Manual S1600

Operation and Maintenance
Manual
Diesel engine-generator sets
with MTU 8V/10V/12V1600 engines
Application group 3D
60 Hz, 50 Hz
Built in North America
131345844E
Order No. 131345844

Serial No. 95010600829
System designation Engine model Power node kW/cyl Application group
Product name Model number
MTU 8V1600 DS350 DG08V1600A1N MTU 8V1600 G70S 350 kW 44 Emergency standby (3D)
MTU 8V1600 DS400 DG08V1600A2N MTU 8V1600 G80S 400 kW 50 Emergency standby (3D)
MTU 8V1600 DS400 DG08V1600A1L MTU 8V1600 G70F 400 kVA 40 Emergency standby (3D)
MTU 8V1600 DS440 DG08V1600A2L MTU 8V1600 G80F 440 kVA 44 Emergency standby (3D)
MTU 10V1600 DG10V1600A1N MTU 10V1600 G70S 450 kW 45 Emergency standby (3D)
DS450
MTU 10V1600 DG10V1600A1L MTU 10V1600 G70F 500 kVA 40 Emergency standby (3D)
DS500
DS500
DS550
DS550
DS600
DS650
MTU 12V1600 DG12V1600A2L MTU 12V1600 G80G 715 kVA 48 Emergency standby (3D)
DS715
Table 1: Applicability
© 2015 Copyright MTU Onsite Energy Corp.

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 Onsite Energy Corp. 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.
Preface
This Operation & Maintenance Manual provides general instructions for operating your MTU Onsite Energy
engine-generator set properly. It is essential that every person who works on or with the engine-generator
set be completely familiar with the contents of this manual and that he/she carefully follows the instructions
contained herein.
Each operation and maintenance may require some modification of the suggested guidelines in this manual.
They must be consistent with locally applicable standards and take into consideration safety guidelines and
measures.
Following this guide will result in an efficient and reliable installation.
Carefully follow all procedures and safety precautions to ensure proper equipment operation and to avoid
bodily injury. Read and follow the Safety section at the beginning of this manual.
All instructions and diagrams have been checked for accuracy and simplicity of application, however, the
skills of the operator are most important. MTU Onsite Energy does not guarantee the result of any operation
contained in this manual nor can MTU Onsite Energy assume responsibility for any injury or damage to prop-
erty. Persons engaging in operating do so entirely at their own risk.
In this publication the manufacturer of the engine-generator set is known as MTU Onsite Energy.
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131345844E 2015-12 | Preface | 3

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Table of Contents
1 Safety 4.7.1 Air system – Overview 97
4.7.2 Single-stage air filter 99
1.1 MTU System Safety Section 9 4.7.3 Heavy duty air filter 101
1.2 Use of MTU Technical Documentation 10
4.8 Cooling System 103
1.3 MTU Engine Safety Section 11
4.8.1 Cooling system – Overview 103
1.4 MTU General Shop Safety Section 13 4.8.2 Unit-mounted radiator 106
1.5 General Service Safety 17 4.8.3 Jacket water heater 108
1.6 Engine-Generator Set – Lockout/Tagout and
Unlocking Procedures 19 4.9 Exhaust System 110
1.6.1 Lockout/tagout procedure 19 4.9.1 Exhaust system – Overview 110
4.9.2 Exhaust silencer 111
4.10 Fuel System 113

2 Transport 4.10.1 Fuel system – Overview 113
2.1 Transport 22 4.10.2 Single fuel/water separator 115
4.10.3 Dual fuel/water separator 117
4.10.4 Fuel cooler 119
3 Product Information 4.10.5 Day tank 120
4.10.6 Sub-base tank 122
3.1 Spec Sheet MTU 12V1600 DS600 (600 kW
Standby) 25 4.11 Electrical System 124
3.2 Parts List - Shop Order 95010600829 29 4.11.1 Smart Connect 124
4.11.2 Starter batteries 126
4 Product Summary 4.11.3 Battery charger 128
4.11.4 Circuit breakers 130
4.1 Chapter overview 47 4.12 Base and Mounting System 134
4.2 Engine-Generator Set 48 4.12.1 Base and mounting system 134
4.2.1 Engine-generator set – General information 48
4.2.2 Engine-generator set – Standard scope of 4.13 Enclosure 135
delivery 50 4.13.1 Enclosure 135
4.3 Engine 54
4.3.1 MTU Series 1600 Gx0 engine 54 5 Engine Generator Set Basic Operations
4.3.2 Sensors and actuators 56
5.1 Lockout/tagout procedure 138
4.4 Generator 58 5.2 Unlocking procedure 141
4.4.1 Generator – General information 58
5.3 Putting the engine-generator set into
4.4.2 Analog voltage regulator 63
4.4.3 Digital voltage regulator DVR2000E+ 65
operation after extended out-of-service-
period 143
4.5 Engine-Generator Set MGC-2000 Series 5.4 Automatic start and stop 147
Control Panel 69 5.5 Manual start 149
4.5.1 Control panel enclosure with MGC-2000 Series 5.6 Manual stop 150
– General information 69
5.7 Emergency stop 151
4.5.2 Control panel MGC-2000 Series – Display
5.8 Exercising checks 152
operations 76
5.9 Putting the engine-generator set out of
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4.5.3 Remote annunciator for MGC Series 80

operation 154
4.6 Engine-Generator Set MGC-3000 Series
Control Panel 83 6 Ground Fault Protection - Field Testing
4.6.1 Control panel enclosure with MGC-3000 Series
– General information 83 6.1 Field Testing of Residual Equipment Ground
4.6.2 Control panel MGC-3000 series – Display Fault Protection Systems 157
operations 90
4.6.3 Remote annunciator for MGC Series 94
4.7 Air System 97
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7 Troubleshooting 10.2.24 Engine cabling – Check 310
10.2.25 Engine governor and connector – Cleaning 311
7.1 Troubleshooting by symptoms 165 10.2.26 Engine governor – Checking plug connections 312
7.2 Fault codes on Smart Connect display 170
10.3 Generator 313
7.3 Fault Codes and Events on MGC Series
10.3.1 Generator – Check 313
Panels 171 10.3.2 Generator – Wiring check 314
7.3.1 Recording of fault codes on MGC Series digital 10.3.3 Generator – Greasing antifriction bearing 315
control panels 171
7.3.2 List of fault codes on MGC Series digital 10.4 Engine-Generator Set Control Panel 317
control panels in alphabetical order 173 10.4.1 Control panel MGC Series – Backup battery
replacement 317
7.4 List of MTU fault codes in numerical order
(ADEC-ECU8) 230 10.5 Jacket Water Heater 318
10.5.1 Jacket water heater – Thermostat replacement 318
10.5.2 Jacket water heating element – Wiring check 319
8 Maintenance
10.5.3 Jacket water heating element and tank –
8.1 Maintenance notes on MGC Series 274 Check 320
10.5.4 Jacket water heater – Hoses check 322
9 Maintenance – Maintenance Schedule Matrix 10.6 Radiator 323

and Maintenance Tasks 10.6.1 Radiator – Check the core for leaks and
contamination 323
9.1 Maintenance schedule preface 275 10.6.2 Radiator – Core face cleaning 324
9.2 Maintenance schedule matrix 277
9.3 Maintenance tasks 278
11 Fluids and Lubricants Specifications
10 Task Description 11.1 Preface 326
11.1.1 General information 326
10.1 Engine-Generator Set 279
10.1.1 Engine-generator set – Test run 279 11.2 Lubricants 328
11.2.1 Engine Oils 328
10.2 Engine 280 11.2.1.1 Requirements to be met by engine oils 328
10.2.1 Engine – Barring with starting system 280
11.2.1.2 Viscosity grades 331
10.2.2 Valve clearance – Check and adjustment 281
11.2.1.3 Oil change intervals 332
10.2.3 Cylinder head cover – Removal and
11.2.1.4 Operational monitoring of engine oil 333
installation 284
11.2.2 Lubricating greases 336
10.2.4 Fuel system – Venting 285
10.2.5 Fuel filter – Replacement 286 11.3 Coolants 337
10.2.6 Dual fuel/water separator – Differential 11.3.1 Requirements to be met by coolant 337
pressure check 287 11.3.2 Fresh water requirements 339
10.2.7 Single or dual fuel/water separator – Draining 288 11.3.3 Coolant additives 340
10.2.8 Single or dual fuel/water separator – Filter 11.3.4 Operational monitoring of coolants 342
element replacement 289 11.3.5 Storage stability of coolant concentrates 346
10.2.9 Air filter – Replacement 291
10.2.10 Air filter – Removal and installation 292
11.4 Fuels 347
11.4.1 Requirements to be met by diesel fuels 347
10.2.11 Service indicator – Signal ring position check 293
11.4.2 Requirements to be met by heating oil EL 351
10.2.12 Engine oil – Level check 294
11.4.3 Operational monitoring of fuels 352
10.2.13 Engine oil – Change 295
11.4.4 Approved fuel additives/microorganisms in
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10.2.14 Engine oil filter ‒ Replacement 297

the fuel 354
10.2.15 Engine coolant – Level check 298
11.4.5 Approved diesel fuels and heating oils 355
10.2.16 Engine coolant – Change 299
10.2.17 Engine coolant – Draining 300 11.5 Approved Engine Oils and Lubricating
10.2.18 Engine coolant – Filling 301 Greases 357
10.2.19 Engine coolant pump – Relief bore check 303 11.5.1 Engine Oils 357
10.2.20 Drive belt – Adjustment 304 11.5.1.1 Series-based usability of engine oils 357
10.2.21 Drive belt – Condition check 305 11.5.1.2 Single-grade oils – Category 1 358
10.2.22 Drive belt – Tension check 306 11.5.1.3 Multi-grade oils – Category 1 360
10.2.23 Drive belt – Replacement 308 11.5.1.4 Single-grade oils – Category 2 362
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11.5.1.5 Multi-grade oils – Category 2 365 12.4.1 Dependency between storage conditions and
11.5.1.6 Multi-grade oils – Category 2.1 (low-SAPS type of packaging 416
oils) 371 12.4.2 Interpretation examples 417
11.5.1.7 Multi-grade oils – Category 3 373 12.4.3 Represervation Intervals of Media Circuits 418
11.5.1.8 Multi-grade oils – Category 3.1 (low-SAPS 12.4.3.1 Intervals with filled media circuits 418
oils) 376 12.4.3.2 Intervals with unfilled media circuits 420
11.5.2 Lubricating Greases 378 12.4.4 Represervation intervals for non-engine
11.5.2.1 Lubricating greases for general applications 378 components 421
11.5.2.2 Lubricating greases for diesel engine-
generator set components 379
12.5 (Re)preservation with Engine-Generator Set
Operation Option 422
11.6 Approved Coolants 380 12.5.1 Short service interruption of up to one month 422
11.6.1 Usability of coolant additives by Series 380 12.5.2 Service Interruption of 1 to 3 Months 423
11.6.2 Water-soluble corrosion inhibitor concentrates 12.5.2.1 Storage for 1 to 3 months with filled media
for cooling systems containing light metal 381 circuits 423
11.6.3 Water-soluble corrosion inhibitors for cooling 12.5.2.2 Storage for 1 to 3 months with unfilled
systems not containing light metal 382 media circuits 424
11.6.4 Corrosion-inhibiting antifreeze for cooling 12.5.3 Service Interruption of more than 3 Months 425
systems containing light metal 384 12.5.3.1 Storage for more than 3 months with filled
11.6.5 Corrosion-inhibiting antifreeze for cooling media circuits 425
systems not containing light metal 388 12.5.3.2 Storage for more than 3 months with
11.6.6 Corrosion-inhibiting antifreeze containing unfilled media circuits 427
silicate 393
11.6.7 Silicate-free corrosion-inhibiting antifreeze 395 12.6 (Re)preservation without Engine-Generator
Set Operation Option 429
11.7 Flushing and Cleaning Specifications for 12.6.1 Storage with filled media circuits 429
Engine Coolant Circuits 397 12.6.2 Storage with unfilled media circuits 431
11.7.2 Approved cleaning products 398 12.7 Depreservation 433
11.7.3 Engine coolant circuits – Flushing 399 12.7.1 Depreservation prior to operation 433
11.7.4 Engine coolant circuits – Cleaning 400 12.7.2 Instruction sheet for depreservation if climate-
11.7.5 Cleaning assemblies 401 compatible packaging is used 434
11.7.6 Coolant circuits contaminated with bacteria, 12.8 Packaging 435
fungi or yeast 402 12.8.1 Types of packaging 435
12.8.2 Climate-compatible packaging – Design 436
12.8.3 Climate-compatible packaging – Installation 439
12 Preservation and Represervation
12.8.4 Climate-compatible packaging – Check and
Specifications repair 446
12.8.5 Monitoring Sheet for engines with climate-
12.1 General Information 403
compatible packaging 447
12.1.2 Safety instructions for handling preservatives 405
12.2 Preservation and Represervation 406 13 Appendix A

12.2.1 Notes on preservation and represervation 406
12.2.2 Check sheet for preservation and
13.1 Abbreviations 448
represervation 407 13.2 Conversion tables 452
13.3 Glossary 456
12.3 Approved Preservatives 409
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12.3.1 Requirements for preservatives 409

14 Appendix B
12.3.2 Corrosion Inhibitor for Internal Preservation 410
12.3.2.1 Corrosion inhibitors for the oil circuit and 14.1 Index 468
the combustion chamber 410
12.3.2.2 Corrosion inhibitor for coolant circuit 411
12.3.2.3 Corrosion inhibitor for the diesel fuel system 413
15 Preparation and Startup Information
12.3.3 Corrosion inhibitors for external preservation 414
15.1 A - Initial Start-Up Validation and
12.3.4 Preservatives for non-engine components 415
Commissioning Request Form 475
12.4 Represervation Intervals 416 15.2 B - MTU Engine-Generator-Set Installation
Validation Checklist 477
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15.3 C - MTU Engine-Generator Set 16.2 Panel Back 816-Q-1313458-B 495
Commissioning and Validation Checklist 481 16.3 Engine 816-Q-1313458-E 497
15.4 Two (2) Year 3000 Hour Basic Standby 16.4 Generator 816-Q-1313458-G 499
Limited Warranty_OE-M-GEN-S-006 485 16.5 Dimensional Drawing
15.5 MTU Onsite Energy Registration 489 DS600D6SWA(12V1600)L0-MI-439 501
16 Drawings
16.1 Panel Front 816-Q-1313458-F 493
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1 Safety
1.1 MTU System Safety Section
System Safety Considerations
MTU systems or systems utilizing MTU equipment are integrated in a specific application to provide a capa-
bility to satisfy a stated need or objective.
In many cases, the system includes components from multiple product manufacturers, facility design consid-
erations and the use of outside contractors. Complete safety information for the system can include multiple
sources in addition to information provided by MTU. It is recommended you obtain and review the latest
product application manuals from each manufacturer before design, installation or commissioning. It is the
responsibility of the installation contractor and owner of the system installation site to ensure all local laws,
ordinances and regulations are followed.
Given variations in system requirements, facility design and equipment, incompatibilities may result in poten-
tial hazards. If a system design, procedure or process that is not specifically recommended by MTU is used,
you must satisfy yourself that it is safe for your application and facility.
System Installation and Commissioning

The safety guidelines and recommendations for the installation and commissioning of the MTU system are
described in this manual and the Installation and Commissioning Validation Forms [for your application].
These materials contain specifications and procedures that must be considered by qualified technicians,
project planners and outside contractors when installing and commissioning an MTU system and supporting
equipment. Categories include:
• Transport, handling and lifting
• System identification
• System room, enclosure and open unit requirements
• Air inlet system
• Cooling system
• Mounting and foundation
• Fuel system
• Lube oil system
• Exhaust system
• Starting and battery charging system
• Electronic controls
• Electrical connections
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1.2 Use of MTU Technical Documentation
Access to MTU technical documentation is restricted, due to the highly technical nature of the information.
Maintenance and workshop documentation is structured based on Qualification Levels (QLs). Personnel are
to be qualified at the appropriate level to carry out specific tasks. The QLs are matched to MTU training
courses and a demonstrated proficiency related to various tool kits.
QL1 - Operational monitoring and maintenance tasks that can be done during breaks in operation, and do
not require disassembly of the system, engine or any components.
QL2 - Maintenance procedures requiring the exchange of assemblies.
QL3 - Maintenance procedures requiring overhaul of assemblies.
Do not use MTU Technical Documentation or attempt to perform the activities described in this manual if you
have not been properly qualified by an MTU-authorized distributor for this QL level.
The information, specifications and illustrations in this manual are based upon information available at the
time it was written. The information, specifications and illustrations can change at any time. These changes
can affect the service given to the product. Obtain the complete and most current information before you
start any work on the system, engine or any components.
If you did not receive this manual through MTU, stop all work and contact MTU to make sure you have the
appropriate training and qualifications to follow the procedures within.
Keep this Manual near Engine for Personnel [QL1]

This publication must be provided to all MTU-certified personnel involved in any work being done on the en-
gine and a copy must be located in the vicinity of the engine, accessible at all times.
General Responsibilities of Owners and Operators and MTU Technicians [QL1]

