Functional Description

Diesel engine
12V4000Bx4
12V4000Gx4
16V4000Bx4
16V4000Gx4
20V4000Bx4
20V4000Gx4

MS13088/00E
Engine model Frequency Application * Engine model Frequency Application *
12V4000B14S 60 Hz 3A 16V4000G24S 60 Hz 3B, 3F, 3G
12V4000B24F 50 Hz 3A 16V4000G24X 50/60 Hz 3B
12V4000B24S 60 Hz 3A 16V4000G74F 50 Hz 3D
12V4000B24X 50/60 Hz 3A 16V4000G74S 60 Hz 3D
12V4000G14F 50 Hz 3B, 3E, 3F, 3G 16V4000G74X 50/60 Hz 3D
12V4000G14RF 50 Hz 3B 16V4000G84F 50 Hz 3D
12V4000G14S 60 Hz 3B, 3F, 3G 16V4000G84S 60 Hz 3D
12V4000G14X 50/60 Hz 3B 16V4000G84X 50/60 Hz 3D
12V4000G24F 50 Hz 3B, 3E, 3F, 3G 16V4000G94S 60 Hz 3D
12V4000G24S 60 Hz 3B, 3F, 3G 20V4000B24F 50 Hz 3A
12V4000G24X 50/60 Hz 3B 20V4000B24S 60 Hz 3A
12V4000G74F 50 Hz 3D 20V4000B34F 50 Hz 3A
12V4000G74S 60 Hz 3D 20V4000B44S 60 Hz 3A
12V4000G74X 50/60 Hz 3D 20V4000G14F 50 Hz 3B, 3G, 3E, 3F
12V4000G84F 50 Hz 3D 20V4000G14S 60 Hz 3B, 3G, 3F
12V4000G84S 60 Hz 3D 20V4000G24F 50 Hz 3B, 3G, 3E, 3F
12V4000G84X 50/60 Hz 3D 20V4000G24S 60 Hz 3B, 3G, 3F
16V4000B14S 60 Hz 3A 20V4000G34F 50 Hz 3B, 3G, 3E, 3F
16V4000B24F 50 Hz 3A 20V4000G44S 60 Hz 3B, 3G, 3F
16V4000B24S 60 Hz 3A 20V4000G64F 50 Hz 3D
16V4000B24X 50/60 Hz 3A 20V4000G64S 60 Hz 3D
16V4000G14F 50 Hz 3B, 3E, 3F, 3G 20V4000G74F 50 Hz 3D
16V4000G14S 60 Hz 3B, 3F, 3G 20V4000G74S 60 Hz 3D
16V4000G14X 50/60 Hz 3B 20V4000G84F 50 Hz 3D
16V4000G24F 50 Hz 3B, 3E, 3F, 3G 20V4000G94S 60 Hz 3D
*
3A Continuous operation, unrestricted
3B Continuous operation, variable load, ICXN
3D Standby power, fuel stop power, IFN
3E Standby power, overload capability according to ICXN
3F Mains backup mode, unlimited, ICXN
3G Prime power, time-limited, ICXN
Table 1: Applicability

© 2018 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 writ-
ten consent of MTU Friedrichshafen GmbH. This particularly applies to its reproduction, distribution, editing, translation, micro-
filming and storage or processing in electronic systems including databases and online services.
All information in this publication was the latest information available at the time of going to print. MTU Friedrichshafen GmbH
reserves the right to change, delete or supplement the information provided as and when required.
 Table of Contents
1 Series 4000 Engines 1.9 Lube oil system 22
1.10 Cooling system 24
1.1 Engines 12/16/20V4000Gx4/Bx4 – 1.11 Engine management and monitoring 26
Overview 4
1.2 Crankcase with oil pan 9
2 Appendix A
1.3 Gear train 11
1.4 Running gear 12 2.1 MTU Contact/Service Partners 29
1.5 Cylinder head with injector 14
1.6 Valve gear 16 3 Appendix B
1.7 Fuel system with Common-Rail injection 18
1.8 Charge-air and exhaust system 20 3.1 Index 30
DCL-ID: 0000050611 - 001

MS13088/00E 2018-06 | Table of Contents | 3

 1 Series 4000 Engines
1.1 Engines 12/16/20V4000Gx4/Bx4 – Overview
Engines 12/16V400Gx4y
Illustrations are also applicable to 12V engines.

