The new MTU Series 1600 diesel engines: Powerful, clean and fuel-efficient

more images

• Power output range from 270 to 730 kW
• Cylinder variants R6, V8, V10, V12
• Piston capacity 1.75 liters per cylinder
• Drive system for power supply gensets, construction equipment, agricultural & forestry equipment and rail vehicles

Friedrichshafen, 5 May 2009. With the new Series 1600 diesel engines, MTU is extending its engine program in the lower power output range from 270 to 730 kW. Based on an individual cylinder piston capacity of 1.75 liters, one 6-cylinder inline engine model, as well as V-engine models with eight, ten and twelve cylinder configurations cover a displacement range of 10.5 to 21 liters.

The Series 1600 engine family has been developed for applications like power generation (GenDrive), construction and industrial equipment (C&I), agricultural and forestry equipment (Agriculture), as well as rail vehicles (Rail). Initially, the 12V engines for emergency and peak-shaving power generation will be launched in the fall of 2009. With the gradual introduction of the six, eight and ten cylinder engines, the

50-Hertz model provides power outputs of 270 to 635 kW (300 to 715 kVA), while the 60-Hertz model comes with a range of 285 to 670 kW (250 to 600 kWe). The engine models for construction & industrial equipment, agricultural & forestry equipment, as well as rail applications, will also be introduced within a staged launch process.

Extended engine range

MTU’s engine range comprises diesel engines with a widely varied power output range of up to 9,100 kW. This includes Series 2000, Series 4000 and Series 8000 engines. The largest MTU engine, the 20V 8000 with a power output of 9,100 kW, is predominantly installed as a main propulsion system in fast ferries, military vessels or mega-yachts. Series 4000 diesel engines with power output values from 735 to 4,300 kW are available for a variety of off-highway applications like ships, rail vehicles or power generation systems. The power output range from 500 to 2,000 kW is covered by Series 2000, which has been very successfully deployed in applications like marine, power generation, construction equipment and industrial applications, as well as for the oil and gas industries since 1997. The new Series 1600 complements MTU’s product portfolio in the lower power range with outputs of 270 to 730 kW.

Modular engine concept

Thanks to its modular design, Series 1600 engines - ranging all the way from the R6 to the V12 model - are equipped with a comprehensive range of common components. The turbo-charger design, the injection system settings, the electronic engine management system configuration, as well as the integration of special subassemblies make the basic engine a drive system for power supply gensets, construction equipment or rail vehicles. This is how these engines optimally comply with the huge variety of requirements pertaining to the individual applications. When utilized as an emergency power supply genset, for example, Series 1600 comes with impressive load application capabilities, in order to be able to run up to full load within only a few seconds in emergency situations. The models destined for mobile C&I and agricultural applications are more powerful and designed to optimize their power-to-weight ratio. These engines also score with their rigid structure facilitating low-vibration levels during operation. They also come with a relatively low number of interfaces toward the overall system or application. The Series 1600 engine’s flexible auxiliary PTO can work either via the engine’s gear drive or via belt drive, thereby offering final product manufacturers more flexibility in the design of the respective piece of equipment. Few external connections, e.g. for coolant and air lines, or electronic connections, facilitate easy integration into the overall system, and thereby quick and economically efficient installation. OEMs, as well as system or equipment operators using Series 1600 engines of variant displacement categories, can thereby simplify their spare part storage system and simultaneously save storage expenses.

Key technologies for powerful and fuel-efficient engines

Series 1600’s power output capabilities are predominantly due to developments in the three core competences - turbo-charging, injection and electronics - traditionally handled in-house by MTU.

This is why Series 1600 engines owe their excellent power output levels, combined with low fuel consumption, to their specific turbo-charging technology. One turbo-charger will be used for the inline 6-cylinder engine for the first GenDrive applications. The V engines will be furnished with two turbo-chargers - one for each cylinder bank. The chargers work according to pulse-charging principles: they use the energy of the high-velocity exhaust gas. This, in turn, fills their feed lines - when opening the outlet valves - with exhaust gas, in turn resulting in a pressure wave which is used to power the turbine. Series 1600 GenDrive engines reach their high power output values via a compact single-stage turbo-charging process, i.e. it was possible to do without a more costly two-stage turbo-charging concept.

Series 1600 engines feature a sophisticated Common-Rail fuel injection system, just like the leading MTU Series 2000 and Series 4000. Inside these Common-Rail systems, a high-pressure pump transfers the fuel to an accumulator, the so-called “rail”. The injector units then provide for a precisely dosed and very fine spray of fuel into the combustion chambers, so the mixture is combusted both very cleanly and efficiently. This is what makes Series 1600 engines very fuel-efficient. Not only does this reduce the operating costs for the overall system, or, application, but also actively contributes to climate protection. Low fuel consumption combined with maximum engine power output also reduces residual heat levels to be offset, thereby facilitating cost-efficient cooler designs.

A new engine control device based on the ADEC (Advanced Diesel Engine Control), which is used for the other MTU engines, has been specifically adapted to the requirements of Series 1600 engines. The ADEC system controls all engine functions to make the engine provide maximum power output combined with low fuel consumption. The system is already geared to suit the requirements of future engine concepts, i.e. it is capable of controlling all exhaust gas after-treatment systems which will be developed for Series 1600 engines in the future.

Compliance with future Emission Regulations

This is because engines for off-highway applications will have to comply with increasingly stringent emission regulations in the future, varying significantly by the relevant application ranges and the regions worldwide. On the basis of their power output classification and their individual applications, Series 1600 engines are subject to various emission regulations including 97/68/EC for Europe EPA 40 CFR 89 or 40 CFR 1039 in the U.S., and EPA Tier 2 (> 560 kW) or Tier 3 (< 560 kW) emission regulations applying to generator engines utilized for emergency power supply applications in the U.S.

For Series 1600 engines, a particular premium was placed on very low nitrogen oxide and soot levels with regard to the diesel fuel. The GenDrive engines therefore comply with applicable U.S. exhaust gas regulations, even without exhaust gas after-treatment or exhaust gas recirculation (EGR). This means that it is possible to forego such cost-intensive systems for the current emission tier.

In Europe, there currently are a number of individual, nationally applicable regulations for emergency power generation. GenDrives for peak and continuous power applications are currently subject to the same limits as emergency power supply systems. Engine models for peak power applications will be delivered in compliance with Tier 4 regulations, as of 2014. To achieve this, Series 1600 engines will continue to be subjected to an internal engine optimization development process, so as to make the combustion process cleaner. One example for this optimization is MTU’s current project to develop a Common-Rail system with injection pressure levels of up to 2,500 bar. According to the current development status, however, some applications would require additional complex exhaust gas cleaning systems in order to comply with future emission limits. MTU is developing soot particle filters or catalyzers to reduce nitrogen oxides. MTU designs these systems on the basis of a modular structure.

Power output chart Series 1600 GenDrive

– End –