Owner and operator responsibilities
In preparation for service of an engine, owners and operators must:
• Keep unauthorized personnel clear of engine service areas.
• Provide a clear path for transport of the engine.
• Provide a service area for the engine.
• Provide proper equipment to transport the engine.
• Provide that lifting and handling of heavy objects are performed or supervised by personal knowledgeable
with lifting procedures.
• Provide certified forklift and crane operators.
• Provide proper tools for working on an engine that are properly maintained and calibrated.
• Provide necessary add-on heat generating devices, such as a fuel heater.
• Make sure that servicing of batteries is performed or supervised by personnel knowledgeable with batter-
ies and required battery service procedures.
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10 | Safety | 131345844E 2015-12

1.3 MTU Engine Safety Section
Preparing to Service Engine
Shut off equipment
You could be seriously injured or killed when working on running equipment. A release or spill of coolant, oil,
fuel or hydraulic fluid while the engine is running can cause a fire or explosion. Do not fill coolant or fuel
tanks while the engine is running. To reduce the risk of exposure to compressed air, fluids or moving parts,
never carry out maintenance and repair work with the engine running and:
• Make sure that nobody is standing in the path of moving parts before barring over or starting the engine.
• Use care when working around moving belts and rotating parts.
• Remove safety guards only to complete service procedures that can only be completed with the guard
removed and replace safety guards as soon as possible once the service is completed. Do not crank or
start the engine with the safety guards removed unless specifically required in the procedure.
The engine may need to be running for some types of diagnostic activities.
Let engine and exhaust cool down
All exhaust components are hot when the engine is running and remain hot for an extended period after the
engine is shut off. Other components and fluids are hot when the engine is running and remain hot for an
extended period after the engine is shut off. Allow all components and fluids to cool before working on or
near the unit, or use proper precautions to reduce the risk of being burned.
Engine placement [QL3]
When placing an engine in an area to be serviced, remember the following to reduce your risk of injury or
death:
• Place the engine on a firm, flat and stable surface capable of supporting the units weight. Unless author-
ized by an MTU dealer or distributor, never set an engine down on the oil pan.
• Before servicing anything raised by hydraulics, make sure that it is mechanically supported by stands,
blocks or a mechanical lock. Never rely on a hydraulic circuit alone when working underneath raised
equipment.
Safe Engine Servicing

Following safe work practices can help reduce the risk of serious injury or death to yourself or bystanders
when servicing an engine.
Use proper emergency shutdown procedures
If you have an emergency shutdown situation, use the hot shutdown procedure. You may damage the engine.
Each emergency situation is unique. Follow the restart procedures in the manual.
Use lockout and tagout procedures
To reduce the risk of severe injury or death from electric shock or unintentional startup, disconnect all elec-
trical power sources and batteries. Additionally, lockout and tagout the equipment before removing protec-
tive shields for service or maintenance. Do not remove a lockout tag unless proper authorization is obtained.
Provide proper ventilation
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Do not operate this engine in an area where combustible chemicals or vapors may be present. Combustible
vapors near the air intake system could be ingested into the engine, causing the engine to suddenly acceler-
ate and overspeed or explode. This condition could cause an unexpected increase in engine rpm or fire.
When changing the engine oil or working on the fuel system, make sure that the service area is properly
ventilated.
Avoid carbon monoxide poisoning
All engine exhaust contains carbon monoxide, a deadly gas. Breathing carbon monoxide can cause head-
aches, dizziness, nausea, confusion and eventually death.
131345844E 2015-12 | Safety | 11

Carbon monoxide is a colorless, odorless, tasteless gas that may be present even if you do not see or smell
any engine exhaust. Deadly levels of carbon monoxide can collect rapidly and you can be quickly overcome
and unable to save yourself. Also, deadly levels of carbon monoxide can linger for hours or days in enclosed
or poorly ventilated areas. If you experience any symptoms of carbon monoxide poisoning, leave the area
immediately, get fresh air and seek medical treatment.
To prevent serious injury or death from carbon monoxide:
• Never run engine in poorly ventilated or partially enclosed areas such as barns, garages, basements, car-
ports, under dwellings, or in pits.
• Never run engine outdoors where engine exhaust can be drawn into a building through openings such as
windows and doors.
• Make sure that the exhaust pipework is free of leaks and that the gases are discharged into the atmos-
phere.
Compressed gases and liquids hazards
Remember that you may be exposed to a variety of systems containing gases or fluids under pressure while
working on an engine. Equipment does not necessarily have to be running to produce high fluid pressure-
residual pressures in stationary circuits can represent a serious safety hazard.
Fluids in both liquid and gaseous states can be dangerous when proper safety precautions are not observed.
Pressurized systems may cause fires, flying debris, or burns, and escaping fluid under high pressure, even a
pin-hole sized leak, can penetrate body tissue, causing serious injury or death.
Electrical hazards
Hazardous voltages are present within this system. Contact with electrical components can result in electric
shock. Disconnect all electrical power, and lockout and tagout the equipment before removing protective
shields for service or maintenance.
Battery hazards
Refer to battery manufacturers warnings and instructions when interacting with batteries to reduce the risk
of injury or death from electric shock, battery fire or explosion. Remember to:
• Use care when disconnecting battery cables. Always remove the negative side of the battery first.
• Charge batteries in a well-ventilated area and do not smoke in battery charging areas.
Using jumper cables
When starting the engine with an auxiliary or external power source, ground leads must be connected last
and removed first. Improper jumper cable connections can cause an explosion that can result in injury. Con-
nect the ground lead from the power source to the ground lead of the engine or to the ground terminal of the
starter to avoid sparks in the vicinity of the battery.
Post-Service, Preparing to put Engine back in Service and to Start Engine

Complete all procedures when preparing to put an engine back into service to reduce the risk of serious in-
jury or death to you and bystanders. Keep in mind the following steps to avoid incomplete procedures:
• Make sure all safety guards are in place and secured.
• Check that all protective devices have been reinstalled and all tools removed from the engine.
• Connect and secure all cables that may have become loose.
• Remove all loose components from the engine vicinity.
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• Check battery polarity before connecting the cables to the battery.

• Ground the engine in accordance with the requirements in applicable national, state or local codes.
• Clear the area of bystanders before starting the engine.
• Start the engine from the operator station. Never short across the starting motor terminals or the batter-
ies. This could bypass the engine neutral start system or damage the electrical system.
• Complete a successful commissioning inspection.
12 | Safety | 131345844E 2015-12

1.4 MTU General Shop Safety Section
Personal Protective Equipment
Remember, there are many hazards that you may encounter in the workplace, such as falling objects, flying
debris, loud noises, chemical exposure and sharp edges. To reduce your risk of injury when servicing the
engine, always consider your activity and remember to wear appropriate protective gear:
• Feet – approved safety shoes (not bare feet, sandals or sneakers)
• Face – approved face shield
• Eyes – protective glasses or goggles
• Ears – hearing protection
• Lungs – respiratory protection
• Head – safety helmet, tied back hair
• Hand – gloves (for example, sleeved heat protective gloves)
• Body – protective clothing – apron, cotton work clothing (no rings, watches, jewelry or loose clothing)
Use of Compressed Air

Follow general shop safety procedures when utilizing compressed air and follow these common rules to re-
duce your risk of injury:
• Always use a pressure reducing valve and a safety valve and do not exceed 376 kPa (40 psi) air pressure.
Make sure that the connected devices and equipment are appropriate for this pressure.
• Make sure that the hose coupling and connections are securely attached together.
• Make sure that the snout of the air nozzle has a protective disc (for example, rubber disc) to prevent air-
borne particles from being deflected.
• Always shut off compressed air lines before compressed air equipment is disconnected from the supply
line or before equipment or tools are exchanged.
• Never use compressed air to force flammable liquids out of containers.
• Never force compressed air into thin-walled containers (for example, containers made of tin, plastic or
glass) for drying purposes or to check for leaks as the container may shatter.
• Do not direct a compressed-air jet at someone and never use compressed air to clean contaminated
clothing while it is worn.
Safe Use of Tools and Equipment

Make sure you understand how to use the tools before performing any service work. Always use tools that
are in good conditions and follow manufacturers instructions. Improper use of tools or use of tools in poor
condition can increase your risk of injury.
Working from Heights

When working from heights on the engine, always use proper procedures for working at height and follow
equipment manufacturers instructions. To reduce your risk of injuries from falls while working on MTU en-
gines, remember to:
• Use suitable ladders and work platforms.
• Make sure components are placed on stable surfaces.
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• Never use pressurized lines for climbing or support.
Welding
When welding, always use proper welding techniques and follow the manufacturers instructions and warning.
To reduce your risk of injuries from welding, also keep in mind:
• If components (for example, exhaust manifold) are to be welded, they must be removed from the engine.
• Do not use the assembly or system as ground terminal.
• It is not necessary to remove the connector and the connections when carrying out welding operations on
the manufacturers electronics if the master switch for power supply is switched from "ON" to "OFF" and
the wire is disconnected from the negative and positive poles on the battery.
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Safe Work Space
As with other industrial work, it is important to maintain an area surrounding the engine that is dry, well lit,
ventilated and free from clutter, loose tools, parts, ignition sources and hazardous substances. Be aware of
hazardous conditions that can exist. Make sure a First Aid Kit is available.
Fluids and lubricants must be kept in suitable, properly designated containers. Never put maintenance fluids
into glass containers – glass containers can break.
Cleanup
After completion of maintenance and repair work, make sure that no loose objects are in or on the assembly
or system. Try to organize parts in bins and on benches when you are disassembling components.
To reduce the risk of injury from slipping and falling, clean up spilled liquids with suitable cleaning agents or
as defined by the manufacturers specifications. Clean up oil spills quickly. You can do this by applying ab-
sorbent grit: this not only absorbs oil but makes it less likely that a person may slip and fall on an oil slick.
Proper Disposal
Always dispose of all lubricants (motor oil, coolant, gear box oils, and so on.) and filters according to federal
or local regulations. Used oil disposed of in nature or waterways contaminates drinking water and kills wild-
life.
Fire Prevention
Ignition sources
As in other industrial contexts, there are various potential sources of fire or explosion hazards when working
on an engine. To reduce the risk of injury from fire or explosion, be aware of potential ignition sources. Some
examples of ignition sources include:
• Electrical sparks or arcs
• Cutting, welding or grinding sparks
• Open flame
• Hot surfaces
• Incandescent lights
• Smoking
Flammable materials and vapors
Avoid exposing potential ignition sources to flammable materials and vapors. Some examples of flammable
materials and vapors include:
• Paint
• Batteries or battery charging areas
• Oxygen and acetylene fuel cylinders
• Diesel fuel
• Fuel gases or vapors
• Engine oil
• Grease
• Textiles soaked in fuels and lubricants
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• Most lubricants
• Some coolant mixtures
• Oil and fluid leaks
Clean up spills immediately. Substances spilled onto hot surfaces or electrical components can cause a fire.
To help reduce the severity of a fire, remember to keep appropriate fire extinguishers on hand. Know how to
use them according to manufacturers instructions and inspect them regularly.
14 | Safety | 131345844E 2015-12

Noise
Recall that there is a risk of hearing damage, including permanent hearing loss, from exposure to high noise
levels (above 85dB). Although this can be the result of a single exposure to a high level of noise, it often
results from years of exposure to excessive and repetitive noise levels. Noise can also lead to an increased
risk of accident if instructions or sounds indicating danger cannot be heard.
To reduce the risk of injury from hazardous noise levels, remember to wear hearing protection or protective
devices for ears when the engine is in operation.
Chemical Safety
When working with fluids, lubricants and other chemical substances, remember to follow the instructions
that are provided by other manufacturers or chemical producers and to review/have available material Safe-
ty Data Sheets for the products that you are using or coming into contact with.
To reduce the risk of injury from chemical contact, be cautious when handling acids, alkaline solutions, cool-
ant, fuel, paint and preservatives. Follow the chemical manufacturers usage, handling, storage and disposal
instructions. To reduce the risk of injury from chemicals, remember the following precautions:
• Make sure that the work area is well-ventilated and wear proper protective equipment (for example,
gloves, respiratory protection, goggles) as necessary.
• Protect skin from contact with battery acid or alkaline electrolytes or caustic byproducts.
• Avoid contact with skin.
• Do not fill coolant or fuel tanks while the engine is running.
Dispose of used fluids, lubricants, materials and filters in accordance with local regulations. Used oil may
contain combustion residues hazardous to health.
General precautions for chemical contact
If chemicals contact the skin with, wash skin immediately with water for at least 15 minutes.
Precautions for contact with battery acid or electrolyte
If you come in contact with battery acid, flush your skin with water, apply baking soda to help neutralize the
acid and get medical attention immediately. Immediately seek medical attention after contact with electro-
lyte or byproduct.
Liquid nitrogen precautions
Liquid nitrogen is a clear, colorless liquid that is exceptionally cold, approximately -200 °C (-328 °F). Gener-
ally it is stored in containers at high pressure, and can cause rapid freezing on contact with living tissue,
which may lead to frostbite. To reduce the risk of injury and damage to equipment when using liquid nitro-
gen, remember the following precautions:
• Store liquid nitrogen only in small quantities in regulation containers without fixed covers, and make sure
that all liquid nitrogen containers are handled properly.
• Use proper protective clothing, eye and hand protection, and a face shield.
• Make sure that the work area is well-ventilated. High concentrations of liquid nitrogen fumes may lead to
suffocation.
Coolant precautions
Coolant is toxic and carries the risk of poisoning. Remember the following precautions, which can reduce
TIM-ID: 0000035184 - 006
your risk of severe illness or death, when working with coolants:

• Use proper hand protection when handling coolant.
• After coming into contact with any antifreeze or coolant solution, wash the affected skin areas.
• If coolant is accidentally ingested, contact a Poison Control Center immediately
• Keep coolant out of reach of children and animals.
Fluoroelastomer (for example, Viton®) precautions
131345844E 2015-12 | Safety | 15

Fluoroelastomer parts, such as O-rings and seals, are safe to handle under normal environmental conditions.
However, they may present a potential hazard if raised to a temperature above 316 °C (600 °F). At this tem-
perature, fluoroelastomers decompose (indicated by charring or the appearance of a black, sticky mass) and
produce hydrofluoric acid. This acid is corrosive and may cause severe burns to bare skin if touched; howev-
er, the symptoms may not appear for several hours. To reduce your risk of injury or death, remember the
following precautions when working with degraded fluoroelastomer parts:
• Wear eye protection (for example, goggles or face shield) and neoprene or PVC gloves.
• Discard protective clothing after handling degraded fluoroelastomer parts.
Viton® is a registered trademark of Dupont Performance Elastomers L.L.C.
TIM-ID: 0000035184 - 006
16 | Safety | 131345844E 2015-12

1.5 General Service Safety
Contact Authorized Service for Additional Help
If you have any questions about a procedure or safety message related to servicing this engine, contact an
authorized service outlet for assistance. Repair or engine overhaul must be carried out in an MTU authorized
workshop.
Trained and Authorized Personnel only

Maintenance and repair work is to be carried out by trained and authorized personnel only. Do not allow un-
authorized personnel on or near the engine when the engine is serviced. Work on or around this engine must
be performed by people who have the necessary training, skills and tools to do the work. Improper mainte-
nance or repair work can cause severe injury or death for yourself or bystanders.
Using this Manual

Read and understand this safety section before working on this product. This section contains general safety
messages. Additional safety messages are included in the specific task procedures.
Signal Words Used in this Manual

Failure to follow the signal words and safety alert symbols contained in this manual can result in serious in-
jury or death. Important safety information is distinguished in this manual by the following notations:
DANGER
In the event of immediate danger.
Consequences: Death or serious injury
• Remedial action
WARNING
In the event of potentially dangerous situations.
Consequences: Death or serious injury
• Remedial action
CAUTION
In the event of hazardous situations.
Consequences: Minor or moderate injuries
• Remedial action
NOTICE
In the event of a situation involving potentially adverse effects on the product.
Consequences: Material damage!
• Remedial action.
• Additional product information.
TIM-ID: 0000033337 - 006
Consider the Safety of Procedures You Choose

The manufacturer cannot anticipate every possible circumstance that might involve a potential hazard. If a
tool, procedure, work method or operating technique that is not specifically recommended by the manufac-
turer is used, you must consider possible hazards and satisfy yourself that it is safe for you and for others.
Ensure the product will not be damaged or made unsafe by the transport, installation, commissioning, opera-
tion, lubrication, maintenance, repair or storage procedures that you choose.
131345844E 2015-12 | Safety | 17

Use Genuine Parts and do not make Unauthorized Modifications
Unauthorized modifications, third-party add-on devices and replacement parts may compromise the integrity
of the equipment, and may present a safety risk. Only genuine MTU parts are allowed to be used to replace
components or assemblies. Failure to heed this warning can lead to product damage, serious injury or death
and may cause non-compliance with environmental regulations.
Follow Applicable Standards and Regulations

MTU recommends owners, operators and certified technicians become familiar with applicable national safe-
ty standards. To reduce the risk of severe injury or death, follow all codes, standards, regulations and laws
pertaining to the products installation and application.
Maintain Product Labels

Safety labels should be legible and not covered. If any safety labels are damaged, missing or illegible, contact
an MTU-authorized distributor or dealer to obtain replacement labels.
TIM-ID: 0000033337 - 006
18 | Safety | 131345844E 2015-12