Engine overview, driving end

1 Air filter 5 Cylinder head cover 9 Engine Control Unit (ECU9)

2 Exhaust pipe bellows 6 Charge-air pipe 10 Flywheel
3 Exhaust turbocharger 7 Engine mounting 11 Intercooler
4 Oil heat exchanger 8 Oil pan KS Driving end
TIM-ID: 0000081897 - 001

4 | Series 4000 Engines | MS13088/00E 2018-06

 Engine overview, free end

1 Crankcase breather 5 Oil filler neck 9 Engine oil filter

2 Centrifugal oil filter (option) 6 Oil dipstick 10 HP fuel pump
3 Engine lifting eye 7 Fuel priming pump 11 Vibration damper
4 Starter 8 Fuel filter KGS Free end
TIM-ID: 0000081897 - 001

MS13088/00E 2018-06 | Series 4000 Engines | 5

 Engines 20V4000Gx4y
Engine overview, driving end

1 Air filter 5 Cylinder head cover 9 Engine Control Unit (ECU9)

2 Exhaust turbocharger 6 Charge-air pipe 10 Flywheel
3 Exhaust pipe bellows 7 Engine mounting 11 Intercooler
4 Oil heat exchanger 8 Oil pan KS Driving end

TIM-ID: 0000081897 - 001

6 | Series 4000 Engines | MS13088/00E 2018-06

 Engine overview, free end

1 Crankcase breather 5 Oil filler neck 9 Engine oil filter

2 Centrifugal oil filter (option) 6 Oil dipstick 10 HP fuel pump
3 Engine lifting eye 7 Fuel priming pump 11 Vibration damper
4 Starter 8 Fuel filter KGS Free end

4000Gx4/Bx4 series engines are compact and powerful, reliable, easy to maintain and economic. They com-
ply with exhaust emissions standards US EPA Nonroad Tier 2 Compliant and NEA.
The required reduction of particle and pollutant emissions was achieved by using the following in-engine de-
sign technologies:
• Common rail system with HP injection
• Single-staged charging system with up to six exhaust turbochargers
• Engine management with engine control unit ECU 9
Common rail injection with up to 1800 bar injection pressure atomizes the fuel very finely to optimize com-
bustion. As a result, fuel consumption is improved and particle and pollutant emissions are reduced.
The engine control unit ECU 9 controls and monitors the engine and supports emissions reduction through
monitoring and controlling emissions-related variables.
The interaction of these technologies does not only reduce particle and pollutant emissions: The more effi-
cient, low-residue combustion process reduces fuel consumption and optimizes engine power.
TIM-ID: 0000081897 - 001

MS13088/00E 2018-06 | Series 4000 Engines | 7

 Technical data
• Four-stroke cycle, four-valve direct injection engine
• 12, 16, 20 cylinders
• 90° Vee angle
• Displacement:
– Per cylinder : 4.77 liters
– Total displacement 12V: 57.2 liters
– Total displacement 16V: 76.3 liters
– Total displacement 20V: 95.4 liters
• Counterclockwise rotation
• Electronically controlled, common-rail injection
• Exhaust turbocharging with charge-air cooling
• Dual-circuit cooling system:
– LT: Low-temperature circuit with coolant for charge-air cooling
– HT: High-temperature circuit with coolant for engine cooling and engine oil heat exchanger
– Separate pumps for LT and HT
• Piston cooling
• Electric starter or compressed-air starter motor (option)
• Engine mounting: Resilient or rigid (option)
• ESCM (automatic power matching to changing site conditions)
• Engine monitoring and engine management with ECU 9

Benefits
• Long operational life
• High running capacity
• Low fuel consumption
• Observance of exhaust emissions standards US EPA Nonroad Tier 2 Compliant and NEA

TIM-ID: 0000081897 - 001

8 | Series 4000 Engines | MS13088/00E 2018-06

 1.2 Crankcase with oil pan

1 Crankcase 7 Coolant transfer 13 Crankshaft bearing

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

Crankcase
The crankcase is the central component of the engine. It accommodates crankshaft, camshaft and cylinder
liners and features coolant and lube oil ducting. The gearcase and coolant distribution housing are installed
on the face at the free end (KGS). The flywheel housing is located on the driving end (KS).
The cylinder heads and engine lifting points are mounted left and right on the top decks, the exhaust turbo-
chargers in the middle.

