Technical Documentation
Diesel Engine
12 V 4000 G23
16 V 4000 G23
12 V 4000 G23R
12 V 4000 G43
16 V 4000 G43
12 V 4000 G63
16 V 4000 G63
12 V 4000 G83
16 V 4000 G83
Functional Description
M013027/01E
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.
1 Series 4000 engines . . . . 02
1.1 Series 12/16V 4000-03 engines . . . . 02
1.2 Crankcase with oil pan . . . . 04
1.3 Gear train . . . . 06
1.4 Crank drive . . . . 08
1.5 Cylinder head with injector . . . . 10
1.6 Valve gear . . . . 12
1.7 Fuel system with common-rail injection . . . . 14
1.8 Charge-air and exhaust system . . . . 16
1.9 Lube oil system . . . . 18
1.10 Cooling system . . . . 20
1.11 Engine management and engine monitoring . . . . 22
1.12 Index . . . . 25
1
Series 4000 engines
1.1
Series 12/16V 4000-03 engines
010 Crankcase and attachments 020 Gear train
030 Crank drive 040 Cylinder head 050 Valve gear
070 Fuel system (high pressure) 080 Fuel system (low pressure)
100 Exhaust turbocharger 110 Intercooler
120 Air intake / air supply 140 Exhaust system 170 Starting system
180 Lube oil system / lube oil circuit 200 Coolant system
210 Power supply 230 Mounting / support
250 PTO Systems, KS and KGS (coupling)
500 Monitoring, control and regulation devices, general electric equipment
12/16V 4000-03 engines
These engines are compact, powerful, reliable, maintenance-friendly and extremely economical. The common rail injection system combines optimum fuel efficiency with the observation of all relevant environmental standards.
Technical data
• Four-stroke, four-valve direct injection • 12, 16 cylinders • 90° Vee angle • Power 12V: • 1910 kW • 159.17 kW per cylinder • Displacement 12V: TIM ID: 0 000 0 1 554 0 – 00 1
• 57.24 l • 4.77 l per cylinder • Power 16V: • 2500 kW • 156.25 kW per cylinder • Displacement 16V: • 76.32 l • 4.77 l per cylinder • Counterclockwise rotation
• Electronically-controlled common rail injection
• ESCM (automatic power matching to changing site conditions) • Exhaust turbocharging with charge-air cooling
• Dual-circuit cooling system with charge-air water cooling • Piston cooling
• Electric starter or compressed-air starter motor (option) • Resilient engine mounting
Benefits
• Long service life • High running capacity • Low fuel consumption
• Fulfills most exhaust emission standards
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1.2
Crankcase with oil pan
1 Crankcase 2 Cooling chamber 3 Main oil gallery 4 Top cover 5 Cylinder liner 6 Engine oil transfer
7 Coolant transfer 8 Oil dipstick 9 Oil filler neck 10 Inspection-port cover 11 Oil pan
12 Crankshaft bearing cap
13 Crankshaft bearing 14 Oil nozzle for piston cooling 15 Camshaft bearing
KS Driving end
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.
TIM ID: 0 000 0 1 554 1 – 00 1
Technical data
• Crankcase cast as one piece • Integral coolant ducting
• Main oil gallery integrated in top cover • Replaceable, wet cylinder liners • Split plain bearings for the crankshaft • Plain bearings for the camshaft
• Crankshaft bearing caps secured vertically and horizontally • Integral oil supply for piston cooling
• Crankcase breather (closed circuit) • Large inspection port cover
Benefits
• High rigidity
• Low noise and vibration levels
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1.3
Gear train
1 Drive gear for coolant pump, low-temperature circuit 2 Drive gear for coolant pump,
high-temperature circuit 3 Camshaft gear 4 Crankshaft gear
5 Drive gear for HP fuel pump and fuel delivery pump
6 Idler gear
7 Drive gear for battery-charging generator
8 Engine-oil pump gear
9 Idler gear
10 Drive gear for auxiliary units, e.g. hydrostatic pump
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 TIM ID: 0 000 0 1 554 2 – 00 1
• 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) M013027/01E 08-12 © MTU TIM ID: 0 000 0 1 554 2 – 00 1
1.4
Crank drive
1 Drive flange 2 Ring gear 3 Piston 4 Conrod 5 Crankshaft6 Crankshaft gear (free end)
7 Vibration damper 8 Crankshaft counterweight 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 TIM ID: 0 000 0 1 554 3 – 00 1
• Bolt-on counterweights • Press-fitted crankshaft gear
• Low-wear plain bearings, oil supply from lube oil system • Axial location bearing provided
• Radial sealing rings for sealing against external influences (driving end and free end)
Vibration damper (free end)
• Torsional-vibration damper with hydraulic damping • Oil supply from lube-oil system
Flywheel (driving end)
• Drive flange
• Ring gear for starter pinion
Benefits
• High performance • Minimum weight
• Long maintenance intervals • Long service life
• Low oil consumption
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.