1.6 Engine-Generator Set – Lockout/Tagout and Unlocking
Procedures
1.6.1 Lockout/tagout procedure
Preconditions
☑ Engine is not running and controls are in "OFF" position.
☑ Engine starting circuit is disabled.
DANGER
Not completely de-energized systems can contain parts under high voltage. Live components and con-
nections.
Risk of burns or death from electric shock!
• Disconnect all electrical power.
• Lockout and tagout the equipment before removing protective shields for service or maintenance.
DANGER
Manipulation of interlocks on parts under high voltage. Live components and connections.
• Do not tamper with any interlocks in the system.
DANGER
High voltage. Live components and connections.
• Disable the engine start contact leads from the engine-generator set control panel.
• Do not disconnect the engine start contact leads from the transfer switch enclosure.
DANGER
Circuit breakers are live components.
• Ensure all circuit breakers are placed in the "OPEN" position prior to and while servicing the engine-
generator set.
DANGER
Battery charger is a live component.
• Wait at least 30 seconds after removing power source from the battery charger prior to servicing the
engine-generator set.
WARNING
Rotating and moving parts and high level of engine noise in the event of unexpected engine-generator
set start during service.
Risk of crushing, danger of parts of the body being caught or pulled in!
Risk of damage to hearing!
• Ensure the engine-generator set has been stopped.
TIM-ID: 0000000257 - 015
• Ensure the control panel is in "OFF" position to disable starting during service.
• Disconnect the battery charger prior to service.
WARNING
Hot liquids and components.
Risk of burning or scalding!
• Avoid contact with components of the engine-generator set.
• Wear protective gloves and clothing.
• Allow the engine-generator set to cool down for at least 10 minutes before removing or touching any
component or liquid.
131345844E 2015-12 | Engine-Generator Set – Lockout/Tagout and Unlocking Procedures | 19

WARNING
Batteries develop explosive gases during charging.
Risk of serious injury from explosion and burning!
• Work in a well-ventilated area.
• Avoid open flames, electrical sparks and ignition sources near the battery.
• Do not smoke.
• Ensure only the negative lead is removed from the battery.
• Ensure correct polarity of battery connections.
WARNING
Batteries contain very caustic acid.
Risk of serious injury from chemical burn!
• Wear protective clothing, gloves and goggles/safety mask.
• If contact with battery acid occurs, flush skin with water, apply baking soda or lime to neutralize the
acid, flush eyes with water and get medical attention immediately.
WARNING
Batteries are live parts.
Risk of electric shock!
• Take care when disconnecting battery cables.
• Remove the negative side of the battery first.
NOTICE
Surge when using insufficient fuses.
Damage to engine-generator set!
• Make notes from where each fuse is removed, and keep these notes until reinstallation.
• Ensure to install the correct fuses in each slot of the control panel and the battery charger.
Note: The instructions in this section are general and cannot reflect all possible control and electrical configura-
tions (control panel, circuit breaker, etc.).
General recommendations
• MTU Onsite Energy strongly recommends to document the particular starting procedure applicable to your
system during commissioning.
• All commissioning personnel should attend the commissioning training for operators offered at the author-
ized training center for their specific region.
Facility battery charger

1. Remove AC power source from battery charger.
2. Remove the battery charger fuses.
3. Open the circuit breaker supplying AC power to the battery charger.
Battery
1. Disconnect the negative lead from battery terminal.
2. Tag "DO NOT OPERATE" or similar warning label, and secure lock.
Automatic transfer switch (if fitted)

TIM-ID: 0000000257 - 015
1. Open the engine-generator set control panel door.

2. Remove the panel fuses.
3. Remove the generator start contact leads supplied from remote start.
4. Install protective cover to exposed lead ends.
5. Secure loose leads away from circuit boards and other electronic devices.
6. Close the engine-generator set control panel door.
7. Add lock and tag to panel door to indicate Lockout/Tagout condition.
20 | Engine-Generator Set – Lockout/Tagout and Unlocking Procedures | 131345844E 2015-12

Engine-generator set controls
1. Push the EMERGENCY STOP button to lockout the engine-generator set.
Note: This causes the alarm to sound. There is another button which functions to silence the alarm. Depending on
your panel configuration, this button will be called ALARM SILENCE, ACK, etc.
2. Press this button in order to silence the alarm.
3. Add lock and tag to panel door to indicate Lockout/Tagout condition, if not in place.
Main circuit breaker(s)

1. Move circuit breaker handle into the "OPEN" position.
2. Tag "DO NOT OPERATE" or similar warning label.
3. For multiple breakers, repeat the two previous steps.
TIM-ID: 0000000257 - 015
131345844E 2015-12 | Engine-Generator Set – Lockout/Tagout and Unlocking Procedures | 21

2 Transport
2.1 Transport
Lifting instructions
DANGER
Suspended load.
Danger to life!
• Use appropriate lifting devices and appliances.
• Never stand beneath a suspended load.
Note the following:

• The engine-generator set may only be lifted with empty fuel tank.
• If the fuel tank extends beyond the base of the engine-generator set, it must be lifted separately.
• The engine-generator set may only be lifted at the points intended for this purpose (see decals).
• Pay attention to the center of gravity of the engine-generator set.
• Use appropriate handling equipment and lifting gear only.
• Remove any loose parts on the engine-generator set.
• Lift the engine-generator set slowly. The hoisting cables or chains must not touch the engine-generator
set.
Transport locking devices

Always fit transport locking devices (if available) on the resilient engine and generator mounts before trans-
portation.
Remove all transport locking devices before startup.
Transport
The engine-generator set may be transported in its intended installation position only.
Secure the engine-generator set such that it cannot conceivably tip over during transport. Eliminate any pos-
sibility of slipping and toppling when negotiating inclines and ramps.
TIM-ID: 0000064125 - 001
22 | Transport | 131345844E 2015-12

3 Product Information
3.1 Spec Sheet MTU 12V1600 DS600 (600 kW Standby) ................................................................................................................... 25
3.2 Parts List - Shop Order 95010600829 .................................................................................................................................................. 29
131345844E 2015-12 | Product Information | 23

24 | Product Information | 131345844E 2015-12
3.1 Spec Sheet MTU 12V1600 DS600 (600 kW Standby)
DIESEL GENERATOR SET

MTU 12V1600 DS600
600 kWe /60 Hz /Standby
208 - 600V
Reference MTU 12V1600 DS600 (550 kWe) for Prime Rating Technical Data
SYSTEM RATINGS
Standby
Voltage (L-L) 208V* 240V* 380V 440V 480V* 600V*
Phase 3 3 3 3 3 3
PF 0.8 0.8 0.8 0.8 0.8 0.8
Hz 60 60 60 60 60 60
kW 600 600 600 600 600 600
kVA 750 750 750 750 750 750
Amps 2082 1804 1140 984 902 722
skVA@30%
Voltage Dip 1200 1200 1200 1400 1430 1430
Generator Model 573RSL4033 573RSL4033 573RSL4035 573RSL4033 572RSL4031 572RSS4272
Temp Rise 130 °C/40 °C 130 °C/40 °C 130 °C/40 °C 130 °C/40 °C 130 °C/40 °C 130 °C/40 °C
Connection 12 LEAD WYE 12 LEAD DELTA 12 LEAD WYE 12 LEAD WYE 12 LEAD WYE 4 LEAD WYE
* UL 2200 Oﬀered
CERTIFICATIONS AND STANDARDS

// Emissions – EPA Tier 2 Certified // Performance Assurance Certification (PAC)
- Generator Set Tested to ISO 8528-5 for Transient Response
// Generator set is designed and manufactured - Verified product design, quality and performance integrity
in facilities certified to standards ISO 9001:2008 and - All engine systems are prototype and factory tested
ISO 14001:2004
// Power Rating
TIM-ID: 0000027743 - 012
// Seismic Certification – Optional - Accepts Rated Load in One Step Per NFPA 110
– IBC Certification - Permissible average power output during 24 hours of
– OSHPD Pre-Approval operation is approved up to 85%.
// UL 2200 / CSA – Optional

– UL 2200 Listed
– CSA Certified

2 / // / MTU 12V1600 DS600 (600 kWe) - Standby
STANDARD FEATURES*
// MTU Onsite Energy is a single source supplier // Generator
// Global Product Support - Brushless, Rotating Field Generator
// 2 Year Standard Warranty - 2/3 Pitch Windings
// 12V1600 Diesel Engine - PMG (Permanent Magnet Generator) supply to regulator
- 21.0 Liter Displacement - 300% Short Circuit Capability
- Common Rail Fuel Injection // Digital Control Panel(s)
- 4-Cycle - UL Recognized, CSA Certified, NFPA 110
// Engine-generator resilient mounted - Complete System Metering
// Complete Range of Accessories - LCD Display
// Cooling System
- Integral Set-Mounted
- Engine-Driven Fan
STANDARD EQUIPMENT*
// Engine
Air Cleaners Brushless Alternator with Brushless Pilot Exciter

Oil Pump 4 Pole, Rotating Field
Oil Drain Extension and S/O Valve 130 °C Max. Standby Temperature Rise
Full Flow Oil Filters 1 Bearing, Sealed
Closed Crankcase Ventilation Flexible Coupling
Jacket Water Pump Full Amortisseur Windings
Thermostats 125% Rotor Balancing
Blower Fan and Fan Drive 3-Phase Voltage Sensing
Radiator - Unit Mounted ±0.25% Voltage Regulation
Electric Starting Motor - 24V 100% of Rated Load - One Step
Governor – Electronic Isochronous 5% Max. Total Harmonic Distortion
Base - Formed Steel
SAE Flywheel and Bell Housing
Charging Alternator - 24V // Digital Control Panel(s)
Battery Box and Cables
Flexible Fuel Connectors Digital Metering
Flexible Exhaust Connection Engine Parameters
EPA Certified Engine Generator Protection Functions
Engine Protection
CANBus ECU Communications
// Generator Windows®-Based Software
Multilingual Capability
NEMA MG1, IEEE and ANSI standards compliance for temperature rise Remote Communications to RDP-110 Remote Annunciator
TIM-ID: 0000027743 - 012
and motor starting Programmable Input and Output Contacts

Sustained short circuit current of up to 300% of the rated current for UL Recognized, CSA Certified, CE Approved
up to 10 seconds Event Recording
Self-Ventilated and Drip-Proof IP 54 Front Panel Rating with Integrated Gasket
Superior Voltage Waveform NFPA110 Compatible
Digital, Solid State, Volts-per-Hertz Regulator
No Load to Full Load Regulation
* Represents standard product only. Consult Factory/MTU Onsite Energy Distributor for additional configurations.

APPLICATION DATA
// Engine // Fuel Consumption
Manufacturer MTU At 100% of Power Rating: L/hr (gal/hr) 151.4 (40)

Model 12V1600G80S At 75% of Power Rating: L/hr (gal/hr) 114.3 (30.2)
Type 4-Cycle At 50% of Power Rating: L/hr (gal/hr) 80.2 (21.2)
Arrangement 12-V
Displacement: L (Cu In) 21 (1,281)
Bore: cm (in) 12 (4.72) // Cooling - Radiator System
Stroke: cm (in) 15 (5.91)
Compression Ratio 17.5:1 Ambient Capacity of Radiator: °C (°F) 50 (122)
Rated RPM 1,800 Max. Restriction of Cooling Air: Intake
Engine Governor Electronic Isochronous (ADEC) and Discharge Side of Rad.: kPa (in. H20) 0.2 (0.8)
Max. Power: kWm (bhp) 668 (896) Water Pump Capacity: L/min (gpm) 517 (137)
Speed Regulation ±0.25% Heat Rejection to Coolant: kW (BTUM) 270 (15,354)
Air Cleaner Dry Heat Rejection to After Cooler: kW (BTUM) 170 (9,667)
Heat Radiated to Ambient: kW (BTUM) 67.1 (3,816)
Fan Power: kW (hp) 23.1 (31)
// Liquid Capacity (Lubrication)
Total Oil System: L (gal) 73 (19.3) // Air Requirements

Engine Jacket Water Capacity: L (gal) 65 (17.2)
System Coolant Capacity: L (gal) 106 (28.1) Aspirating: *m3/min (SCFM) 54 (1,907)
Air Flow Required for Rad.
Cooled Unit: *m3/min (SCFM) 756 (26,700)
// Electrical Remote Cooled Applications;
Air Flow Required for Dissipation
Electric Volts DC 24 of Radiated Generator Set Heat for a
Cold Cranking Amps Under -17.8 °C (0 °F) 1,050 Max. of 25 °F Rise: *m3/min (SCFM) 244 (8,606)
* Air density = 1.184 kg/m3 (0.0739 lbm/ft3)

// Fuel System
Fuel Supply Connection Size -10 JIC 37° Female // Exhaust System
M20 x 1.5 Male Adapter Provided
Fuel Return Connection Size -6 JIC 37° Female Gas Temp. (Stack): °C (°F) 425 (797)
M14 x 1.5 Male Adapter Provided Gas Volume at Stack
Max. Fuel Lift: m (ft) 5 (16) Temp: m3/min (CFM) 132 (4,662)
Recommended Fuel Diesel #2 Max. Allowable
Total Fuel Flow: L/hr (gal/hr) 402 (106.2) Back Pressure: kPa (in. H20) 15 (60.2)
TIM-ID: 0000027743 - 012

WEIGHTS AND DIMENSIONS
Drawing above for illustration purposes only, based on standard open power 480 volt generator set. Lengths may vary with other voltages. Do not use for installation design. See website
for unit specific template drawings.
System Dimensions (L x W x H) Weight (dry/less tank)

Open Power Unit (OPU) 3,737 x 1,899 x 2,137 mm (147.13 x 74.75 x 84.13 in) 4,967 kg (10,950 lb)
Weights and dimensions are based on open power units and are estimates only. Consult the factory for accurate weights and dimensions for your specific generator set.
SOUND DATA
© MTU Onsite Energy. Subject to alteration due to technological advances. OE 23 571 (77 3E) 2015-10 v1
Unit Type Standby Full Load
Level 0: Open Power Unit dB(A) 91.1
Sound data is provided at 7 m (23 ft). Generator set tested in accordance with ISO 8528-10 and with infinite exhaust.
EMISSIONS DATA RATING DEFINITIONS AND CONDITIONS

NOx + NMHC CO PM // Standby ratings apply to installations served by a reliable
5.36 0.3 0.03 utility source. The standby rating is applicable to varying
loads for the duration of a power outage. No overload
All units are in g/hp-hr and shown at 100% load capability for this rating. Ratings are in accordance with
(not comparable to EPA weighted cycle values). ISO 8528-1, ISO 3046-1, BS 5514, and AS 2789. Average
Emission levels of the engine may vary with ambient load factor: ≤ 85%.
temperature, barometric pressure, humidity, fuel type and // Deration Factor:
quality, installation parameters, measuring instrumentation, etc. Altitude: Consult your local MTU Onsite Energy Power
The data was obtained in compliance with US EPA regulations. Generation Distributor for altitude derations.
The weighted cycle value (not shown) from each engine is Temperature: Consult your local MTU Onsite Energy Power
guaranteed to be within the US EPA Standards. Generation Distributor for temperature derations.
TIM-ID: 0000027743 - 012
C/F = Consult Factory/MTU Onsite Energy Distributor

N/A = Not Available
MTU Onsite Energy

A Rolls-Royce Power Systems Brand
www.mtuonsiteenergy.com

3.2 Parts List - Shop Order 95010600829
ORDER SUMMARY
BASIC INFORMATION
SALES ORDER #: 131345844

(1 per Sales Order)
MATERIAL/SLU #: DG12V1600A2N MODEL #: MTU 12V1600 DS600

(1 per Sales Order) (1 per Sales Order)
APPLICATION: Standby kW: 600

Prime (1 per Sales Order)
DOC TYPE / QTY With Unit: 1 HARDCOPY 1 CD USB

Separate: HARDCOPY CD USB
UNIT SPECIFIC INFORMATION
PROD ORDER #: SERIAL #: FINISH DATE:

(1 or more per Sales Order) (1 per Production Order) (1 per Production Order / Serial Number)
1. 403005892 1. 95010600829 1. 12/21/2015
Configuration Summary
C/O 10892 - CLW 12/16/15
STANDARD BELT GUARDS ON 12V IBC POWERCUBE RADIATORS HAVE A GAP IN BETWEEN THEM
- THE 8V BELT GUARD HAS NO GAP AND WORKS PERFECTLY - DUE TO THE GUARD BSS BEING
USED IN MULTIPLE PRODUCTS IN CANNOT BE ECM'D - TO MY KNOWLEDGE THESE ARE THE
LAST TWO POWERCUBES SO THIS WILL NO LONGER BE AN ISSUE AS NEW STYLE IBC USES A
DIFFERENT RADIATOR
C/O 10891 - CLW 12/16/15

CUSTOM - IBC POWERCUBE
WATER HEATER BSS MISSING FROM ORDER - PROCESSOR DID NOT ADD BSS IN IPAS -
ADDING PARTS TO JOB
MTU 12V1600 DS600

TIM-ID: 0000103715 - 001
DG12V1600A2N
MTU Onsite Energy

www.mtuonsiteenergy.com // Page 1 of 17

ORDER SUMMARY
Customer: Detroit Diesel MTU Peru S.A.C. (P
Project: 077200016
MTU Order: 1313458
08.12.2015
II. Selection Criteria for the Scope of Supply
Criteria
Selection for Product No.
Frequency 60 Hz 1,
Voltage for starters 440 V 1,
Phase 3 Phase 1,
Unit Specification **IBC** 1,
Temp Rise 105° 1,
Power Output 600 kW 1,
Radiator Design Temperature 50°C 1,
Circuit Breaker Options No Circuit Breaker 1,
Control Panel With Control Panel 1,
Paralleling Paralleling without MTU Components 1,
OPU/HSD Level 0 - Open Power Unit 1,
Country of Operation USA / Canada 1,
Acceptance testing Factory acceptance 1,
Publications Standard publications English 1,
IBC Certification **IBC** 1,
OSHPD Certification Without OSHPD 1,
Instruction for Exhaust Emission EPA Tier 2 1,
Breaker Wire Color Scheme Standard Breaker Wire Color Scheme 1,
Fuel Tank Without Fuel Tank 1,
III. Scope of Supply
valid for product no.