Technical data
• Crankcase cast as one piece
• Integral coolant ducting
TIM-ID: 0000067387 - 002

• Integral main oil gallery in upper end cover

• Replaceable, wet cylinder liners
• Split sleeve bearings for crankshaft
• Sleeve bearings for camshaft
• Crankshaft bearing caps secured vertically and horizontally
• Integral oil supply for piston cooling
• Crankcase ventilation (closed circuit)
• Large inspection port covers

MS13088/00E 2018-06 | Series 4000 Engines | 9

 Benefits
• High level of rigidity
• Low noise and vibration level

Function
The crankcase (1) is the component where the power generated by the combustion process of the fuel/air
mixture in the cylinders is transmitted to the crankshaft. The crankcase is cast as a single solid unit to with-
stand the forces involved.
In addition to other components, the crankshaft (13) and camshaft (15) bearings are inside the crankcase.
The crankcase incorporates bores to route lube oil and engine coolant lines (2), (4), (6), (7), and for the cylin-
der liners (5).
The oil pan (11) serves as a lube oil reservoir, also catching lube oil as it returns from the engine.
Ports facilitate visual inspection of the lower cylinder liners or assembly/disassembly of the crank drive
when the oil pan is bolted on. They are closed off by inspection port covers (10) or installed components,
e.g. fuel filters.

TIM-ID: 0000067387 - 002

10 | Series 4000 Engines | MS13088/00E 2018-06

 1.3 Gear train

1 Gear train for coolant pump, 5 Drive gear for HP fuel pump 9 Drive gear for engine oil
LT circuit and fuel delivery pump pump
2 Gear train for coolant pump, 6 Idler gear 10 Drive gear for oil replenish-
HT circuit 7 Drive gear for battery-charg- ment pump
3 Idler gear ing generator (both sides)
4 Camshaft gear 8 Crankshaft gear

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

Technical data
Gears with straight toothing.

Benefits
• Low-wear power transmission
• Low maintenance
TIM-ID: 0000003539 - 005

• No axial forces

Function
The crankshaft gear (8) drives the camshaft gear (4) and the following auxiliary units via idler gears (3, 6):
• HP fuel pump
• Fuel delivery pump
• Coolant pump, LT circuit
• Coolant pump, HT circuit
• Battery-charging generator
• Engine oil pump
• Oil replenishment pump

MS13088/00E 2018-06 | Series 4000 Engines | 11

 1.4 Running gear

1 Flywheel 4 Conrod 7 Crankshaft counterweight

2 Crankshaft 5 Vibration damper 8 Ring gear
3 Piston 6 Crankshaft gear KS = Driving end

Running gear
The running gear 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 the bearings, vibration damper, and pistons. Carefully
matched components ensure maximum performance and minimum wear.

Technical data
Piston
• Aluminum solid-skirt piston with integrated cooling duct
• Two compression rings, one oil-scraper ring
• Piston cooling via oil spray nozzles

Conrod
TIM-ID: 0000072262 - 001

• Forged
• Machined in one piece, providing high level of rigidity and optimum weight
• Split bearing shells
• Upper conrod bearing lubricated by return flow of piston cooling oil
• Lower conrod bearing lubricated via crankshaft

12 | Series 4000 Engines | MS13088/00E 2018-06

 Crankshaft
• Forged
• Bolt-on counterweights
• Press-fitted crankshaft gear
• Low-wear sleeve bearings, oil supply from lube-oil system
• Axial fixing by thrust bearing
• Radial-lip shaft seals 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)

• Flywheel
• Ring gear for starter pinion

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

Function
The forces generated in the combustion chambers of the cylinders are transmitted from the pistons (3) and
conrods (4) to the crankshaft (2). The crankshaft transforms these forces into a rotary movement which is
transmitted via the flywheel (1). Torsional vibration is damped hydraulically by the vibration damper (5). 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.
TIM-ID: 0000072262 - 001