M013027/01E 08-12 © MTU TIM ID: 0 000 0 1 554 3 – 00 1
1.5
Cylinder head with injector
1 Exhaust valve 2 Valve guide 3 Sealing ring 4 Inlet valve 5 Injector 6 Hold-down clamp a Charge air b Exhaust c Coolant d Engine oilCylinder 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
TIM ID: 0 000 0 1 554 4 – 00 1
• 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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1.6
Valve gear
1 Camshaft drive gear 2 Camshaft
3 Pushrod 4 Swing follower 5 Swing-follower shaft 6 Cylinder head 7 Rocker arm (inlet)
8 Bearing support 9 Rocker arm (exhaust) 10 Valve bridge 11 Valve springs 12 Exhaust valve 13 Inlet valve KGS Free end
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
TIM ID: 0 000 0 1 570 2 – 00 1
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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1.7
Fuel system with common-rail injection
1 Distribution rail 2 Injector
3 Solenoid valve (electronically controlled)
4 Return line from the injectors
5 HP fuel line
6 Return line to the tank 7 Fuel filter
8 Fuel hand pump (option) 9 Feed line from tank
10 Fuel delivery pump 11 HP fuel control block 12 HP fuel pump 13 Fuel distributor 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
The low-pressure system comprises:
• Fuel delivery pump, driven by a follower of the HP fuel pump • Fuel hand pump
• Fuel filter
High pressure
The common rail injection system comprises: • HP fuel pump
• HP distributor block with pressure relief valve
TIM ID: 0 000 0 1 554 5 – 00 1
• Distributor rail (Common Rail) • Single-wall HP lines
• Injectors with integrated, individual accumulator and flow restrictor
Return
• From the injectors and high-pressure fuel distributor (in emergency mode) to tank line
Control
• Electronic with electronic engine management system
• Injection start and injection end electronically controllable (variable)
Benefits
• Significant reduction of pollutant emission at low speeds • Variable pressure in common rail
• Good fuel consumption over the entire performance range • Good acceleration
• No power loss at high fuel temperatures • No mechanical adjustment required • Easy maintenance
• High degree of reliability • Exemplary smooth running
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 HP distribution block (13) to the two rails (1).
HP lines (5) supply the fuel to the injectors (2). Injection timing and quantity are determined by the solenoid valves (3) installed in the injectors (2) controlled by the electronic engine management system.
The fuel quantity required for the injection process as well as for the maintenance of the system pressure of up to 1800 bar is regulated by a fuel control block (11) integrated in the HP fuel pump.
The engine electronics determine fuel quantity depending on system pressure and engine speed and control the HP fuel control block in accordance with a performance map stored in the electronic system.
Fuel injected by the injectors (2) is distributed evenly in the combustion chamber. Surplus fuel is led from the injectors via return lines (4) back to the tank.
The entire HP fuel system is designed with single-walled lines.
Safety devices
In the event of failure (e.g. of HP fuel pump (11)), the pressure limiting valve (14) installed in HP distributor (13) reduces the maximum system pressure, thereby protecting the remaining components of the HP system from overpressure. The fuel drawn off is returned via the return line to the line leading to the tank (6). At decreased system
pressure, the engine can be operated safely at partial load until the next service is possible. To prevent continuous injection and a potential fuel lock (e.g. if the needle of the injector nozzle seizes), a flow-limiting valve is integrated in the injector.
The valve interrupts the fuel supply from the accumulator to the injector if the flow rate is excessive.
M013027/01E 08-12 © MTU TIM ID: 0 000 0 1 554 5 – 00 1
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
7 Exhaust turbocharger, right side (driving end)
8 Exhaust turbocharger, left side (driving end)
9 Intercooler
10 Charge-air pipe, left side 11 Air intake, connection for air filter 12 Air supply pipe
13 Inlet duct
14 Exhaust manifolds, left and right sides
15 Exhaust duct Air
Exhaust
Charge-air and exhaust system
The components of the charge-air and exhaust system are installed on the driving end (KS) and on top of the engine. High power and acceleration requirements require wide-range performance maps for these
engines. Continuous improvement of turbocharging and exhaust system design has realized engine torque characteristics which fulfill these requirements.
Technical data
• Single-stage exhaust turbocharging
• Four exhaust turbochargers on 12V and 16V engines • Dry exhaust gas lines in the engine V
• Exhaust elbow with vertical outlet • Charge-air cooling
Benefits
• Low exhaust emissions
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• Low fuel consumption
• High degree of engine efficiency
• Optimum load application characteristics
• Straightforward connection to external exhaust gas system
Operation
Exhaust system
When the exhaust valves open, exhaust gases flow out of the cylinder combustion chambers through the exhaust 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 atmosphere via the exhaust outlet (2) and the exhaust gas system.