1 SYSTEM CONFIGURATION 1,
1.1 System Description 1,
Application 60 Hz Standby
Model: DS00600D6S-AH1484
*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*
**IBC 600KW 440V 60HZ**
**POWERCUBE**
PROCESSED BY BWT 9/14/15
MECHANICAL DRAWING: DS600D6SWA(12V1600)L0-MI-439
*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*-*
TIM-ID: 0000103715 - 001
Electrical Drawings: (9-15-15)
MTU Onsite Energy


ORDER SUMMARY
816-Q-1313458
1,
1.2 Cooling System 1,
50 Deg C Cooling System
- Closed loop, liquid cooled, with radiator factory mounted on engine-
generator set mounting frame and integral engine-driven coolant pump
1,
1.3 Circuit Breaker 1,
No Circuit Breaker
1,
Standard breaker wire scheme:
- Phase 1 (A) is Black label "L1"
- Phase 2 (B) is Red label "L2"
- Phase 3 (C) is Blue label "L3"
- Neutral is White label "NEU"
1,
1.4 Starting System 1,
Battery Rack Only
1,
Block Heater: -20 Deg F Block Heater (208V 1PH - *6000W*) Model:
**CSM10608-000**
**IBC – MOUNTED, NOT WIRED**
1,
1.5 Genset Enclosure 1,
OPU
- Engine Generator Set mounted on base with no enclosure 1,
1.6 Vibration Isolation 1,
Pad Isolators (Std)
- ¼ inch thick elastomeric pad in square shape placed under the base frame
at each of the pre-drilled isolator mounting holes.
1,
2 ENGINE CONFIGURATION 1,
2.1 Engine System 1,
EPA Certification Tier Level: Tier 2
1,
Engine Model: MTU 12V1600G80S
1,
2.2 Exhaust System 1,
No Exhaust Silencer
1,
No OPU Installation Kit
1,
2.3 FUEL SYSTEM 1,
No Fuel Tank
1,
No Fuel Cooler
1,
TIM-ID: 0000103715 - 001
Fuel Water Separator Single (Wire-Braid Reinforced Hose)
MTU Onsite Energy


ORDER SUMMARY
1,
2.4 Air Intake System 1,
Air Filter (Standard Duty)
1,
3 GENERATOR CONFIGURATION 1,
3.1 Generator system 1,
Generator Model Number: 573/4033
1,
3.2 Generator accessories 1,
PMG with DVR 2000EC+ **EQUIVALENT**
- True RMS Sensing – One or Three Phase Connect. Senses 95 to 600 volts ±
10% at 50/60 hertz. Patented circuitry senses true RMS voltage rather than
average for superior load regulation.
-
- **DVR2000EC+ IS NOT IN IBC/POWERCUBE SCOPE OF SUPPLY**
- **BE2000E VOLTAGE REGULATOR IS USABLE IN ITS PLACE** 1,
Generator Strip Heater
- Strip heater mounted permanently in the generator winding to prevent
condensation in the generator. 1,
Measuring CT
1,
4 CONTROL PANEL CONFIGURATION 1,
4.1 USMKT_S1600_REV1-0115-CONTROL PANEL SYSTEM 1,
**POWER CUBE**
1,
Remote E-Stop
1,
MGC-2020 Control Panel
1,
Parallel without MTU Components
1,
5 SERVICES AND AFTER SALES SUPPLY 1,
5.1 Warranty 1,
2Yr/3000 Hr Basic Stdby Limited Warranty (Std)
1,
6 MISCELLANEOUS 1,
6.1 Additional Options 1,
**OPU W/ HOUSED BASE (IBC)**
1,
**NO AC CONNECTION BOX**
**PER IBC, AC COMPONENTS MOUNTED, NOT WIRED**
1,
6.2 Painting 1,
Paint Color: ANSI 61 Gray
1,
6.3 Documentation 1,
English
1,
TIM-ID: 0000103715 - 001
1 CD Format
MTU Onsite Energy


ORDER SUMMARY
1,
1 Hard Copy
1,
7 FUNCTIONAL TESTING 1,
7.1 Acceptance Testing 1,
Standard Commercial Test
1,
8 SHIPPING CONDITIONS 1,
8.1 Shipment 1,
Export Unit Wet
1,
9 CUSTOM OPTIONS 1,
9.1 Custom options 1,
SYSTEM DESCRIPTION:
*************************************
1,
*******IBC POWERCUBE********
1,
COOLING PACKAGE:
*************************************
1,
CIRCUIT BREAKER:
*************************************
1,
STARTING AIDS:
*************************************
1,
VIBRATION ISOLATION:
*************************************
1,
ENGINE SYSTEM:
*************************************
1,
FUEL SYSTEM:
*************************************
1,
AIR INTAKE SYSTEM:
*************************************
1,
GENERATOR SPECIFICATION:
*************************************
TIM-ID: 0000103715 - 001
MTU Onsite Energy


ORDER SUMMARY
1,
GENERATOR ACCESSORIES:
*************************************
1,
CONTROL PANEL:
*************************************
1,
WARRANTY:
*************************************
1,
PAINTING:
*************************************
1,
DOCUMENTATION:
*************************************
1,
ADDITIONAL OPTIONS:
*************************************
1,
TIM-ID: 0000103715 - 001
MTU Onsite Energy


ORDER SUMMARY
Raw Material Components
Base
Requirement Unit of
Material Material Description quantity Measure
SUA88917 HEX CAP SCREW M12-1.75 X 40MM 8.8 DIN 93 4 PC
SUA35198 VALVE BALL BRONZE W/TEFLON SEAT 2 PC
SUA47427 ELBOW PIPE 90 DEG 1" SCHED 40 THREADED 1 PC
SUA47476 FITTING HOSE ADAPTER MALE PIPE T 4 PC
SUA47530 NIPPLE PIPE W. THREAD SCHED 40 3 PC
SUA48612 REDUCER ELBOW PIPE SC 2 PC
SUA71722 ADAPTER 12 FEMALE 37 DEG FLARE TO 3/4" 2 PC
SUA72095 ADAPTER METRIC TO 37 DEG FLARE MALE M22 2 PC
SUA72679 CLAMP SUPPORT PLASTIC COATED 1 PC
SUA78686 HOSE WIRE BRAID REINFORCED 12 2.17 FT
SUA78686 HOSE WIRE BRAID REINFORCED 12 4.25 FT
SUA78693 FITTING HOSE 12 FEM. SWIVEL 45DEG REUSA 4 PC
SUA80423 RELIEF STRAIN .23-.53 DIA (PLASTIC) LIQU 1 PC
SUA86669 HEATER TANK 6000W 208V 1PH CSM W/10GPM P 1 PC
SUA88935 HEX FULL NUT M10-1.5 DIN 934 Z CL8 COARS 10 PC
SUA94392 BRACKET WATER HEATER MTG., OPU, 12V1600 1 PC
SUA94847 BRACKET MAIN HEATER/WATER/FUEL SEP HOUSE 1 PC
SUA95543 WASHER, FLAT HARDENED, M10 X 10.5MM ID X 18 PC
SUA95544 WASHER, FLAT HARDENED, M12 X 13MM ID X 2 4 PC
SUA96032 HARNESS ACCESSORY WATER HEATER SERIES 16 1 PC
XS535340.00039 INSCRIPTION 1 PC
SUA100426 TAG TAG NFPA 37 EXHAUST 1 PC
SUA39003 PLATE "PAC" W/ ADHESIVE BACKING BLK PRIN 1 PC
SUA39015 PLATE "WARNING" (UL) (UNIT MAY 1 PC
SUA39016 PLATE "DANGER" (UL) 1 PC
SUA47938 PLATE "ISOLATED NEUTRAL N0T BONDED.." 1 PC
SUA71558 PLATE - GROUND (UL) 1 PC
SUA72036 TAG FUEL RETURN DO NOT BEND FLEX WHEN IN 1 PC
SUA72037 TAG PRIME FUEL SYSTEM + BLEED LINE BEFOR 1 PC
TIM-ID: 0000103715 - 001
SUA72038 TAG FUEL INLET - DO NOT BEND FLEX WHEN I 1 PC
MTU Onsite Energy


ORDER SUMMARY
Base
Requirement Unit of
SUA72039 TAG N0TICE: COOLING SYSTEM HAS BEEN FILL 1 PC
SUA72044 TAG CAUTION CHECK OIL LEVEL BEFORE START 1 PC
SUA72045 TAG CAUTION EXHAUST SYSTEM HAS BEEN SEAL 1 PC
SUA72047 TAG DO NOT REMOVE TAG UNTIL WARRANTY REG 1 PC
SUA72709 LABEL "CAUTION" FOR LOW WATER LEVEL SHUT 1 PC
SUA73369 PLATE "NOTICE" DISCONNECT BATTERY CABLES 1 PC
SUA73791 PLATE "CAUTION" RISK OF ELECTRICAL SHOCK 1 PC
SUA73799 PLATE "NOTICE" SERVICE ACCESS DO N0T BLO 1 PC
SUA73800 PLATE "NOTICE" AC+DC CIRCUITS MUST BE RU 1 PC
SUA75985 TAG WARNING!!! BATTERY MUST BE FULLY CHA 1 PC
SUA76197 PLATE "WARNING" 2" X 3" (UL) "UNIT STAR 2 PC
SUA77823 DECAL "MADE IN THE USA" 1 PC
SUA83389 TAG "IMPORTANT" REFER TO INSTALLTION GUI 1 PC
SUA87005 NAMEPLATE - BLANK GEN-SET (ANODIZED) 1 PC
SUA96612 TAG-CONNECT BATTERIES BEFORE ENERGIZIING 1 PC
XS535500.00045 HEATING SYSTEM 1 PC
SUA95661 HEATER GENERATOR STRIP 570 FRAME GENESIS 1 PC
XS546300.00087 ALARM SWITCH FOR GENSET 1 PC
SUASA150340 ASY REMOTE E-STOP 24VDC 1 PC
XS546300.00192 PARALLEL FOR GENSET 1 PC
SUA77083 TRANSFORMER VOLTAGE 4:1 5VA 480:120 3PH 1 PC
SUA93505 TERMINAL BLOCK, END BLOCK 2 PC
SUA93571 TERMINAL BLOCK, MARKERS BLANK 4 PC
SUA93573 DOUBLE DOUBLE 20A MAX ST 2.5-QUATTRO 4 PC
SUA95327 TERMINAL BLOCK, END CAP, USED WITH PN935 1 PC
SUA95540 LOCK NUT, M6-1.0 DIN 985, NYLON INSERT Z 4 PC
SUA95542 WASHER, FLAT HARDENED, M6 X 6.4MM ID X 1 8 PC
SUA96299 CAP SCREW M6-1.0 X 35MM 8.8 DIN 933 FULL 4 PC
SUAMF95279 RAIL MOUNTING DIN 35MM X 7.5MM X 7-1/8" 1 PC
SUA46987 MOUNT VIBE 1" NEOPRENE W/ 1/4-20 X 1/2" 4 PC
SUA80374 PLATE TRANSFORMER MOUNTING USED FOR 4:1- 1 PC
SUA49571 LOCK NUT ZINC PLATED NYLON INSERT 8 PC
SUA88881 FLAT 1/4"USS ZINC PLATED 8 PC
XS572000.00053 LIFTING REGULATIONS 1 PC
TIM-ID: 0000103715 - 001
SUA105468 LABEL LIFTING INSTRUCTIONS 1 PC
MTU Onsite Energy


ORDER SUMMARY
Base
Requirement Unit of
XS575000.00041 ENGINE 1 PC
SUA94274 ENGINE 12V1600G80S 24VDC ADEC SAE 1 FLYW 1 PC
XS575000.00061 COMPONENTS FOR ENGINE 1 PC
SUA95456 BRACKET IBC ENGINE FOOT 12V1600 2 PC
SUA95695 BRACKET IBC RIGHT REAR ENGINE FOOT S1600 1 PC
SUA95696 BRACKET IBC LEFT REAR ENGINE FOOT S1600 1 PC
SUA96716 SCREW CAP SOCKET HEAD M16-2.0 X 75MM CL 16 PC
XS575000.00079 LIFTING REGULATIONS FOR GENSET 1 PC
SUA95686 DECAL CENTER OF GRAVITY 2L X 2W ISO STAN 2 PC
SUA95687 DECAL FORK TRUCK LIFT LEFT 2L X 2L ISO S 4 PC
SUA95688 DECAL FORK TRUCK LIFT RIGHT 2L X 2W ISO 4 PC
SUA97884 DECAL LIFT POINT 2L X 2W ISO STANDARD 8 PC
XS575120.00012 AIR FILTER 1 PC
SUA86885 FILTER AIR CLEANER DURALITE S1600 ENGINE 2 PC
XS575140.00022 EXHAUST PIPE 1 PC
SUA101132 CAPSCREW 4 PC
SUA101370 UL2200 "CAUTION HOT SURFACES DO NOT TOUC 2 PC
SUA101398 1/8" DIA 0.039"- 0.187"" GRIP RANGE ALU 4 PC
SUA94375 TUBE EXHAUST OUTLET-LH, WELD, OPU, 12V16 1 PC
SUA94376 TUBE EXHAUST OUTLET-RH, WELD, OPU, 12V16 1 PC
SUA94377 BRACKET EXHAUST OUTLET SUPPORT-LH, 12V16 1 PC
SUA94378 BRACKET EXHAUST OUTLET SUPPORT-RH, 12V16 1 PC
SUA94379 INSULATION BLANKET EXHAUST OUTLET-LH, OP 1 PC
SUA94380 INSULATION BLANKET EXHAUST OUTLET-RH, OP 1 PC
SUA94381 BRACKET HOT SIGN MTG., EXHAUST, SERIES 1 2 PC
SUA94388 GASKET EXHAUST, 150MM FLANGE 2 PC
SUA95539 CAP SCREW, HEX, M20-2.5 X 60MM 8.8 DIN 9 16 PC
SUA95541 NUT, M20-2.5, DIN 934 CLASS 8 COARSE THR 16 PC
XS575220.00022 FLANGE FOR COOLER 1 PC
SUA88992 LOCK NUT M8-1.25 DIN 985 ZINC PLATED NYL 8 PC
SUA94432 FLANGE DUCT, SIDE MEMBER, 50C, 95291 (SK 2 PC
TIM-ID: 0000103715 - 001
SUA94433 FLANGE DUCT, TOP-BOTTOM MEMBER, 50C, 952 2 PC
MTU Onsite Energy


ORDER SUMMARY
Base
Requirement Unit of
XS575220.00024 BELT GUARD 1 PC
SUA103965 GUARD ALTERNATOR - 8V1600 1 PC
SUA89005 LOCK WASHER ZINC PLATED SPLI 8 PC
SUA94414 GUARD BELT LEFT SIDE - 8-10-12V1600 1 PC
SUA94415 GUARD BELT RIGHT SIDE - 10-12V1600 1 PC
XS575230.00057 BASE FRAME FOR IBC 1 PC
SUA70106 LIFTING HOUSED/OPU LARGE BRACKETS 4 PC
SUA89104 CAP SCREW M24-3.0 X 75MM 8.8 DIN 933 FUL 16 PC
SUA89105 WASHER FLAT HARDENED M24 25MM ID X 44MM 32 PC
SUA90204 NUT M24-3.0 DIN 934 Z CL8 16 PC
SUA91890 ISOLATOR - UNIVERSAL MOUNT - 60055 WHITE 8 PC
SUA94819 BRACKET BASE PLATE RADIATOR ADJUSTMENT S 4 PC
SUA95680 ASY BASE HSD IBC - 12V S1600 GENESIS 1 PC
SUA95723 WASHER SNUBBER ISOLATOR 1" ID SERIES 160 16 PC
SUA95740 CAP SCREW M24-3.0 X 140MM 8.8 DIN 931 ZI 8 PC
SUA89105 WASHER FLAT HARDENED M24 25MM ID X 44MM 16 PC
SUA90204 NUT M24-3.0 DIN 934 Z CL8 8 PC
XS575300.00007 COMPONENTS MECHANICAL 1 PC
SUA43394 CLAMP SUPPORT 3/4" PLASTIC COATED 2 PC
SUA74221 CLAMP SUPPORT 1 1/4" ID PLASTIC COATED 3 PC
SUA94390 BRACKET CABLE TRAY, LEFT SIDE, 12V1600 1 PC
SUA94391 BRACKET CABLE TRAY, CROSS OVER, 12V1600 1 PC
SUA98863 WASHER BRASS COMPRESSION 1.187 ID X 1.41 1 PC
TIM-ID: 0000103715 - 001
XS575300.00097 GROUND CONNECTION 1 PC
MTU Onsite Energy


