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Diesel engine
12V/16V2000M72
12V/16V2000M92
12V/16V2000M93
M013023/02E
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
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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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.
Performance
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
Benefits
Life cycle costs
• Low fuel consumption over entire performance map
• Low oil consumption
• Easy maintenance
Drivability
• 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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Benefits
• High rigidity
• Low noise and vibration levels
Operation
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.
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
end)
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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Benefits
• Low-wear power transmission
• Low maintenance
• No axial forces
Operation
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).
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
Piston
• Light-metal solid-skirt pistons with crown cooling duct
• Two compression rings, one oil-scraper ring
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Conrod
• 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
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 (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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accumulator) from the oil side (valve gear and cylinder head).
Technology
• 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
Function
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.
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-
tion)
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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
Benefits
• Low-weight design
• Low rotating masses
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.
Technology
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)
Return
• 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)
Benefits
• 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
Function
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.
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
used.
Benefits
• 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-
ness
• Compact design
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.
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.
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
Technology
• Wet-sump forced-feed lubrication system
Benefits
• Long oil-change intervals
Technology
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Function
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
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.
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.
Technology
• 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)
Functions
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-
grammed:
– 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
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• Charge-air pressure
• Charge-air coolant pressure
• Turbocharger speed
Benefits
• Maintenance-free
• Screen pages for operating status, measured values and fault display (on optional color display)
• Screen pages for monitoring CAN communication (on optional color display)
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
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Benefits
• 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.
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Local Support
Experienced and qualified specialists place their knowledge and expertise at your disposal.
For locally available support, go to the MTU Internet site: http://www.mtu-online.com
24h Hotline
With our 24h hotline and 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:
E-mail: info@mtu-online.com
Tel.: +49 7541 9077777
Fax.: +49 7541 9077778
Asia/Pacific: +65 6100 2688
North and Latin America: +1 248 560 8000
C
Charging system 20
Contact persons 41
Cooling system 27
Crank drive 11
Crankcase 7
Cylinder head with injector 13
E
Engine management and monitoring 31
F
Fuel system with common-rail injection 17
G
Gear train 9
H
Hotline 41
L
Lube oil system 25
M
MTU contact persons 41
O
Operation and Servicing 36
S
Series 12V2000 and 16V2000 Common Rail engines
– Product overview 4
Service partners 41
Spare parts service 41
V
Valve gear 15
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