the intercooler (16).
The charge-air coolant passes to the thermostat (17) via the intercooler (16). The charge-air coolant passes to
the charge-air coolant cooler (18) via the thermostat (17) when the engine is at operating temperature. Cooled
charge-air coolant coming from the charge-air coolant cooler (18) flows to the charge-air coolant pump (15).
The thermostat (17) diverts charge-air coolant directly to the charge-air coolant pump (15) when the engine is cold.
The charge-air coolant expansion tank (19) is installed at the highest point of the cooling system. It compensates
charge-air coolant quantity and pressure and is connected to the circuit by an expansion and vent line (20).
Drain plugs (21) are provided at the lowest points of the charge-air coolant circuit.

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1.11 Engine management and engine monitoring

CS Customer control system E Engine ADEC Advanced Diesel Engine

SAM Service and Application Module G Battery-charging generator Controller (ECU7)
P Vehicle M Starter I/O Terminal strips (inputs/outputs)

Engine management and engine monitoring

One of the key innovations on Series 4000–03 engines is the new generation of the MTU-specific
electronic engine management system.
The new engine governor “ADEC”(ECU7) is significantly more robust than previous units, which
makes it even more suitable for the harsh engine room environment.
The engine monitoring system ensures operational availability and a long operational life of the engine.
Injection start, injection duration and thus the injection quantity are calculated for each ignition cycle and each
cylinder. This minimizes consumption and exhaust gas emission and maximizes power.

ADEC (Advanced Diesel Engine Controller)

The main tasks of the ADEC governor are engine management/engine governing, controlling
common rail injection and monitoring engine operating values.

Technical data
• Flat housing with 4 self-locking terminal strips
• Integrated engine monitoring
• Integrated safety features
• Redundant electrically isolated CAN bus to SAM (Service and Application Module) and display DIS (option)
• 24 V DC supply

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24 Series 4000 Engines

• LED for self-diagnosis

• 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
• Extendable with engine bus system (EMU)

Functions
Governing
• Speed or torque
• Fuel HP
Control
• Injection (fuel pressure, injection timing and duration, operating state)
• Engine protection with two-stage safety system. Following governor responses are possible:
• Controlled torque reduction
• Torque limitation by an absolute amount
• Torque limitation by a relative amount
• Shutdown
Engine monitoring, genset applications
• Exhaust temperature, A side
• Exhaust temperature, B side
• Engine speed
• Oil pressure
• Coolant temperature
• Intercooler coolant temperature
• Coolant level
• Intercooler coolant level
• Turbocharger speed
• Leak-off fuel level
• Oil temperature
• Fuel pressure after filter

SAM (Service and Application Module)

The SAM is designed for installation in the customer controller and provides the following features:
• Backup of all ADEC data in case of governor failure
• Interface for remote diagnosis
• Interface for web-based server
• Display of ADEC fault codes
• Display of SAM fault codes
• Additional slots for input/output cards
Engine operating data are stored continuously in the SAM.
Customer interfaces
• 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
SAMplus providing additional features is available to meet special requirements.

Color display DIS (option)

• Engine speed, oil pressure and coolant temperature are monitored and displayed
• Integrated test system ITS
• Redundant CAN bus to governor and SAM (Service and Application Module) and customer interface

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Series 4000 Engines 25

• 24 V DC supply
• Display (option) of:
Fuel leakage
Fuel filter differential pressure monitoring
Intermittent oil priming
Automatic oil replenishment

Benefits
• Maintenance-free
• Screen pages for operating state, measured values and fault indication (via color display, option)
• Screen pages for monitoring CAN communication (via color display, option)

POM (Power Output Module) as of 01/2007

• Prewired on engine side
• Connection of starter and battery-charging generator to battery
• Redundant CAN bus interface to the governor

Benefits
• No need for customer to connect up starter and battery-charging generator

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Series 4000 Engines 27

1.12 Index
C I
Cooling system . . . . . . . . . . . . . . . . . . . . . . . . 21 Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Crank drive . . . . . . . . . . . . . . . . . . . . . . . . . . . 09
Crankcase with oil pan . . . . . . . . . . . . . . . . . . 05 L
Cylinder head with injector . . . . . . . . . . . . . . . 11 Lube oil system . . . . . . . . . . . . . . . . . . . . . . . . 19

E S
Engine management and engine monitor Series 12/16V 4000-03 engines ........... 03
ing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

T
F Turbocharging and exhaust system ........ 17
Fuel system with Common Rail injection .... 15

V
G Valve gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Gear train ............................ 07

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