ORDER SUMMARY
Base
Requirement Unit of
SUA101331 CABLE 2 PC
SUA49816 WASHER FLAT (GOLD) 1 PC
SUA88658 CAP SCREW 1/2-13 X 1" GRADE 5 ZINC PLATE 1 PC
SUA95901 CAP SCREW M12-1.75 X 25MM 8.8 DIN 933 FU 1 PC
XS575300.00144 INSULATOR 1 PC
SUA88882 FLAT WASHER 12MM ID X 24MM OD DIN 125 ZI 12 PC
SUA94394 STANDOFF INSULATOR, M12 X 50MM, 1000V 6 PC
SUA96285 BAR BUS COPPER 5" X 5 1/2" X 1/4" SERIES 3 PC
XS575340.00009 PAINTING 1 PC
SUA82193 PAINT 2-PART (ANSI DARK GRAY) PINNACLE 4 3 GAL
XS575340.00066 INSTALLATION MATL. FOR COUPLING 1 PC
SUA95533 CAP SCREW, HEX, M12-1.75 X 30MM 10.9 DIN 8 PC
SUA95532 CAP SCREW, HEX, M10-1.50 X 40MM 10.9 DIN 12 PC
XS575340.00102 ALTERNATOR 1 PC
SUA47726 LOCK WASHER ZINC PLATED MEDIUM SPLI 1 PC
SUA74224 CLAMP SUPPORT 1 3/4" ID PLASTIC COATED 1 PC
SUA87300 WASHER LOCK M10 1 PC
SUA88721 CAP SCREW 3/8-16 X 3/4" GRADE 5 ZINC PLA 1 PC
SUA88778 CAP SCREW M10-1.5 X 25MM 8.8 DIN 933 FUL 1 PC
SUA88936 HEX FULL NUT M12-1.75 DIN 934 Z CL8 COAR 10 PC
SUA88936 HEX FULL NUT M12-1.75 DIN 934 Z CL8 COAR 9 PC
TIM-ID: 0000103715 - 001
MTU Onsite Energy


ORDER SUMMARY
Base
Requirement Unit of
SUA89102 LOCK NUT M10-1.5 DIN 985 NYLON INSERT ZI 1 PC
SUA90493 GENERATOR 573/7533 DVR2000 SAE 1 FLYWHEE 1 PC
SUA90542 WASHER 10MM ID X 20MM OD DIN 125 PLAIN 2 PC
SUA90582 CLAMP SUPPORT 4" PLASTIC COATED 1 PC
SUA94394 STANDOFF INSULATOR, M12 X 50MM, 1000V 3 PC
SUA94395 ROD THREADED, M12-1.75 X 4.000 LONG 3 PC
SUA96311 BRACKET LOAD LEAD SUPPORT 572-573 FRAME 1 PC
SUA96366 BRACKET STAND-OFF LEAD SUPPORT SERIES 16 1 PC
SUA96584 HARNESS WIRING GENERATOR 480VAC AND BELO 1 PC
XS575360.00018 EXH PIPE BELLOWS 1 PC
SUA94388 GASKET EXHAUST, 150MM FLANGE 2 PC
SUA95539 CAP SCREW, HEX, M20-2.5 X 60MM 8.8 DIN 9 16 PC
SUA95541 NUT, M20-2.5, DIN 934 CLASS 8 COARSE THR 16 PC
SUA95578 FLEX EXHAUST SS OAL 24" 2 PC
XS575360.00019 WATER SEPARATOR 1 PC
SUA100601 FUEL/WATER SEPARATOR 1 PC
SUA43315 HOSE 1/2" ID 50 PSI (FUEL) (UL) GATES 42 2.42 FT
SUA43316 HOSE 4PLY 250 PSI GATES 4219G 0.83 FT
SUA70902 FITTING HOSE 10 FEM. SWIVEL 5/8 HOSE FO 2 PC
SUA78028 HOSE 5/16" ID 50 PSI (FUEL) (UL) GATES 4 2 FT
SUA79117 FITTING HOSE 6 JIC FEMALE TO 5/16" ID H 2 PC
SUA92506 PLUG PLASTIC 7/8-14 MALE PD-100 1 PC
SUA92507 PLUG PLASTIC 9/16-18 MALE PD-60 1 PC
SUA93421 1-PIECE ZINC 2-EAR CLAMP 2 PC
SUA94437 ADAPTER M16X1.5 MALE X 8 MALE 37DEG FLA 1 PC
SUA94447 ADAPTER M20X1.5 (MALE) TO 10 (MALE) STR 1 PC
TIM-ID: 0000103715 - 001
SUA94449 ADAPTER M14X1.5 (MALE) TO 6 (MALE) STRA 1 PC
MTU Onsite Energy


ORDER SUMMARY
Base
Requirement Unit of
SUA95575 BRACKET SINGLE FUEL-WATER SEP. MT., WELD 1 PC
SUA96297 ADAPTER M14X1.5 MALE X 6 MALE 37DEG FLA 1 PC
SUA99113 FITTING HOSE 8 FEMALE 37DEG SWIVEL TO 1 2 PC
SUA99150 ADAPTER M22X1.5 MALE ISO-6149 TO 10 JIC 2 PC
SUA99151 ADAPTER REDUCER 10 JIC FEMALE 37 DEG TO 1 PC
XS575360.00028 OIL DRAIN 1 PC
SUA107005 VALVE S1600 OIL DRAIN 1 PC
SUA43316 HOSE 4PLY 250 PSI GATES 4219G 4 FT
XS575500.00008 WIRING HARNESS FOR ENGINE 1 PC
SUA96586 HARNESS ENGINE (CS) - 1600 GENESIS 1 PC
XS575500.00010 SWITCHGEAR CABINET 1 PC
SUA102705 ALARM BUZZER 12-24VDC STD PANEL ALARM SO 1 PC
SUA103816 MGC-2020 (MICROPROCESSOR DGC-2020 REV3 L 1 PC
SUA42820 BLOCK FUSE 1 PC
SUA42828 FUSE 3 PC
SUA77906 LABEL NOTICE NOT RESPONSIBLE FOR LOOSE C 1 PC
SUA82658 COVER PLATE, DVR REGULATOR CUT-OUT 1 PC
SUA86666 SWITCH E-STOP MAINTAINED YELLOW ISO LEGE 1 PC
SUA88443 PLATE SEPARATING FOR QUATTRO TERMINAL BL 2 PC
SUA88964 K-LOCK NUT (KEPS NUT) 10-24NC ZINC PLAT 4 PC
SUA93120 CAPACITOR MARATHON USED W/ DVR2000 1 PC
SUA93508 NUT 1 PC
SUA93509 NUT 2 PC
SUA93510 CAP 1 PC
SUA93511 CAP 2 PC
SUA93516 MOUNTING BULKHEAD TWO-LEVER SIZE 16B HAR 1 PC
SUA93571 TERMINAL BLOCK, MARKERS BLANK 5 PC
SUA93573 DOUBLE DOUBLE 20A MAX ST 2.5-QUATTRO 5 PC
SUA94355 PANEL SUB, HIGH VOLT COMPARTMENT, VERSIO 1 PC
TIM-ID: 0000103715 - 001
SUA94357 PANEL FRONT, HIGH VOLT COMPARTMENT, VERS 1 PC
MTU Onsite Energy


ORDER SUMMARY
Base
Requirement Unit of
SUA94358 PANEL FACE, HIGH VOLT COMPARTMENT, VERIS 1 PC
SUA95327 TERMINAL BLOCK, END CAP, USED WITH PN935 1 PC
SUA95527 K-LOCK NUT, M4-0.7 KEP ZINC PLATED 6 PC
SUA95534 FLAT WASHER, M5, DIN 125 TYPE A ZINC 18 PC
SUA95537 MACHINE SCREW, M4-0.7 X 12MM, DIN 7985 P 4 PC
SUA95538 FLANGE BOLT, M6-1.0 X 16MM, DIN 6921 CLA 34 PC
SUA95635 MACHINE SCREW, M5-0.8 X 10MM, DIN 7985 P 2 PC
SUA96031 BOLT ON (BLIND) POWDER BLACK STAINLESS P 2 PC
SUA96267 BRACKET,HINGE,FIXED,CONTROL PANEL FACE 1 PC
SUA96282 FLAT WASHER M4 DIN 125 TYPE A ZINC 2 PC
SUA96292 WINDOW VIEWING PLEXI-GLASS BATTERY CHARG 1 PC
PANEL FRONT LOW VOLT COMPARTMENT
SUA96535 VERSION 1 PC
SUA96546 PANEL FACE DGC-2020 HINGED VERSION 2-4 S 1 PC
SUA96582 HARNESS WIRING PANEL DGC-2020 VERSION 2 1 PC
SUAMF96293 RAIL MOUNTING DIN 35MM X 7.5MM X 5.68" ( 1 PC
X00E50207890 INTERFACE MODULE 1 PC
XS575500.00011 CABLE FOR BATTERY 1 PC
SUA33213 CABLE BATTERY 2/0 AWG X 48L RED STD BATT 1 PC
SUA75568 CABLE BATTERY 2/0 AWG X 72"L BLACK FLAG 1 PC
SUA90325 CABLE BATTERY 2/0AWG X 96L W/O AUX WIRE 1 PC
XS575500.00025 COMPONENTS FUER ELEKTRIK 1 PC
SUA103049 SENSOR WATER M18 X 1.5 1 PC
SUA34137 TRIM VINYL PROTECTIVE 4.83 FT
SUA88658 CAP SCREW 1/2-13 X 1" GRADE 5 ZINC PLATE 1 PC
LUG GROUND MECHANICAL COPPER SINGLE
SUA92611 COND 1 PC
SUA95300 CABLE X1 SERIES 1600 - GENESIS 1 PC
XS575500.00026 CABINET FOR ALTERNATOR 1 PC
SUA47851 GROMMET RUBBER 13/4"O.D. X 1"I.D. X 3/8" 3 PC
TIM-ID: 0000103715 - 001
SUA49238 GROMMET RUBBER 2 PC
MTU Onsite Energy


ORDER SUMMARY
Base
Requirement Unit of
SUA80411 BRACKET BATTERY HOLD DOWN BAR (USED W/ 4 2 PC
SUA82554 FOAM INSULATION 3/4" WIDE X 1/16" THICK 32 FT
SUA86539 COVER TERMINAL BLOCK D-STS 4 (USE WITH P 1 PC
SUA86540 TERMINAL BLOCK D-STS 4 (USE WITH PN 8653 2 PC
SUA87005 NAMEPLATE - BLANK GEN-SET (ANODIZED) 1 PC
SUA87494 HOLDER CABLE TIE PUSH MOUNT NYLON 20 PC
SUA88721 CAP SCREW 3/8-16 X 3/4" GRADE 5 ZINC PLA 1 PC
SUA89135 RIVET 1/8" DIA .063-.125" GRIP RANGE AB4 4 PC
SUA93508 NUT 8 PC
SUA93510 CAP 8 PC
SUA94350 BOLT BATTERY HOLD DOWN, 10MM ROD 4 PC
SUA94351 WELD ENCLOSURE S1600 570 FRAME 1 PC
SUA94359 PANEL TOP, OUTLET BOX, S1600, 570 FRAME 1 PC
SUA94361 PANEL STUB-UP AREA, OUTLET BOX, S1600, 5 2 PC
SUA94362 PANEL CB BLANK, OUTLET BOX, S1600, 570 F 1 PC
SUA94364 PANEL LOUVER, WELD, OUTLET BOX, S1600, 5 1 PC
SUA94365 PANEL CT MOUNT, OUTLET BOX, S1600, 570 F 1 PC
SUA94366 ANGLE CT MOUNT, OUTLET BOX, S1600, 570 F 1 PC
SUA94445 PANEL TOP, OUTLET BOX, SERIES 1600, 570 1 PC
SUA94446 PANEL LOUVER, UPPER, WELD, OUTLET BOX, S 1 PC
SUA94672 STUD GROUND LUG COMPRESSION KA34U 3/8" 1 PC
SUA95534 FLAT WASHER, M5, DIN 125 TYPE A ZINC 6 PC
TIM-ID: 0000103715 - 001
SUA96339 WIRE GROUNDING UL LISTED 15" 4/0 AWG GRE 2 PC
MTU Onsite Energy


ORDER SUMMARY
Base
Requirement Unit of
SUA96594 TERMINAL BLOCK DOUBLE DOUBLE 30A MAX ST 4 PC
SUA96738 TERMINAL BLOCK END CAP QUATTRO (USED WIT 1 PC
SUA96739 TERMINAL BLOCK BRIDGE PLUG IN 4 PC
SUAMF95279 RAIL MOUNTING DIN 35MM X 7.5MM X 7-1/8" 2 PC
SUAMF96293 RAIL MOUNTING DIN 35MM X 7.5MM X 5.68" ( 1 PC
XS575500.00027 COMPONENTS 1 PC
SUA94362 PANEL CB BLANK, OUTLET BOX, S1600, 570 F 1 PC
XS575500.00064 MEASUREMENT CONVERTE 1 PC
SUAMF00001 HARNESS WIRING CT- S1600 GENESIS 1 PC
SUAMF95664 ASY KIT METERING CT 1200:5 - S1600 GENES 1 PC
XS575820.00001 PACKING 1 PC
SUA87385 BAG SMALL UNIT 500-850KW OPU'S 25 FT
XS00D000.05948 TECHN. INSTR. MANUAL FOR GENSET 1 PC
SUA107378 DOCUMENTATION MANUAL (PRINTED) - ENGLISH 1 PC
XS00D000.05950 TECHN. INSTR. MANUAL FOR GENSET 1 PC
SUA107380 DOCUMENTATION MANUAL (CD) - ENGLISH 1 PC
XS575300.00063 COMPONENTS MECHANICAL 1 PC
SUA98863 WASHER BRASS COMPRESSION 1.187 ID X 1.41 1 PC
XS575300.00183 VIBRATION DAMPER 1 PC
SUA46908 MOUNT VIBE PAD 3 X 18 X 1/4 NEOPRENE 10 PC
XSG32300.00281 WORK SCHEDULE 1 EA
TXT00016703 DUMMY FOR IPAS PM GASSYSTEM DEVELOPMENT 1 PC
XSG21990.00001 ADHESIVE LABEL FOR GENSET 1 PC
XG3000400004 LABEL 1 PC
XS00E560.00001 VOLTAGE REGULATOR 1 PC
SUA105746 REGULATOR VOLTAGE BE2000E PARALLELING W/ 1 PC
TIM-ID: 0000103715 - 001
XS575220.00018 COMPONENTS FOR COOLER 1 PC
MTU Onsite Energy


ORDER SUMMARY
Base
Requirement Unit of
SUA72679 CLAMP SUPPORT PLASTIC COATED 4 PC
SUA86622 CLAMP HOSE 2 7/8" ID T-BOLT TYPE 2 PC
SUA89047 NUT LOCK FLEXIBLE 1/4-28 GRADE A CADMIUM 2 PC
SUA90393 WASHER FLAT .25 .281ID X .875OD X .090 T 4 PC
SUA95291 RADIATOR BEARWARD USED ON 12V1600 50C 50 1 PC
SUA95295 FAN RADIATOR 12V1600 50C 60HZ 1 PC
XS575300.00147 COOLANT DRAIN LINE 1 PC
SUA52057 BALL 1/2" NPT BRASS USE AS STANDARD 1 PC
SUA57064 PLUG PIPE CAST BLACK IRON PIPE 1 PC
SUA70737 NIPPLE PIPE 1/2" NPT X 6" LG SCHED 40 BL 1 PC
SUA98924 FITTING ADAPTER 1/2" BSPT MALE TO 1/2" N 1 PC
XS575300.00221 MOUNTING BRACKET FOR IBC 1 PC
SUA94847 BRACKET MAIN HEATER/WATER/FUEL SEP HOUSE 1 PC
SUA100223 RELAY 1PDT 24VDC/21HC AU (USE W/ 100224) 2 PC
SUA100224 RELAY SOCKET 24V DC 14MM PLC BASIC TERMI 2 PC
XS575360.00052 PREHEATER 1 PC
TIM-ID: 0000103715 - 001
MTU Onsite Energy


TIM-ID: 0000103715 - 001

4 Product Summary
4.1 Chapter overview
This chapter provides general information about the engine-generator set and its component parts including
a functional description, technical data, and details of benefits.
Engine-generator sets can be delivered with a range of standard and optional components.
Note: This publication describes all available engine-generator set components. Disregard any components
which are not included in the scope of delivery of your particular engine-generator set.
For more technical data, see data sheets.
Consult your local distributor or dealer should you require more detailed information about a specific compo-
nent.
TIM-ID: 0000055224 - 001
131345844E 2015-12 | Product Summary | 47

4.2 Engine-Generator Set
4.2.1 Engine-generator set – General information
The engine-generator set consists mainly of a diesel engine and a generator mounted on a common base
frame. Upon demand, the engine starts and drives the generator to produce electrical power.
Engine-generator sets are available in two application groups: prime power and standby power.
Application group 3B – Prime power

Prime power is continuous electric power generation for long periods of time. Engine-generator sets for
prime power are used in the following conditions:
• No utility service available, e.g. in remote or developing areas
• Existing utility service is very expensive or not reliable
Continuous operation Application group 3B
Operating mode Continuous operation, variable
Rating definition 10% overload capacity (ICXN)
Load factor < 75%
Operating hours unrestricted
Application group 3D – Standby power

Standby power systems are a type of system to provide backup resources in a crisis or when regular systems
(e.g. power grid) fail. They find uses in a wide variety of settings:
• Residential homes
• Hospitals
• Airports
• Scientific laboratories
• Data centers
Standby operation Application group 3D
Operating mode Short-time operation, variable
Rating definition ISO fuel stop power (IFN)
Load factor < 85%
Operating hours maximum 500 hours per year
Model designation of engine-generator sets