MS13088/00E 2018-06 | Series 4000 Engines | 13

 1.5 Cylinder head with injector

1 Cylinder head 6 Valve guide a Charge-air

2 Hold-down clamp 7 Inlet valves b Exhaust gas
3 Injector 8 Sealing ring c Coolant
4 HP fuel line 9 Exhaust valves d Engine oil
5 Fuel return line 10 Piston

Cylinder head with injector

The cylinder heads containing the valve gear and fuel injection equipment are mounted on the crankcase.
Coolant for cylinder head cooling as well as engine oil for valve gear lubrication are supplied from the crank-
case.
Fuel is supplied to the injectors by the HP fuel pump via a common pressure accumulator. Fuel flows to
through HP lines to the injectors.

Technical data
• Individual cylinder heads
• Two inlet and exhaust valves
TIM-ID: 0000081911 - 001

• Centrally located fuel injector

• Additional cooling bores to cool compression face and valve seats
• Cylinder liner joint with metallic seal
• 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
• Long maintenance intervals

14 | Series 4000 Engines | MS13088/00E 2018-06

 Function
Charge-air flows into the combustion chamber of the cylinder when the inlet valves (7) are open.
The injector (3) injects fuel into the combustion chamber creating an air/fuel mixture which ignites sponta-
neously under compression.
When the exhaust valves (9) open, exhaust gas created by the combustion process flows via the outlet duct
to the exhaust manifold leading to the exhaust turbochargers. The valve gear opens and closes the inlet and
exhaust valves (7, 9).
TIM-ID: 0000081911 - 001

MS13088/00E 2018-06 | Series 4000 Engines | 15

 1.6 Valve gear

1 Camshaft drive gear 6 Pushrod 11 Rocker arm (exhaust)

2 Swing follower shaft 7 Rocker shaft 12 Rocker arm bearing block
3 Swing follower (intake) 8 Rocker arm (intake) 13 Valve bridge
4 Swing follower (exhaust) 9 Locknut
5 Camshaft 10 Adjusting screw

Valve gear
The camshaft with drive gear and the swing followers are installed in the crankcase. The swing followers and
rocker arms are connected via pushrods. The rocker shaft supports with the rocker arms are mounted on the
cylinder heads.

Technical data
• Centrally arranged camshaft, lubrication of sleeve bearings from the crankcase
• The drive gear of the camshaft is directly driven by the crankshaft gear
• Valves are controlled by swing followers, pushrods, rocker arms, and valve bridges
• Rocker shaft support and rocker arms are supplied with engine oil by the lube-oil system
• Floating valve bridges for intake and exhaust valves
TIM-ID: 0000012113 - 006

• Valve clearance adjustment on adjusting screws of rocker arms

Benefits
• Low-weight design
• Low rotating masses

16 | Series 4000 Engines | MS13088/00E 2018-06

 Function
The camshaft (5) controls opening and closing of the intake and exhaust valves. The motion applied from the
cams of the camshaft to actuate the valves is transferred by swing followers (3, 4), pushrods (6) and rocker
arms (8, 11) onto the valve bridges (13) of the intake and exhaust valves. The valves open against spring
pressure and close with the pressure exerted by the valve springs.
TIM-ID: 0000012113 - 006

MS13088/00E 2018-06 | Series 4000 Engines | 17

 1.7 Fuel system with Common-Rail injection

1 Injector 7 Connection, return line to 13 HP fuel distributor

2 Connecting line, HP fuel line tank 14 Pressure limiting valve
(only 16V/20V engines) 8 Connection, supply line to 15 HP fuel line to injector
3 Connecting line, return line tank KGS Free end
(only 16V/20V engines) 9 Fuel filter
4 Fuel return line from injec- 10 Fuel priming pump
tor 11 Fuel delivery pump
5 Return line 12 HP fuel pump
6 HP fuel line (Common Rail)

Fuel system with Common-Rail injection

The fuel system consists of a low-pressure system and a high-pressure system (Common-Rail system). The
Common-Rail system is controlled by the engine governor. Injection pressure, start of injection and quantity
of fuel injection are determined independent of engine speed. Injection pressures up to 1800 bar ensure very
fine atomization of the fuel and optimum injection and combustion conditions.