Charge-air system
Compressor wheel which is arranged on the same shaft of the rotor assembly draws air from the outside (11) via air filter and compresses it in the compressor housing (5). The compressed air flows through the 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.
To achieve high cylinder power output, the charge-air is cooled in intercooler (9). The split-circuit coolant 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.
M013027/01E 08-12 © MTU TIM ID: 0 000 0 1 554 7 – 00 2
1.9
Lube oil system
1 Engine oil pump 2 Suction basket
3 Engine oil heat exchanger 4 Centrifugal oil filter 5 Engine oil filter (switchable) 6 Main oil gallery
7 HP fuel pump 8 Vibration damper
9 Crankshaft support bearing, free end
10 Conrod bearings 11 Piston cooling nozzle
12 Crankshaft main bearing 13 Camshaft thrust bearing 14 Cylinder head
15 Camshaft bearing
16 Crankshaft support bearing, driving end
17 Crankshaft thrust bearing 18 Exhaust turbocharger bearing,
left side
19 Exhaust turbocharger bearing, right side
20 Pressure relief valve
21 Control valve before engine 22 Pressure maintaining valve 23 Oil priming pump inlet connection 24 Oil priming pump outlet connection 25 Oil sampling cock
Technical data
• Wet-sump forced-feed lubrication system
• High engine-oil cleaning efficiency provided by centrifugal oil filters • Automatic oil filter (option)
Benefits
• Long oil-change intervals
TIM ID: 0 000 0 1 554 8 – 00 1
Operation
The engine oil pump (1) draws oil from the oil pan through a suction basket (2) and delivers it via a connecting line to the engine oil heat exchanger (3) and to the centrifugal oil filters (4).
These clean (centrifuge) the oil. The cleaned oil returns to the oil pan by gravity.
The oil mainly flows through the five engine oil filters (5) directly to the lubrication points in the engine and to the main oil gallery (6).
The following components / assemblies are supplied directly: • HP fuel pump (7)
• Vibration damper (8)
• Crankshaft support bearing, free end (9) • Conrod bearings (10)
• Piston cooling nozzles (11)
The following components / assemblies are supplied from the main oil gallery (6): • Crankshaft main bearings (12)
• Camshaft thrust bearings (13) • Cylinder head (14)
• Camshaft bearings (15)
• Crankshaft support bearing, driving end (16) • Crankshaft thrust bearing (17)
• Exhaust turbocharger bearings (18, 19)
The engine oil pump (1) is a gear pump. It is driven by the crankshaft via an idler gear. A pressure-relief valve (20) protects the pump against excessive oil pressure.
The control valve (21) provides oil-pressure control independent of engine speed.
Pressure maintaining valves (22) supply the spray nozzles for piston cooling when a minimum oil pressure has been reached. They thus ensure lubrication of the engine at lower speeds.
M013027/01E 08-12 © MTU TIM ID: 0 000 0 1 554 8 – 00 1
1.10
Cooling system
Engine coolant circuit
1 Engine coolant pump 2 Engine oil heat exchanger 3 Crankcase
4 Flow restrictor 5 Coolant collecting line 6 Thermostat
7 Engine coolant cooler 8 Engine coolant expansion
tank, HT circuit
9 Expansion and vent line, HT circuit 10 Inlet to engine coolant preheater
(option)
11 Outlet from engine coolant preheater (option)
12 Engine coolant drain plug 13 Charge-air coolant pump 14 Intercooler
15 Thermostat, LT
16 Charge-air coolant cooler 17 Charge-air coolant expansion
tank, LT circuit
18 Expansion and vent line, LT circuit 19 Charge-air coolant drain plug 20 Engine coolant temperature sensor 21 Engine coolant outlet to engine
coolant cooler
22 Engine coolant inlet from engine coolant cooler
23 Charge-air coolant outlet to charge-air coolant cooler 24 Charge-air coolant inlet from
charge-air coolant cooler 25 Supply connection to room
heating system
26 Return connection from room heating system
P = Pressure measuring point T = Temperature measuring point
Technical data
• Two separate circuits:
• Engine coolant HT (high-temperature) • Charge-air coolant LT (low-temperature) • Coolant cooling by:
• Electrically driven fan
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• Mechanically driven fan
• Water/water heat exchanger (e.g. plate-core heat exchanger) • Thermostat-controlled coolant circuit
• Coolant-cooled / preheated charge-air
Benefits
• Engine, oil and charge-air reach optimum operating temperature very quickly • White smoke prevented by heating the charge air in idling and low-load operation • Charge-air cooling during load-operation
Operation
Engine coolant circuit (HT circuit)
Following the start of the engine, the engine coolant pump (1) pumps part of the coolant through the engine oil heat exchanger (2) into the coolant chambers of the crankcase (3). The other part of the coolant flows there directly via a flows restrictor (4). The coolant flows around the cylinder liners and into the cylinder heads.