Key to the engine-generator set model designation
MTU Equipment Brand Identifier: MTU – MTU Onsite Energy
6 Number of engine cylinders
R Cylinder arrangement:
TIM-ID: 0000058191 - 001
• R – Inline
• V – V-block
1600 Engine series or nominal displacement per cylinder (liters x 100):
• 0068 to 0.68 liters per cylinder
• 1600, 2000, 4000 – MTU Series 1600, 2000, or 4000
D Engine type:
• D – Diesel
• G – Gas
48 | Engine-Generator Set | 131345844E 2015-12

Key to the engine-generator set model designation
S Project type: Standard product
230 Nominal power node (based on standby application) kW for 60 Hz (kVA for
50 Hz)
Benefits
• Wide range of standardized engine-generator sets to meet customer requirements regarding power, emis-
sion, and other characteristics
• Possibility to choose from different component designs (e.g. fuel prefilters) and to select options (e.g. fuel
cooler)
• Latest diesel engine technology
• State-of-the-art main components for high efficiency and long service life
TIM-ID: 0000058191 - 001
131345844E 2015-12 | Engine-Generator Set | 49

4.2.2 Engine-generator set – Standard scope of delivery
The illustrations are valid for engine-generator sets featuring Series 8V, 10V, and 12V 1600 Gx0 engines.
Visual appearance and configuration may vary depending on unit.
Figure 1: Engine-generator set with 8V1600 Gx0 engine – Engine side

1 Unit-mounted radiator 5 Control panel (optional) 9 Jacket water heater (option-
2 Air filter 6 Control panel enclosure al)
3 Circuit breaker enclosure 7 Base frame 10 Battery (optional)
4 Generator 8 Battery charger (optional)
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Figure 2: Engine-generator set with 8V1600 Gx0 engine – Generator side
1 Engine 2 Single fuel/water separator 3 Circuit breaker (optional)
Standard scope of delivery

• MTU Series 8V, 10V, or 12V 1600 engine:
– Rated speed 1,800 rpm (60 Hz), 1,500 rpm (50 Hz)
– Electronic engine management system ADEC (ECU8)
– Electric starter
• Generator:
– Three measuring current transformers
– Analog voltage regulator
• Control cabinet without control function
• Connections for fuel supply and return to the fuel tank
• Air filter
• Safety guards for all rotating parts
• Base skid with resilient mounts
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Available options
• Heavy-duty air filter (2-stage filter)
• Fuel prefilter with water separator is double, triple, or redundant
• Fuel cooler
• Day tank
• Sub base tank
• Enclosure level 1, 2, or 3
• Radiator 50C
• Jacket water heater (-6.67 °C (20 °F) and -28.89 °C (-20 °F))
• Exhaust system (Open Power Unit (OPU))
– Silencer (Industrial)
– Silencer (Critical)
– Silencer (Hospital)
• Charging/starting
– Battery, rack, box, and cables
– Battery charger
– NRG digital 10 A
– NRG digital 20 A
• Generator accessories:
– Anti-condensation heater
– Bearing RTD
– Enhanced model of voltage regulator
– Kit of six CTs for differential measuring
– Kit of one CT for paralleling (load share)
– IP-23 Drip Cover
• Generator temperature rise (3 ph)
– 80 °C (176 °F)
– 105 °C (221 °F)
– 130 °C (266 °F)
– 150 °C (302 °F)
• Voltages for 60Hz/3 ph
– 120/208 V
– 120/240 V
– 220/380 V
– 254/440 V
– 277/480 V
– 346/600 V
– 2,402/4,160 V
• Voltages for 50 Hz/3 ph
– 220/380 V
– 230/400 V
– 240/415 V
• Controller
– Digital control panel
– CEM and AEM
– Remote annunciator
• Circuit breakers
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– 80% rated
– 100% rated
– Electric trip
– Up to two breakers
• Vibration isolation
– Spring vibration isolation
– Seismic spring isolation
• Literature
– Quality/test documents
– Prototype test report, test sheet

Technical data
• Application group: 3B, prime power operation, fuel stop power
• Application group: 3D, standby operation, fuel stop power
• Engine with air-to-air charge-air cooling
• 60 Hz, 1,800 RPM
• 50 Hz, 1,500 RPM
• For information on engine-generator set dimensions, refer to the drawings at the end of this document.
For further technical data, refer to the Spec Sheet.
For an explanation of the model numbers, refer to the model designation of engine-generator
sets(→ Page 48).
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4.3 Engine
4.3.1 MTU Series 1600 Gx0 engine
The figure shows a 12 V 1600 Gx0 engine. It is also valid for an 8 V or 10 V 1600 Gx0 engine.
Figure 3: Engine view on driving end

1 Lifting equipment* 7 Belt drive 13 Oil dipstick
2 Engine governor 8 Cylinder head 14 Oil pan
3 Charge-air intake neck 9 Exhaust manifold 15 Fuel filter
4 Lifting equipment* 10 Crankcase 16 Flywheel
5 Oil filter 11 Engine mounting 17 Flywheel housing
6 Thermostat housing 12 Exhaust turbocharger KS Engine driving end
* Do not use these lifting points to lift the entire engine-generator set.
Series 1600 Gx0 engines with air-to-air charge-air cooling

These engines are compact, powerful, reliable, maintenance-friendly and extremely economical.
Their injection system unites optimum fuel utilization with compliance to the requirements of all relevant en-
vironmental protection regulations.
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54 | Engine | 131345844E 2015-12

Technical data
• Four-stroke diesel engine with four valves per cylinder and direct injection
• 8, 10 or 12 cylinders, 90° V arrangement
• Displacement:
– Per cylinder = 1.75 liters (107 in3)
– Total for 8 V = 14.00 liters (854 in3)
– Total for 10 V = 17.50 liters (1,068 in3)
– Total for 12 V = 21.00 liters (1,281 in3)
• Counterclockwise rotation
• Common rail fuel injection system, electronically controlled fuel injection
• Exhaust turbocharging and air-to-air charge-air cooling
• Engine cooling system with coolant circulation pump and thermostat
• Piston cooling
• Electric starter
• Resilient engine mounting
Engine model designation

Key to the engine model designation 8/10/12 V 1600 Gxyz
8, 10, 12 Number of cylinders
V Cylinder arrangement: V engine
1600 Series
G Application
x Application segment (1, 2, 7, 8)
y Design index
z Frequency code (F = 50 Hz, S = 60 Hz)
Benefits
• Long service life
• High running capacity
• Low fuel consumption
• Engines meet all relevant exhaust emission standards
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131345844E 2015-12 | Engine | 55

4.3.2 Sensors and actuators
The figures show a 12 V 1600 Gx0 engine. They are also valid for an 8 V or 10 V 1600 Gx0 engine.
Figure 4: Sensors on engine free end
Item Designation Monitoring of

1 B16 Engine coolant pressure
2 B6 Engine coolant temperature
3 B48.2 HP fuel, B side
4 XY39.BA Injectors, B side
XY39.BA2
5 B9 Charge-air temperature
6 B10 Charge-air pressure
7 XY39.A1 Injectors, A side
XY39.A
8 B48.1 HP fuel, A side
9 B5 Lube oil pressure
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Figure 5: Sensors on engine driving end
Item Designation Monitoring of

1 M8A Fuel pump HDP A (time measurement unit)
2 M8B Fuel pump HDP B (time measurement unit)
3 B1 Camshaft TDC
4 B13 Crankshaft speed
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131345844E 2015-12 | Engine | 57

4.4 Generator
4.4.1 Generator – General information
The electrical generator converts mechanical energy produced by the engine to electrical energy using elec-
tromagnetic induction.
Generators can differ from type to type in their appearance but not in their main functions. The figure shows
a typical generator with its components.
Figure 6: Generator interior view

1 Main rotor assembly 5 Fan 9 Exciter stator
2 Generator lifting point 6 Screen assembly (air outlet) 10 Exciter rectifier assembly
3 Drip cover 7 Generator main body with 11 Exciter rotor assembly
4 SAE adapter main stator assembly 12 PMG rotor and stator
8 Mounting bracket
Note: Do not use the lifting points (2) to lift the entire engine-generator set.
Note: The PMG (12) can be optional, dependent on the generator type.
Benefits
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• Exclusive uni-rotor construction

• Superior class H insulation
• Long-life bearing
• Easy access and serviceability
• Extended life applications
• Robust voltage regulation in the presence of harmonic distortion caused by non-linear loads
• Low reactance design to minimize the harmonic voltage distortion caused by non-linear loads
• On-top-mounted (430 frames) or front-end-mounted (570 frames) outlet box to provide ample space for
easy connection
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Function
The figure (→ Figure 6) shows the two main parts of a generator: the rotor (1) and the stator (in 7) which are
integrated in the generator main body (7). An outlet box allows good load access from all sides.
570 frames generators are equipped with a 300/250 Hz Permanent Magnet Generator (PMG, 12) excitation
support system. This system supplies a minimum short circuit support current of 300 % of rating for 60 Hz
operation (250 % for 50 Hz operation) for 10 seconds.
Controlling
The generator output voltage is controlled by a voltage regulator. For further information, please see the de-
scription of the voltage regulator (→ Page 63).
Cooling
Generators are forced air-cooled. Air enters the lower part of the outlet box at the louvered cover, passes
through the stator and rotor coils, and is exhausted as hot air at the adapter ring screened openings (6). The
cast uni-directional aluminum alloy ventilation fan (5), driven by the main rotor (1), provides even air flow to
maximize cooling of the generator.
Outlet box
The outlet box includes various equipment, such as voltage regulator, fuses, CTs. Load connections are lead
through cable grommets into the circuit breaker enclosure. The voltage regulator front panel is operable from
outside of the outlet box.
The figures below show the interior of outlet boxes which can be equipped in slightly different variants.
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131345844E 2015-12 | Generator | 59

430 frames generators
Figure 7: Generator outlet box

1 Generator 6 Cut-out for analog voltage 11 Exciter rectifier assembly
2 Louvered cover (air intake) regulator* 12 Diode standard polarity
3 Cable entry point 7 Terminal block 13 Surge suppressor
4 Link board 8 Cut-out for optional digital 14 Diode reverse polarity
5 Outlet box voltage regulator*
9 Cable grommet
10 Capacitor (optional)
* If not mounted, the cut-out is covered.
The figure (→ Figure 7) shows the generator (1) at exciter end with the air intake (2). The mounted outlet
box (5) is shown without front cover to locate the equipment.
The cut-outs (6, 8) enable the access to the analog voltage regulator's adjusting points or digital voltage reg-
ulator panel, respectively, which are handled from outside the outlet box. The analog voltage regulator is a
standard feature. The digital voltage regulator and the capacitor (10) are optional features. For further infor-
mation, please see the description of the voltage regulator (→ Page 63).
The current transformers (not shown in figure) are located on the cables that are connected to the studs on
the link board (4). Fuses (not shown in the figure) are also located inside the outlet box.
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Diodes (12, 14) perform the function of an "electrical check valve". They conduct in one direction only and
are used to rectify AC current into DC current. Three forward polarity diodes (12) and three reverse polarity
diodes (14) are used. The surge suppressor (13) is polarized. Diodes and surge suppressor are located on the
exciter rectifier assembly (11).
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570 frames generators
Figure 8: Generator outlet box

1 Outlet box 6 Diode standard polarity 11 Wiring
2 Terminal block 7 Surge suppressor 12 Exciter rotor assembly
3 Fuses 8 Diode reverse polarity 13 Exciter statot
4 Capacitor 9 Standoff insulator 14 Digital voltage regulator
5 Exciter rectifier assembly 10 Bar busses
The figure (→ Figure 8) shows the generator at exciter end. The outlet box (1) is shown without front cover to
locate the equipment.
The digital voltage regulator panel (14; shown is its rear panel) is accessed from outside the outlet box
through a cut-out. The digital voltage regulator and the capacitor (4) are standard features. For further infor-
mation, please see the description of the voltage regulator (→ Page 63).
The current transformers (not shown in figure) are located on the cables that are connected to the studs on
the link board (xx). Fuses (3) are also located inside the outlet box.
Diodes (6, 8) perform the function of an "electrical check valve". They conduct in one direction only and are
used to rectify AC current into DC current. Three forward polarity diodes (6) and three reverse polarity di-
odes (8) are used. The surge suppressor (7) is polarized. Diodes and surge suppressor are located on the
exciter rectifier assembly (5).
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Technical data
• Single bearing generator of type:
– MagnaPlus (430 frames) for 8 V engine models only
– MagnaMax (570 frames) for 8 V, 10 V and 12 V engine models
• 1,800 RPM (for 60 Hz) / 1,500 RPM (for 50 Hz)
• Voltage range: up to 600 V; 3-phase
• Windings with brushless exciter
• Meets NEMA MG1-32, BS5000 and IEC 34-1 requirements
• CE and CSA certified and UL listed
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Identification number
Each model of a generator is characterized by an identification number composed of several sections. The
identification number is defined by the technical specification of the model and located on the nameplate of
the generator.
Exemplary composition of the identification number

433 Frame number
P Construction: MagnaPlus
S Bearing: Single (1 bearing)
L Voltage: Up to 480 V
6216 Model in Series
Key to codes in generator identification numbers

Codes for Construction: P – MagnaPlus (430 frames)
R – MagnaMax (570 frames)
Codes for Bearing: S – Single (1 bearing)
Codes for Voltage: L – Up to 480 V
S – 600 V
Codes for Model in Series: Diverse types and codes
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4.4.2 Analog voltage regulator
The analog voltage regulator adjusts the generator output voltage by regulating the current into the exciter
field. It is mounted inside the outlet box.
The figure shows the location of the analog voltage regulator and its setting controls.
Figure 9: Analog voltage regulator

1 Generator outlet box 3 Analog voltage regulator 5 Access point for stability ad-
2 Cut-out for analog voltage 4 Access point for roll-off fre- just
regulator access quency adjust 6 Access point for voltage ad-
just
Technical data
• Voltage regulation: 1 % from no load to full load (with 5 % frequency variation)
• Regulator drift: < 1 % per 40 °C (72 °F) ambient temperature change
• Sensing and power input: 190 to 240 V AC
• 50 or 60 Hz operation
• Overexcitation and under-speed protection
• Static-type using non-aging silicon controlled rectifiers
• Electromagnetic interference suppression to commercial standards with internal EMI filter
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• Encapsulated design for humidity and abrasion protection
Function
In the standard configuration (shunt excited), the voltage regulator receives both its input power and voltage
sensing from the generator's output terminals.
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At rated speed, the main stator’s voltage produced by the residual magnetism of the exciter allows the auto-
matic voltage regulator to function. The regulator provides voltage to the exciter field resulting in a build-up
of generator terminal voltage. This system of using residual magnetism eliminates the need for a special field
flashing circuit in the regulator. After the generator has established the initial residual voltage, the regulator
provides a controlled DC field voltage to the exciter stator resulting in a controlled generator terminal volt-
age.
The requested frequency (50 Hz or 60 Hz) is set by means of a moveable jumper.
Voltage adjust
The screwdriver adjustable potentiometer labeled "VOLT" adjusts the generator output voltage.
• Adjustment clockwise increases the generator output voltage.
• Adjustment counterclockwise decreases the generator output voltage.
When using a remote voltage adjust rheostat, and if the jumper wire across terminals 6 and 7 is removed
and a 2,000 Ω 0.5 W (minimum) rheostat is installed, a ±10 % voltage variation from the nominal can be
reached. By using a 1,000 Ω 0.5 W rheostat, a ±5 % voltage variation is possible.
Stability adjust
The screwdriver adjustable potentiometer labeled "STAB" adjusts the system stability.
• Adjustment clockwise increases the stability and, therefore, increases the response time of the generator.
• Adjustment counterclockwise decreases the stability and, therefore, decreases the response time of the
generator.
System stability is the ability of the generator to respond to load transients. Decreasing the stability makes
the generator less sluggish and faster to respond to load transients. If the stability of the regulator is de-
creased too much, the generator will tend to hunt under steady state conditions.
V/Hz roll-off frequency selection

The roll-off point is the frequency where the generator voltage starts to decrease. This reduces the kilowatt
load to the engine, which allows the engine to recover in speed under any load transient condition.
The screwdriver adjustable potentiometer labeled "U/F" sets the roll-off frequency from 54 to 61 Hz in the
60 Hz setting or from 45 to 51 Hz in the 50 Hz setting.
The analog voltage regulator has the roll-off point preset to:
• 58 Hz in the 60 Hz mode
• 48 Hz in the 50 Hz mode
To change the roll-off point:
1. Set the engine speed to the desired rated speed (50 or 60 Hz).
2. Set the voltage to the desired setting at rated speed.
3. Set the engine speed to the desired roll-off point.
4. Adjust the potentiometer counterclockwise until the voltage starts to drop off.
5. Adjust the potentiometer clockwise until the voltage returns to rated voltage.
6. Re-set engine speed to rated speed.
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4.4.3 Digital voltage regulator DVR2000E+
The digital voltage regulator is an encapsulated, microprocessor-based control device that regulates the out-
put voltage of a brushless, AC generator by controlling the current into the generator exciter field. It is pow-
ered by a permanent magnet generator (PMG) and designed for behind-the-panel mounting.
All regulator adjustments are located on the front panel for easy use. The display annunciates regulator sta-
tus and system conditions. Push buttons allow adjustment of the various regulator functions. Normally, the
display is covered with a protection plate. The rear panel is accessible from inside the outlet box.
The figure shows the front panel and the rear panel of the digital voltage regulator.
Figure 10: Digital voltage regulator panels