Technical data
TIM-ID: 0000081910 - 001

Low pressure
The low-pressure system comprises:
• Fuel delivery pump, driven by a driver of the HP fuel pump
• Fuel priming pump
• Fuel filter

18 | Series 4000 Engines | MS13088/00E 2018-06

 High pressure
The high-pressure fuel system (Common-Rail injection system) comprises:
• HP fuel pump
• HP distributor with pressure limiting valve
• Common rails
• Single-wall HP fuel lines
• Injectors with integrated, individual injector accumulator and flow restrictor valve

Return
• From injectors and the HP distributor (in emergency mode) to tank line

Control system
• Electronic control by engine governor
• Injection timing electronically controllable (variable)

Benefits
• Optimum control of start of injection, quantity of fuel injection and injection pressure
• Considerable reduction of particle and pollutant emissions
• Variable rail pressure
• Low fuel consumption over the entire performance map
• Good acceleration
• No power loss at high fuel temperatures
• No mechanical adjustment required
• Maintenance friendly
• High degree of reliability
• Smooth running

Function
The fuel delivery pump (11) is driven by a driver of the HP fuel pump (12). It draws fuel from the tank and
delivers it to the HP pump (12) via the fuel filter (9). The HP pump increases fuel pressure to up to 1800 bar
and delivers fuel via the fuel distributor (13) and HP lines to the two distributor rails (6).
HP lines (6) then route the fuel to the injectors (1). Injection timing and quantity are determined by the sole-
noid valves installed in the injectors (1) and controlled by the engine electronics.
The fuel quantity required for the injection process and to maintain the system pressure of up to 1800 bar is
preset by a restrictor valve integrated in the HP fuel pump. A performance map stored in the electronic en-
gine management system, determines fuel quantity, based on system pressure and engine speed, and gov-
erning of the restrictor valve.
The injectors (1) provide optimum distribution of fuel in the combustion chamber.
Surplus fuel is routed via return lines (5) back to the tank line.
The entire HP fuel system is designed with single-walled lines.
The fuel priming pump (10) is provided to vent the fuel system via the vent valve.
TIM-ID: 0000081910 - 001

Safety features
If a fault occurs, e.g. with the HP fuel pump (12), the pressure limiting valve (14) integrated in the HP distrib-
uter (13) decreases maximum system pressure. This protects the other HP components against overloading.
The fuel drawn off is returned via the return line 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.
To prevent constant injection and a possibly associated fuel lock, e.g. due to jamming nozzle needles, a limit-
ing valve is installed in the injectors. The valve interrupts the fuel supply from the injector accumulator to the
injection nozzle if the flow rate is excessive.

MS13088/00E 2018-06 | Series 4000 Engines | 19

 1.8 Charge-air and exhaust system

1 Exhaust turbocharger, right
side (free end)
2 Exhaust outlet
3 Exhaust turbocharger, left
side (free end)
4 Turbine housing
5 Compressor housing
6 Charge-air pipe, right side 11 Air intake, connection for
7 Exhaust turbocharger, right air filter
side (driving end) 12 Air supply pipe
8 Exhaust turbocharger, left 13 Inlet duct
side (driving end) 14 Exhaust manifolds, left and
9 Intercooler right
10 Charge-air pipe, left side 15 Exhaust duct

Charge-air and exhaust system

The charge-air and exhaust system components are installed at the driving end (KS) and on top of the en-
gine.
High power and acceleration requirements require wide-ranging performance maps for these engines. Con-
tinuous improvement of turbocharging and exhaust system design has created engine torque characteristics
which fulfill these requirements.

Technical data
• Single-stage exhaust turbocharging
TIM-ID: 0000081941 - 001

• Four exhaust turbochargers for 12V and 16V engines

• Six exhaust turbochargers for 20V engines
• Dry exhaust lines
• Exhaust elbow with vertical outlet
• Charge-air cooling

20 | Series 4000 Engines | MS13088/00E 2018-06

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

Function
Exhaust system
After the exhaust valves open, exhaust gases flow out of the cylinder combustion chambers through the ex-
haust ducts (15) in the cylinder heads to the exhaust manifolds (14) leading to the exhaust turbochargers (1,
3, 7, 8).
Exhaust gas flowing into the turbine housing (4) drives the turbine wheel of the rotor assembly before being
routed out to the atmosphere via the exhaust outlet (2) and the exhaust gas system.