It flows through the coolant chambers and bores in the cylinder heads and then proceeds to the thermostat (6) via the coolant collecting lines (5) on the left and right.
The thermostat (6) diverts the engine coolant to the engine coolant cooler (7) when the engine is under load (warm engine). Cooled engine coolant coming from the engine coolant cooler (7) then returns to the engine coolant pump (1). The thermostat (6) leads the engine coolant directly to the engine coolant pump (1) when the engine is cold. Bypassing the engine coolant cooler (7) allows the engine, lube oil and engine coolant
to reach operating temperature quickly.
The engine coolant expansion tank (8) 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 (9). The engine is generally equipped with a preheater (10, 11).
Drain plugs (12) are provided at the lowest points of the engine coolant circuit.
Charge-air coolant circuit (LT)
The charge-air coolant pump (13) installed on the engine pumps the charge-air coolant to the intercooler (14). The charge-air coolant passes to the thermostat (15) via the intercooler (14). The charge-air coolant passes to the charge-air coolant cooler (16) via the thermostat (15) when the engine is at operating temperature. Cooled charge-air coolant coming from the charge-air coolant cooler (16) flows to the charge-air coolant pump (13).
The thermostat (15) leads the charge-air coolant directly to the charge-air coolant pump (13) when the engine is cold. The charge-air coolant expansion tank (17) is installed at the highest point of the cooling system. It compensates charge-air coolant quantity and pressure and is connected to the circuit by an expansion and vent line (18). Drain plugs (19) are provided at the lowest points of the charge-air coolant circuit.
M013027/01E 08-12 © MTU TIM ID: 0 000 0 1 554 9 – 00 1
1.11
Engine management and engine monitoring
CS Customer’s control system SAM Service and Application Module
P Plant
E Engine
G Battery-charging generator M Starter
ADEC Advanced Diesel Engine Controller (ECU7)
I/0 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 prolongs the service 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 vital engine operating values.
Technical data
• Flat housing with four self-locking plug connectors • Integrated engine monitoring
• Integrated safety functions
• Redundant, galvanically isolated CAN busses to SAM (Service and Application Module) and Display DIS (option)
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• 24 V DC supply
• LED for self-diagnostics
• All sensors and actuators directly connected to the ECU • Integrated test system ITS
• All sensors and actuators are monitored for short circuits and defective wiring • Expansion capability via engine-side bus system (EMU)
Functions
Governing
• Engine speed or torque • Fuel HP
Control
• Injection (fuel pressure, commencement and duration of injection, operating status)
• Engine protection with dual-level safety systems. The following responses by the governor can be programmed: • Controlled torque reduction
• Torque limitation by deduction of an absolute value • Torque limitation by deduction of a relative value • Engine shutdown
Engine monitoring for genset applications
• Exhaust temperature, A-bank • Exhaust temperature, B-bank • Engine speed
• Oil pressure
• Coolant temperature
• Intercooler coolant temperature • Coolant level
• Intercooler coolant level • Turbocharger speed • Leak-off fuel level • Oil temperature
• Fuel pressure downstream of filter
SAM (Service and Application Module)
The SAM is intended to be integrated into the customer’s control system and provides the following features: • Backup of all ADEC data at governor failure
• Interface for remote diagnostics • Interface for web base server • Display of ADEC fault codes • Display of SAM fault codes
• Additional sockets for input and output cards Engine operating data is continuously stored in the SAM.
Interfaces to customer’s systems
• 28 binary inputs • 24 binary outputs • 8 analog inputs • 10 analog outputs
Benefits
• Versatile interfacing (according to customer requirements)
• Straightforward connection to common, commercially-available genset controllers
A special SAMplusversion providing additional features is offered to meet specific requirements.
Color display DIS (option)
• Engine speed, oil pressure and coolant temperature are being monitored and displayed • Integrated test system ITS
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• Redundant CAN bus interface to governor and SAM customer interface • 24 V DC supply
• Display (option) of: Fuel leak
Fuel filter differential pressure monitoring Interval oil priming
Automatic oil replenishment
Benefits
• Maintenance-free
• Screen pages for operating status, measured values and fault display (on optional color display) • Screen pages for monitoring CAN communication (on optional color display)
POM (Power Output Module) from 01/2007
• Engine side completely wired for use
• Starer and battery-charging generator connected to battery • Redundant CAN bus interface to governor
Benefits
• Wiring of starter and battery-charging generator by customer no longer required
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1.12
Index
C
Charge-air and exhaust system . . . 16
Cooling system . . . 20
Crank drive . . . 08
Crankcase with oil pan . . . 04
Cylinder head with injector . . . 10