1 Front panel 5 UP button 9 Serial port
2 Operating interface 6 DOWN button 10 CAN J1939 port
3 SELECT button 7 ENTER button 11 J1 and J2 connection points
4 Display 8 Rear panel 12 Quick disconnect terminals
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Eigenschaften
Operating features
• Voltage regulation to 0.25 %
• Three regulation modes:
– Single phase automatic voltage regulation (AVR1)
– Three-phase automatic voltage regulation (AVR3)
– Field current regulation (FCR)
• 50 or 60 Hz operation
• Preset stability settings
• Adjustable soft start in AVR1 or AVR3 regulation modes
• Underfrequency (volts/hertz) regulation
• Three-phase or single phase generator voltage (RMS) sensing
• Three-phase or single phase generator current (RMS) sensing
• True three-phase power metering
• Field current sensing
• Field voltage monitoring
• Contact inputs for system interface capability
• Contact output for fault indication
• Generator paralleling with reactive droop compensation and reactive differential compensation
• Front-panel human-machine interface (HMI) for status and configuration
• Modbus protocol via RS232 for external communication
• DVR2000E+ Windows ® based software for configuration and monitoring
• Controller Area Network (CAN) interface with CAN 2.0B J1939 protocol for metering and control
• “Power on” LED indicator
• Configurable auxiliary input for metering and control
• CAN capability
Protection features
• Shutdown:
– Field overexcitation shutdown
– Generator overvoltage shutdown
– Generator undervoltage shutdown
– Generator voltage imbalance shutdown
– Loss of generator sensing shutdown
– Field current limiting shutdown
– Regulator overtemperature shutdown
– Instantaneous field overcurrent shutdown
• Alarm:
– Generator underfrequency alarm
– Generator reverse power flow alarm
– Loss of CAN communication alarm
Front panel – Display and operation

The front panel of the digital voltage regulator consists of four push buttons and a 4-digit-display. The display
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gives out status conditions and failure messages. The push buttons were used to select adjustments during
generator installation or service.
66 | Generator | 131345844E 2015-12

The display works in three modes:
• STATUS mode
The display shows the non-editable operating state of the digital voltage regulator.
The display flashes while in STATUS mode.
• EDIT mode
The display shows a multi-layer menu for reading and editing operating parameters of the digital voltage
regulator.
The display is steady-on while in EDIT mode.
• SLEEP mode
The display is turned-off after a period of button-press inactivity.
Adjustments are chosen by means of the push buttons.
Panel push buttons

No. * Button Result
3 SELECT Selects a function for adjustment.
Successive pressing scrolls through the menu.
Serves also as an escape key in EDIT mode.
5 UP Increases the setting level of the function being ad-
justed in steps from the current value to a defined
maximum.
6 DOWN Decreases the setting level of the function being ad-
justed in steps from the current value to a defined
minimum.
7 ENTER Stores the current value of the parameter being ad-
justed and returns the user to the main menu list.
* Numbers correspond to (→ Figure 10).
If regulator power is interrupted before the automatic save feature is commanded, that level of adjustment
will be lost.
If no button is pressed for a period of one minute, the regulator saves the settings and exits the adjustment
mode.
Notes:
• To change settings, appropriate training by the user is required to avoid malfunctions!
• The engine-generator set must be running before conducting adjustments or settings must be adjusted
while engine-generator set is operational.
Rear panel – Communication ports and terminals

Communication ports and terminals on the rear panel consists of four types of connectors:
• Ten quarter-inch, quick-connect terminals for generator connections
• Two 12-pin Deutsch (DTC style) connectors for current transformer (CTs) and system interface connec-
tions
• One 3-pin Amp/Tyco Mini Mate-N-Lok receptacle for CAN bus interface
• One 9-pin DB-9 type connector for serial communication between the digital voltage regulator and a Win-
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dows ® compatible PC (programming setup)
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Operating modes
The digital voltage regulator provides three modes of operation selectable through Windows ® or Palm OS ®
communication software. Standard features are:
• Automatic voltage regulation mode – Single phase (AVR1)
In AVR mode, the digital voltage regulator regulates the RMS generator output voltage. This is accomplish-
ed by sensing generator output voltage and adjusting DC output excitation current to maintain voltage at
the regulation setpoint.
• Automatic voltage regulation mode – Three-phase (AVR3)
In AVR mode, the digital voltage regulator regulates the RMS generator output voltage. This is accomplish-
ed by sensing generator output voltage and adjusting DC output excitation current to maintain voltage at
the regulation setpoint.
• Manual mode (FCR)
In manual mode, also known as field current regulation (FCR) mode, the digital voltage regulator maintains
DC excitation current at a set level.
Digital voltage regulator communications software

DVR2000E+ is a Windows ® based digital voltage regulator communication software package which is sup-
plied with the digital voltage regulator.
The software provides a communication link between the digital voltage regulator and the user. The software
enables the user to enter all digital voltage regulator settings and read all system metering values through an
easy to use graphical interface.
For a detailed description of the DVR2000E+ software, please contact your local distributor or dealer.
Registered trademarks
Windows is a registered trademark of Microsoft Corporation.
Palm OS is a registered trademark of Palm, Inc.
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4.5 Engine-Generator Set MGC-2000 Series Control Panel
4.5.1 Control panel enclosure with MGC-2000 Series – General information
The control panel is the local control console and emergency control station for the engine-generator set. Its
control and display elements provide status and alarm information and allow quick start/stop/emergency
stop operations. The screen display is controlled by a key pad beneath the display panel. Command input for
engine-generator set operation and alarm handling is provided by additional control keys on the display pan-
el.
The control panel communication software allows units to be easily customized for each application.
Digital Generator Set Controller MGC-2000 Series

The MGC-2000 Series installed in MTU Onsite Energy engine-generator sets is a highly advanced, integrated
engine-generator set control system. The MGC-2000 Series is perfectly focused, combining rugged construc-
tion and microprocessor technology to offer a product that holds up to almost any environment. The
MGC-2000 is flexible enough to meet the needs of your application. This device provides engine-generator
set control, metering, protection, and programmable logic in a simple, easy-to-use, reliable, and cost effec-
tive package.
A control panel with MGC-2000 Series installed on engine-generator sets with management and monitoring
in:
• Engine-generator set without mains, with standard generator protection
• Engine-generator set without mains, with enhanced generator protection
• Engine-generator set with third-party ATS, with enhanced generator protection
(→ Figure 11) shows the control panel enclosure with MGC-2000 Series.
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Figure 11: Control panel enclosure with MGC-2000 Series and meters – Exterior
1 Latch 4 Phase selector switch (op- 7 Microprocessor MGC-2000
2 Emergency stop button tional) Series display (optional)
3 Cable entries point 5 Audible alarm 8 Control panel enclosure
6 Meters (optional)
NOTE: (→ Figure 11) is a generic representation of the controller. The appearance of the front panel and en-
closure varies depending on the controller type and engine-generator set. The location of enclosure buttons,
switches, and other options may change but their functionality remains consistent.
The meters (6) show the present voltage and current per phase and the frequency. The phase selector
switch (4) is used with the analog meters and has a position for each of the three phases. Turning the switch
determines the phase. The values according to this phase are shown on the meters.
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70 | Engine-Generator Set MGC-2000 Series Control Panel | 131345844E 2015-12

Eigenschaften
• Engine metering and protection
• Emergency stop
• Current sensing (5 A CT inputs)
• System protection and supervision:
– Under/Overvoltage
– Under/Overfrequency
– Overcurrent
– Phase imbalance
– Loss of mains protection
– Loss of excitation
– Reverse power
– Engine kW overload
– Bus under/overvoltage
– Bus under/overfrequency
• 15 contact outputs:
– Factory utilized: three 30 A DC and twelve 2 A DC rated contacts
– User-defined: ten 2 A DC rated contacts
• 16 inputs
• Battery backup for Real Time Clock (RTC)
• LCD heater
• Modbus communications (via RS-485 communications port and Modbus RTU protocol)
• SAE J1939 CAN bus engine ECU communications
• Rugged, fully potted design
• Wide ambient temperature range
• UL/CSA approvals: cURus approved to UL 6200 and CSA C22.2 No. 14
• HALT (Highly Accelerated Life Tests) tested
• IP54 front panel rating with integrated gasket
• NFPA 110 level compatible
• Windows ®-based control panel communication software
– Programming and setup software – intuitive and powerful
– Programmable logic
– USB communications
• Multilingual capability (English, Spanish, Chinese)
• Event recording
Accessories
• Analog expansion module for winding and bearing RTD (generator accessories)
• Contact expansion module for potential-free contacts
Analog expansion module

The analog expansion module is a remote auxiliary device that provides additional MGC-2000 Series analog
inputs and outputs. Its features include:
• Eight RTD inputs (six for winding, one for bearing); for monitoring engine-generator set temperature (pro-
tect against high temperature conditions)
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• Communications to the MGC-2000 Series via CAN bus
Contact expansion module

The contact expansion module is programmed to display operating conditions (potential-free contacts):

• Global (Pre-alarm)
• Global (Alarm)
• Not in AUTO
• Low fuel level (Pre-alarm)
• Fuel leak
• Low coolant level (Alarm)
• Low oil pressure (Pre-alarm)
• Low oil pressure (Alarm)
• High engine temperature (Pre-alarm)
• High engine temperature (Alarm)
• Low engine temperature (Pre-alarm)
• Engine running
• Overcrank (Alarm)
• Overspeed (Alarm)
• Battery overvoltage (Pre-alarm)
• Low battery voltage (Pre-alarm)
• Emergency system supplying load
The communications to the MGC-2000 Series takes place via CAN bus.
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Functions
Engine-generator set protection
• Generator protection
– Undervoltage
– Overvoltage
– Underfrequency
– Overfrequency
– Reverse power
– Overcurrent
– Phase imbalance (only available on MGC-2020 and MGC-2050)
– Rate of change of frequency (only available on MGC-2020 and MGC-2050)
– Vector shift (only available on MGC-2020 and MGC-2050)
• Engine-generator set alarms, protected by MGC-2000 Series
– Low oil pressure
– Engine sender unit failure
– Overcrank
– Overspeed
– Low coolant level
– High coolant temperature
– Fuel leak/fuel sender failure
– Emergency stop
• Engine-generator set pre-alarms, protected by MGC-2000 Series
– Low coolant temperature
– Battery overvoltage
– Low battery voltage
– Weak battery
– Engine kW overload low
– Maintenance interval timer
– Low fuel level
– High fuel level
– AEM comms failure
– Breaker open failure
– CEM comms failure
– Reverse rotation
– Active DTC
– Breaker close failure
– ECU comms failure
– Checksum failure
Engine-generator set metering

• Generator parameters include voltage, current, real power (watts), apparent power (VA), and power factor
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(PF).
• Engine parameters include oil pressure, coolant temperature, RPM, battery voltage, fuel level, engine run-
time, ECU-specific parameters, and runtime statistics.

Engine control
• Cranking control: cycle or continuous (quantity and duration fully programmable)
• Engines cool-down: smart cool-down function saves fuel and engine life
• Successful starts counter: counts and records successful engine starts
• Timers:
– Engine cool-down timer
– Pre-alarm time delays for weak/low battery voltage
– Alarm time delay for overspeed
– Alarm time delay for sender failure
– Continuous or cycle cranking time delay
– Arming time delays after crank disconnect for:
Low oil pressure
High coolant temperature
– Engine maintenance timer
– Pre-crank delay
– Programmable logic timers
Event recording
The MGC-2000 Series has an event recorder. The event recorder provides a record of alarms, pre-alarms,
engine starts, engine runtime loaded, engine runtime unloaded, last run date, and many other events. These
events are all date and time-stamped to help the user determine the cause and effect of issues related to the
engine-generator set. It contains 30 event records each retaining up to 99 occurrences in memory. Time,
date and engine hour detail is available for the most current 30 occurrences within each event record.
Technical data
Operating power Values

Nominal 12 or 24 V DC
Range 6 to 32 V DC
Power consumption in sleep 5 W with all relays non-energized
mode
Power consumption in typical op- 7.9 W in RUN mode, with LCD heater off and six relays energized
eration mode
Battery ride through Withstands cranking ride-through down to 0 V for 50 ms (starting at
10 VDC)
Environmental condition Values

Temperature Operating: -40 to 70 °C (-40 to 158 °F)
Storage: -40 to 85 °C (-40 to 185 °F)
Humidity IEC 68-2-38
Salt Fog ASTM B 17-73, IEC 68-2-11 (tested while operational)
Ingress Protection IEC IP54 for front panel
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Shock 15 G in three perpendicular planes

Vibration 5 to 29 to 1.5 G peak for 5 min.
5 Hz:
29 to 52 to 0.036" double amplitude for 2.5 min.
29 Hz:
52 to 500 t 5 G peak for 7.5 min.
o 52 Hz:
Swept over the following ranges for 12 sweeps in each of three mutually
perpendicular planes with each 15-minute sweep

Display operations
The front panel display is used to make settings changes and to display metering values.
The wide temperature-range LCD with backlighting can be viewed under a wide range of ambient light and
temperature conditions.
For further information to the main display operations, refer to (→ Page 76).
Control panel communication software

For a detailed description of the communication software, contact your local MTU Onsite Energy distributor
or dealer.
Registered trademark
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4.5.2 Control panel MGC-2000 Series – Display operations
Front panel display
The front panel display is used to make settings changes and display metering values.
temperature conditions. The figure (→ Figure 12)shows the display of the MGC-2000 Series in detail.
Figure 12: Control panel with MGC-2000 Series – Controls and indicators
1 Liquid Crystal Display (LCD) 5 Alarm Silence pushbutton 9 RUN pushbutton and mode
2 "Not in auto" indicator 6 LAMP TEST pushbutton indicator
3 Alarm indicator 7 AUTO pushbutton and mode 10 RESET pushbutton
4 Supplying load indicator indicator 11 Arrow pushbuttons
8 OFF pushbutton and mode 12 EDIT pushbutton
indicator
Panel LED indicators

No.* LED Indication
2 Not in auto Red – Indicates unit is not in the AUTO mode.
3 Alarm Red – Indicates an alarm situation by continuous illu-
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mination.
Indicates a pre-alarm by flashing.
4 Supplying Load Green – Indicates the system is supplying current to
a connected load.
7 Auto Green – Indicates the unit is in the AUTO mode of
operation.
8 Off Red – Indicates the MGC is in the OFF mode.
9 Run Green – Indicates the MGC is in the RUN mode.

Panel pushbuttons
No.* Pushbutton Result
5 ALARM SILENCE Stops the currently occurring audible alarm.
6 LAMP TEST Tests the MGC-2000 Series indicators by exercising
all LCD pixels and lighting all LEDs.
7 AUTO Places the MGC-2000 Series in AUTO mode.
The green LED lights when AUTO mode is active.
8 OFF Places the MGC-2000 Series in OFF mode.
The red LED lights when OFF mode is active.
9 RUN Places the MGC-2000 Series in RUN mode.
The green LED lights when RUN mode is active.
10 RESET Cancels an editing session and discards any settings
changed.
When pressed, this pushbutton also resets the
Breaker Management Pre-alarms.
11 (arrows) Navigates through the front panel display menus and
modifies settings.
The left- and right-arrow pushbuttons are used to
navigate through the menu levels.
• The right-arrow pushbutton is pressed to move
downward through the menu levels.
• The left-arrow pushbutton is pressed to move up-
ward.
Within a level, the up-and down-arrow buttons are
used to move among items within the menu level.
• Pressing the down-arrow pushbutton moves to
items lower in the list.
• Pressing the up-arrow pushbutton moves to items
higher in the list.
During an editing session, the up- and down-arrow
pushbuttons are used to raise and lower the value of
the selected setting.
12 EDIT Starts an editing session and enables changes to
MGC-2000 Series settings.
At the conclusion of an editing session, the EDIT
pushbutton is pressed again to save the setting
chances.
Login/logout and permissions

Note: To change settings, appropriate user training is required to avoid malfunctions.
1. To log in, navigate to the SETTINGS → ENTER PASSWORD screen and press the EDIT pushbutton.
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2. Enter the password.

• Use the up- and down-arrow pushbuttons to scroll through the characters.
• Use the left- and right-arrow pushbuttons to enter more characters.
3. Press the EDIT pushbutton to log in.
The LOGOUT selection now appears in the list of SETTINGS.
4. ... select your further operations ...
5. To log out, navigate to SETTINGS → LOGOUT and press the EDIT pushbutton.
The LOGOUT selection is removed from the list of SETTINGS.
Summary screen

The summary screen can be set to standard or scrolling.
Set the summary screen
1. Press the right arrow to select a standard or scrolling summary.
2. Navigate to the SETTINGS → GENERAL SETTINGS → FRONT PANEL HMI screen.
3. Press the EDIT pushbutton. Enter user ID and password as needed.
4. Edit the SUMMARY VIEW.
The SCROLL DELAY setting is also found on the screen.
When set to standard, the following values are displayed:
VOLT* AMP* PH* Hz OIL FUEL TEMP BATT
* Information for each phase is obtained by pressing the up- and down-arrow pushbuttons on the front
panel.
When the summary screen is set to scrolling, you can select/configure the metering values that are dis-
played. Up to 20 values can be displayed and these values scroll at a delay time specified by the user.
Select the scrolling values
2. Edit the CONFIGURABLE METERING.
The following values may be selected by the user to be placed in the scrolling summary:
NONE* BATT V GEN VAB GEN VAN KW A KVA A GEN Hz GEN IA

BLANK** RPM GEN VBC GEN VBN KW B KVA B GEN PF GEN IB
OIL P RPM SRC GEN VCA GEN VCN KW C KVA C BUS Hz GEN IC
TEMP FUEL RUN HRS KWH KW TOT KVA TOT BUS V FUEL DELV
P
kvar A kvar B kvar C kvar TOTAL INJ RAIL TOTAL FUEL TEMP ENG OIL
PRS FUEL USED TEMP
ENG COOLANT FUEL RATE BOOST INTAKE
INTCLR PRESS PRESS MNFLD
TEMP TMP
* Removes a line from the scrolling list.