Charge-air system
The compressor wheel which is arranged on the same shaft of the rotor assembly draws air from the out-
side (11) via air filter and compresses it in the compressor housing (5). The compressed air flows through
charge-air pipes (6, 10) to the intercooler (9). From there, air is led via air supply pipes (12) to the inlet
ducts (13) of the cylinder heads into the combustion chambers of the cylinder.
To achieve high cylinder power output, the charge-air is cooled in the intercooler (9).
TIM-ID: 0000081941 - 001

MS13088/00E 2018-06 | Series 4000 Engines | 21

 1.9 Lube oil system

1 Exhaust turbocharger 10 Oil priming pump outlet 19 Pressure maintaining valve

2 Centrifugal oil filter connection 20 Conrod bearings
3 Engine oil heat exchanger 11 Suction basket 21 Crankshaft thrust bearing
4 Oil sampling connection 12 Pressure limiting valve be- 22 Crankshaft support bearing,
5 Engine oil filter (switchable) fore engine driving end
6 HP fuel pump 13 Vibration damper 23 Camshaft bearing
7 Lube-oil priming pump inlet 14 Crankshaft support bearing, 24 Spray nozzle for piston cool-
connection free end ing
8 Pressure relief valve 15 Crankshaft main bearing P Pressure measuring point
9 Engine oil pump 16 Camshaft thrust bearing T Temperature measuring
17 Main oil gallery point
18 Cylinder head

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

Benefits
TIM-ID: 0000082311 - 001

• Long oil-change intervals

Function
The engine oil pump (9) draws oil from the oil pan through a suction basket (11) and delivers it via a connect-
ing line to the engine oil heat exchanger (3) and to the centrifugal oil filters (2).
These clean (centrifuge) the oil. The cleaned oil returns to the oil pan by gravity.
The oil mainly flows through the five engine oil filters (5) directly to the lubrication points in the engine and to
the main oil gallery (17).

22 | Series 4000 Engines | MS13088/00E 2018-06

 The following components / assemblies are supplied directly:
• HP fuel pump (6)
• Vibration damper (13)
• Crankshaft support bearing, free end (14)
• Conrods (20)
• Piston cooling nozzles (24)
The following components / assemblies are supplied from the main oil gallery (17):
• Crankshaft main bearings (15)
• Camshaft thrust bearings (16)
• Cylinder head (18)
• Camshaft bearings (23)
• Crankshaft support bearing, driving end (22)
• Crankshaft thrust bearings (21)
• Exhaust turbocharger bearings (1)
The engine oil pump (9) is a gear pump. It is driven by the crankshaft via an idler gear. A breather valve (8)
protects the pump against excessive oil pressure.
The pressure limiting valve (12) provides oil-pressure control independent of engine speed.
Pressure-maintaining valves (19) supply the spray nozzles for piston cooling only after a minimum oil pres-
sure. They thus ensure lubrication of the engine at lower speeds.
TIM-ID: 0000082311 - 001

MS13088/00E 2018-06 | Series 4000 Engines | 23

 1.10 Cooling system
Engine coolant circuit
1 Charge-air coolant vent line,
LT
2 Engine coolant vent line, HT
3 Space heater supply con-
nection (only 12/16V en-
gines)
4 Space heater return con-
nection (only 12/16V en-
gines)
5 Engine coolant outlet to en-
gine coolant cooler
6 Engine coolant inlet from
engine coolant cooler
7 Engine coolant cooler
8 Charge-air coolant cooler
9 Charge-air coolant inlet
from charge-air coolant
cooler
10 Charge-air coolant expan-
sion tank, LT
24 | Series 4000 Engines | MS13088/00E 2018-06
11 Charge-air coolant drain
plug
12 Charge-air coolant pump
13 Charge-air coolant outlet to
charge-air coolant cooler
14 Charge-air coolant thermo-
stat, LT
15 Engine coolant thermostat,
HT
16 Engine coolant pump
17 Engine coolant expansion
tank, HT
18 Space heater return con-
nection
19 Engine coolant drain plug
(only 20V engines)
20 Space heater supply con-
nection
21 Engine oil heat exchanger
22 Engine coolant preheater
outlet (option)
23 Engine coolant drain plug
24 Restrictor
25 Crankcase
26 Engine coolant preheater in-
let (option)
27 Engine coolant manifold
28 Intercooler
P Pressure measuring point
T Temperature measuring
point
TIM-ID: 0000082312 - 001
 Technical data
• Two separate circuits:
– Engine coolant HT (high-temperature)
– Charge-air coolant LT (low-temperature)
• Coolant cooling by:
– Electrically driven cooling fans
– Mechanically driven cooling fans
– Water/water heat exchanger (for example, plate-core heat exchanger)
• Thermostat-controlled coolant circuit
• Coolant-cooled / preheated charge-air

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

Function
Engine coolant circuit (high temperature HT)
Following the start of the engine, the engine coolant pump (16) pumps part of the coolant through the engine
oil heat exchanger (21) into the coolant chambers of the crankcase (25). The other part of the coolant pass-
es there directly via a flow restrictor (24). The coolant flows around the cylinder liners and into the cylinder
heads.
It flows through the coolant chambers and bores in the cylinder heads and then proceeds to the thermo-
stat (15) via the coolant collecting lines (27) on the left and right.
The thermostat (15) diverts the engine coolant to the engine coolant cooler (7) when the engine is under load
(warm engine). Cooled engine coolant coming from the engine coolant cooler (7) then returns to the engine
coolant pump (16).
The thermostat (15) leads the engine coolant directly to the engine coolant pump (16) when the engine is
cold.
Bypassing the engine coolant cooler (7) allows the engine, lube oil and engine coolant to reach operating
temperature quickly.
The engine coolant expansion tank (17) is installed at the highest point of the cooling system. It compen-
sates engine coolant quantity and pressure and is connected to the circuit by an expansion and vent line (2).
The engine is generally equipped with a preheater unit (22, 26).
Drain plugs (23, 19) are provided at the lowest points of the engine coolant circuit.

Charge-air coolant circuit (LT)

The charge-air coolant pump (12) installed on the engine pumps the charge-air coolant to the intercooler.
The charge-air coolant reaches the thermostat (14) via the intercooler (28). The charge-air coolant passes to
the charge-air coolant cooler (8) via the thermostat (14) when the engine is at operating temperature. Cooled
TIM-ID: 0000082312 - 001

charge-air coolant coming from the charge-air coolant cooler (8) flows to the charge-air coolant pump (12).
The thermostat (14) leads the charge-air coolant directly to the charge-air coolant pump (12) when the en-
gine is cold.
The charge-air coolant expansion tank (10) is installed at the highest point of the cooling system. It compen-
sates charge-air coolant quantity and pressure and is connected to the circuit by an expansion and vent
line (1).
Drain plugs (11) are provided at the lowest points of the charge-air coolant circuit.

MS13088/00E 2018-06 | Series 4000 Engines | 25

 1.11 Engine management and monitoring

1 Customer's control system 4 Data and signals 7 Connection of engines sen-

2 Power supply 24 V DC 5 EIL sory equipment
3 SmartConnect 6 ECU 9 P System
E Engine electronics

Engine management and monitoring

The engine monitoring system continuously analyzes the operating data of the engine. When limit values are
violated, the system initiates engine protection features. This ensures operational availability and long serv-
ice life of the engine.
The engine management system controls e.g. the injection timing, injection duration and the resulting injec-
tion quantity for each ignition and for each cylinder. It controls, among other thing, the speed and high-pres-
sure fuel. The engine management system minimizes consumption and exhaust gas emissions and maximiz-
es power.
Key new features for the engines in this series include the Engine Control Unit ECU 9.

Engine Control Unit ECU 9

TIM-ID: 0000081914 - 001

The engine control unit is the central control and monitoring unit of the engine.
It features a robust and shock-proof design and is mounted directly on the engine.

26 | Series 4000 Engines | MS13088/00E 2018-06

 Technical data
• High temperature resistance, power output, integration level and computing power than the predecessor
• Larger program memory, data memory and RAM
• Flat housing with three self-locking plug connectors
• 24 V DC power supply
• Communication with other units and higher-level systems via CAN bus (with MTU devices via PCS-5 redun-
dant, with external devices via J1939)
• Integrated engine monitoring
• Integrated safety functions
• Self-monitoring and diagnostics with integral status/fault indication and fault memory
• LED for self-diagnostics
• ITS (Integrated Test System)
• Integral load profile recorder
• Sensors and actuators are directly connected to the engine control unit. They are monitored for short cir-
cuit and open line.
• Extendable via engine-side bus system
• Inputs/outputs:
– Higher accuracy
– Internal ambient air sensor
– Lambda sensor recording
– 10 banks for multiple injection (5-fold)
– Angle input (OL detection, adjustable hysteresis)
– Fast data communication via RS485 (SmartConnect)
– Smaller housing dimensions
– Larger surface (improved cooling)
– Internal cooler (LT coolant circuit / LP fuel circuit)
– Only three connectors
– More robust connectors (X1, X2, X3) with regard to interlock
– Mechanism for opening all connectors identical
– Preparation of housing for a cover for connector on application with serious contamination (C&I)
– Pressure compensating diaphragm for the internal absolute pressure sensor

Functions
Control system
• Engine start, engine stop, run-on stop, emergency stop
• Torque
• Injection quantity as a function of engine loading and speed
Closed-loop control
• Speed
• Torque control
• Injection (fuel pressure, injection timing, injection duration, operating status)
• Fuel/air mixture
TIM-ID: 0000081914 - 001

MS13088/00E 2018-06 | Series 4000 Engines | 27

 Engine protection and safety features
• Restricting engine operation to remain within admissible operating values
• Engine protection with dual-level safety systems;
The following responses by the governor including the output of an alarm message can be programmed:
– Start interlock
– Controlled torque reduction
– Torque limitation to an absolute value
– Torque limitation by deduction of a relative value
– Engine shutdown
• Safety engine shutdown (stop or emergency stop) in the event of limit violations and sensor defects, pro-
grammable
• ESCM (Engine Side Condition Management System)
Automatic engine power reduction as a function of e.g.:
– Intake air temperature
– Operating site (e.g. altitude above sea level)
Engine monitoring for genset applications
• Engine speed
• Oil pressure
• Coolant temperature
• Intercooler coolant temperature
• Coolant level
• Intercooler coolant level
• Oil temperature
• Fuel pressure after filter
• Crankcase pressure

Additional components
SmartConnect
Smart Connect is the interface module to the customer.
The following functions are available:
• DIP switch set speed demand, frequency (optional), speed drop and overspeed test
• Four-figure display to indicate ECU fault codes
• Interface to connection of MTU diagnosis tool DiaSys

EIL (Engine Ident Label)

• Identification of engine hardware
• Data storage, e.g. aging data
TIM-ID: 0000081914 - 001

28 | Series 4000 Engines | MS13088/00E 2018-06

 2 Appendix A
2.1 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: 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

Spare Parts Service

Fast, simple and correct identification of spare parts for your drive system or vehicle fleet. The right spare
part at the right time at the right place.
With this aim in mind, we can call on a globally networked spares logistics system, a central warehouse at
headquarters and on-site stores at our subsidiary companies, agencies and service workshops.
Your contact at Headquarters:
E-mail: spare.parts@mtu-online.com
Tel.: +49 7541 9077777
Fax.: +49 7541 9077778
TIM-ID: 0000000873 - 016

MS13088/00E 2018-06 | Appendix A | 29

 3 Appendix B
3.1 Index
A
ADEC 26

C
Charge-air and exhaust system 20
Common-Rail injection 18
Contact persons 29
Cooling system 24
Crankcase 9
Cylinder head with injector 14

E
ECU 9 26
Engine
– Overview 4
Engine management 26
Engine monitoring 26

F
Fuel system (Common Rail) 18

G
Gear train 11

H
Hotline 29

L
Lube oil system 22

M
MTU contact persons 29

O
Oil pan 9

R
Running gear 12

S
DCL-ID: 0000050611 - 001

Service partners 29
Spare parts service 29

V
Valve gear 16

30 | Appendix B | MS13088/00E 2018-06