** Shows nothing on this line.
Remote access
If communications access is active through the modem or USB, the front panel displays "REMOTE COMMS,
FRONT PANEL IS READ ONLY" and the summary screen. This informs that the front panel can only be used
for viewing metering data and settings information. Remote access must be ended before modifying settings
through the front panel.
Sleep mode
The sleep mode serves as a power-saving feature. A number of conditions must be met for the MGC-2000
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Series to be in sleep mode. These conditions include being in OFF mode or AUTO mode not running. Also, if a
pushbutton is not pressed for more than 15 minutes, the front panel LCD backlight and LCD heater are
turned off. The MGC-2000 Series resumes normal display operation when any front panel pushbutton is
pressed or the engine-generator set is started remotely via the ATS input.
The MGC-2000 Series will not go to sleep while in an alarm state. If needed, the sleep mode can be perma-
nently disabled via the control panel communication software or the front panel menu.
As a default, the sleep mode is disabled at the factory, however, it can be reinitiated.

or dealer.
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4.5.3 Remote annunciator for MGC Series
The remote annunciator is used with the MGC Series (→ Page 69) to provide electrical signaling for the en-
gine-generator set. The MGC Series detects alarm, pre-alarm, and operating conditions and communicates
via Modbus communications with RS-485 to the remote annunciator.
The figure(→ Figure 13) shows the remote annunciator front panel.
Figure 13: Remote annunciator for MGC Series – Front panel

1 Front panel * 4 LEDs for pre-alarms 7 LEDs for alarms
2 LED "Power on" 5 LAMP TEST pushbutton 8 LED "Not in AUTO"
3 LED "Supplying load" 6 ALARM SILENCE pushbut- 9 Audible alarm
ton
* The dashed line indicates the outside edges when flush mounted. Otherwise, the full line denotes the
edges.
Functions
The remote annunciator has 18 LEDs. These LEDs indicate alarms (7), pre-alarms (4), and operating condi-
tions (2, 3, 8) of the engine-generator set as detected by the MGC Series.
If an alarm or pre-alarm is indicated, an audible alarm (9) sounds.
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No.* LED Indication
2 Display Panel On Green – Indicates that power is applied to the re-
mote annunciator.
3 EPS Supplying Load Green – Indicates that the system is supplying more
than two percent of rated current to a connected
load.
Numbers correspond to the figure (→ Figure 13).

No.* LED Indication
4 Pre-alarm Conditions Yellow – Indicates:
• High coolant temperature
• Low coolant Temperature
• Low oil pressure
• Low fuel level
• Weak battery
• Battery overvoltage
• Battery charger failure
7 Alarm Conditions Red – Indicates:
• Low coolant level
• Overcrank
• Overspeed
• Emergency stop activated
• Fuel leak/Fuel sender failure
• Sender failure
8 Switch Not in Auto Red – Indicates that the unit is not in AUTO mode.
Panel pushbuttons
5 LAMP TEST Tests the indicators by lighting all LEDs and exercis-
es the audible alarm.
Benefits
• Monitoring main operating conditions and (pre-)alarms from a distance, for example from an office
• RS-485 communications
• Conduit box is included for easy installation
• Independent of environmental needs for operating the engine-generator set, the remote annunciator itself
is designed for use in harsh environments
Technical data
• Power input from the starter batteries at 24 VDC or with an AC source at 120 VAC
• Port RS-485 interface
• Distance between annunciator and MGC Series: up to 1,200 m (4,000 ft)
• Meets the requirements of NFPA-110
• UL recognized, File E97035, and CSA certified, File LR23-23131
• Two mounting configurations: surface and flush mount
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Operating temperature -40 to 70 °C (-40 to 158 °F)
Storage temperature -40 to 85 °C (-40 to 185 °F)
Salt Fog Qualified to ASTM 117B-1989
Shock 15 G
Vibration Withstands 2 G in each of three mutually perpendicular planes*
Sound Alarm horn rated at 80 dB [from a distance of 60 cm (2 ft)]

* Swept over the range of 10 to 500 Hz for a total of six sweeps, 15 minutes each sweep, without struc-
tural damage or degradation of performance
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4.6 Engine-Generator Set MGC-3000 Series Control Panel
4.6.1 Control panel enclosure with MGC-3000 Series – General information
The control panel is the local control console and emergency control station for the engine-generator set. Its
control and display elements provide status and alarm information and allow quick start/stop/emergency
stop operations. The screen display is controlled by a key pad beneath the display panel. Command input for
engine-generator set operation and alarm handling is provided by additional control keys on the display pan-
el.
The control panel communication software allows units to be easily customized for each application.
Digital Generator Set Controller MGC-3000 Series

The MGC-3000 Series installed in MTU Onsite Energy engine-generator sets is a highly advanced, integrated
engine-generator set control system. The MGC-3000 Series is perfectly focused, combining rugged construc-
tion and microprocessor technology to offer a product that holds up to almost any environment. The
MGC-3000 is flexible enough to meet the needs of your application. This device provides engine-generator
set control, metering, protection, and programmable logic in a simple, easy-to-use, reliable, and cost-effec-
tive package.
A control panel with MGC-3000 Series is installed on engine-generator sets with management and monitor-
ing in:
• Engine-generator set without mains, with standard generator protection
• Engine-generator set without mains, with enhanced generator protection
• Engine-generator set with third-party ATS, with enhanced generator protection
• Engine-generator set with electrical interlock circuit breakers, with enhanced generator protection
• Engine-generator set in parallel operation (island mode), with enhanced generator protection and auto-
matic synchronizer
(→ Figure 14) shows the control panel enclosure with MGC-3000 Series.
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Figure 14: Control panel enclosure with MGC-3000 Series and meters – Exterior
1 Latch 4 Phase selector switch (op- 7 Microprocessor MGC-3000
2 Emergency stop button tional) Series display (optional)
3 Cable entries point 5 Audible alarm 8 Control panel enclosure
6 Meters (optional)
NOTE: (→ Figure 14) is a generic representation of the controller. The appearance of the front panel and en-
closure varies depending on the controller type and engine-generator set. The location of enclosure buttons,
switches, and other options may change, but their functionality remains consistent.
The meters (6) show the present voltage and current per phase and the frequency. The phase selector
switch (4) is used with the analog meters and has a position for each of the three phases. Turning the switch
determines the phase. The values according to this phase are shown on the meters.
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Eigenschaften
• Engine metering and protection
• Emergency stop
• Current sensing (5 A CT inputs)
• System protection and supervision:
– Under/Overvoltage
– Under/Overfrequency
– Overcurrent
– Phase imbalance
– Loss of mains protection (optional)
– Reverse power
– Engine kW overload (three levels)
– Bus under/overvoltage
– Bus under/overfrequency
• 17 contact outputs:
– Factory utilized: three 30 A DC and twelve 2 A DC rated contacts
– User-defined: ten 2 A DC rated contacts
• 16 inputs
• Battery backup for Real Time Clock (RTC)
• LCD heater
• Modbus communications (via RS-485 communications port and Modbus RTU protocol)
• SAE J1939 CAN bus engine ECU communications
• Rugged, fully encapsulated design
• Wide ambient temperature range
• UL/CSA approvals: cURus approved to UL 6200 and CSA C22.2 No. 14
• HALT (Highly Accelerated Life Tests) tested
• NFPA 110 level compatible
• Windows ®-based control panel communication software
– Programming and setup software – intuitive and powerful
– Programmable logic
– USB communications
• Multilingual capability (English, Spanish, Chinese)
• Event recording
Accessories
• Analog expansion module for winding and bearing RTD (generator accessories)
• Contact expansion module for potential-free contacts
• Automatic synchronizer for engine-generator set in parallel operations
Analog expansion module

The analog expansion module is a remote auxiliary device that provides additional MGC-3000 Series analog
inputs and outputs. Its features include:
• Eight RTD inputs (six for winding, one for bearing); for monitoring engine-generator set temperature (pro-
tect against high temperature conditions)
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• Communications to the MGC-3000 Series via CAN bus
Contact expansion module

The contact expansion module is programmed to display operating conditions (potential-free contacts):

• Global (Pre-alarm)
• Global (Alarm)
• Not in AUTO
• Low fuel level (Pre-alarm)
• Fuel leak
• Low coolant level (Alarm)
• Low oil pressure (Pre-alarm)
• Low oil pressure (Alarm)
• High engine temperature (Pre-alarm)
• High engine temperature (Alarm)
• Low engine temperature (Pre-alarm)
• Engine running
• Overcrank (Alarm)
• Overspeed (Alarm)
• Battery overvoltage (Pre-alarm)
• Low battery voltage (Pre-alarm)
• Emergency system supplying load
The communications to the MGC-3000 Series takes place via CAN bus.
Automatic synchronizer
When the MGC-3000 Series is configured with this option, it can be selected between two types of auto-
synchronizers: phase lock or anticipatory style.
In both methods, the MGC-3000 Series adjusts generator frequency and voltage to match that of the bus
(mains) via analog outputs. Then, the MGC-3000 connects the generator to the bus by closing the connect-
ing breaker.
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Functions
Engine-generator set protection
• Generator protection
– Undervoltage
– Overvoltage
– Underfrequency
– Overfrequency
– Reverse power
– Overcurrent
– Phase voltage imbalance
– Rate of change of frequency
– Vector shift
• Engine-generator set alarms
– Battery charger failure
– Overspeed
– Low fuel level
– Fuel leak/fuel sender failure
– Emergency stop
• Engine-generator set pre-alarms
– Low coolant temperature
– Battery overvoltage
– Battery charger failure
– Weak battery
– Engine kW overload (three levels)
– Maintenance interval timer
– Fuel leaks detect
– Low fuel level
– High fuel level (optional)
– AEM 1 through AEM 4 comms failure
– Breaker open failure
– CEM 1 and CEM2 comms failure
– Generator reverse rotation
– ID missing
– Intergenset communication failure
– Rated data and per unit values
– Active Diagnostic Trouble Codes (DTC)
– Breaker close failure
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– Bus 1 and Bus 2 reverse rotation

– Ethernet 1 and Ethernet 2 link lost
– Low battery voltage
– High battery voltage
– ID repeat
– Synchronizer failure

Engine-generator set metering
• Generator parameters include voltage, current, real power (watts), apparent power (VA), and power factor
(PF).
• Engine parameters include oil pressure, coolant temperature, battery voltage, fuel level, speed, engine
runtime, ECU-specific parameters, and runtime statistics.
Engine control
• Cranking control: cycle or continuous (quantity and duration fully programmable)
• Engines cool-down: smart cool-down function saves fuel and engine life
• Successful starts counter: counts and records successful engine starts
• Timers:
– Engine cool-down timer
– Pre-alarm time delays for weak/low battery voltage
– Alarm time delay for overspeed
– Alarm time delay for sender failure
– Continuous or cycle cranking time delay
– Pre-crank delay
– Programmable logic timers
– Arming time delays after crank disconnect for:
Low oil pressure
Event recording
The MGC-3000 Series has an event recorder. The event recorder provides a record of alarms, pre-alarms,
engine starts, engine runtime loaded, engine runtime unloaded, last run date, and many other events. These
events are all date and time stamped to help the user determine the cause and effect of issues related to the
engine-generator set. It contains 30 event records each retaining up to 99 occurrences in memory. Time,
date and engine hour detail is available for the most current 30 occurrences within each event record.
Technical data
Operating power Values

Nominal 12 or 24 V DC
Range 6 to 32 V DC
Power consumption in sleep 12.7 W - LCD heater off, all relays deenergized, and all analog outputs
mode disabled
Power consumption in typical op- 18.1 W in RUN mode, with LCD heater off, start and run relays ener-
eration mode gized, analog outputs enabled, and six relays energized
Battery ride through Withstands cranking ride-through down to 0 V for 50 ms (typical)

Temperature Operating: -40 to 70 °C (-40 to 58 °F)
Storage: -40 to 85 °C (-40 to 185 °F)
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Humidity IEC 68-2-38

Salt Fog IEC 60068
Ingress Protection IEC IP56 for front panel
Shock 15 G in three perpendicular planes

Vibration 5 to 29 to 1.5 G peak for 5 min.
5 Hz:
29 to 52 to 0.036" double amplitude for 2.5 min.
29 Hz:
52 to 500 t 5 G peak for 7.5 min.
o 52 Hz:
Swept over the following ranges for 12 sweeps in each of three mutually
perpendicular planes with each 15-minute sweep
Display operations
The front panel display is used to make settings changes and to display metering values.
temperature conditions.
For further information to the main display operations, refer to (→ Page 90).

or dealer.
Registered trademark
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4.6.2 Control panel MGC-3000 series – Display operations
Front panel display
The front panel display is used to make settings changes and display metering values.
temperature conditions. The figure (→ Figure 15) shows the display of the MGC-3000 Series in detail.
Figure 15: Control panel with MGC-3000 Series – Controls and indicators
1 Liquid Crystal Display (LCD) 6 Alarm silence pushbutton 11 RESET pushbutton
2 "Not in auto" indicator 7 LAMP TEST pushbutton 12 Arrow pushbuttons
3 Alarm indicator 8 AUTO pushbutton and mode 13 EDIT pushbutton
4 Supplying load indicator indicator
5 Programmable indicators 9 OFF pushbutton and mode
indicator
10 RUN pushbutton and mode
indicator

No.* LED Indication
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2 Not in Auto Red – Indicates unit is not in the AUTO mode.

3 Alarm Red – Indicates an alarm situation by continuous illu-
mination.
Indicates a pre-alarm by flashing.
4 Supplying Load Green – Indicates the system is supplying current to
a connected load.
8 Auto Green – Indicates the unit is in the AUTO mode of
operation.

No.* LED Indication
9 Off Red – Indicates the MGC is in the OFF mode.
10 Run Green – Indicates the MGC is in the RUN mode.
Panel pushbuttons
7 LAMP TEST Tests the MGC-3000 Series indicators by exercising
all LCD pixels and lighting all LEDs.
8 AUTO Places the MGC-3000 Series in AUTO mode.
The green LED lights when AUTO mode is active.
9 OFF Places the MGC-3000 Series in OFF mode.
The red LED lights when OFF mode is active.
10 RUN Places the MGC-3000 Series in RUN mode.
The green LED lights when RUN mode is active.
11 RESET Cancels an editing session and discards any settings
changed.
When pressed, this pushbutton also resets the
Breaker Management Pre-alarms.
12 (arrows) Navigates through the front panel display menus and
modifies settings.
The left- and right-arrow pushbuttons are used to
navigate through the menu levels.
• The right-arrow pushbutton is pressed to move
downward through the menu levels.
• The left-arrow pushbutton is pressed to move up-
ward.
Within a level, the up- and down-arrow pushbuttons
are used to move among items within the menu lev-
el.
• Pressing the down-arrow pushbutton moves to
items lower in the list.
• Pressing the up-arrow pushbutton moves to items
higher in the list.
During an editing session, the up- and down-arrow
pushbuttons are used to raise and lower the value of
the selected setting.
13 EDIT Starts an editing session and enables changes to
MGC-3000 Series settings.
At the conclusion of an editing session, the EDIT
pushbutton is pressed again to save the setting
chances.
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Login/logout and permissions


1. To log in, navigate to the SETTINGS → ENTER PASSWORD screen and press the EDIT pushbutton.
2. Enter the password.
• Use the up- and down-arrow pushbuttons to scroll through the characters.
• Use the left- and right-arrow pushbuttons to enter more characters.
3. Press the EDIT pushbutton to log in.
The LOGOUT selection now appears in the list of SETTINGS.
4. ... select your further operations ...
5. To log out, press the RESET pushbutton while viewing any screen other than the overview screen.
Summary screen
The summary screen can be set to standard or scrolling.
Set the summary screen
1. Press the right arrow pushbutton to select a standard or scrolling summary.
3. Press the EDIT pushbutton. Enter user ID and password as needed.
4. Edit the SUMMARY VIEW.
The SCROLL DELAY setting is also found on the screen.
When set to standard, the following values are displayed:
VOLT* AMP* PH* Hz OIL FUEL/DEF TEMP BATT
* Information for each phase is obtained by pressing the up- and down-arrow pushbuttons on the front
panel.
When the summary screen is set to scrolling, you can select/configure the metering values that are dis-
played. Up to 20 values can be displayed and these values scroll at a delay time specified by the user.
Select the scrolling values
2. Edit the CONFIGURABLE METERING.
The following values may be selected by the user to be placed in the scrolling summary:
NONE* BATT V GEN VAB GEN VAN KW A KVA A GEN Hz GEN IA

BLANK** RPM GEN VBC GEN VBN KW B KVA B GEN PF GEN IB
OIL P RPM SRC GEN VCA GEN VCN KW C KVA C BUS Hz GEN IC
TEMP FUEL RUN HRS KWH KW TOT KVA TOT BUS V
* Removes a line from the scrolling list.

** Shows nothing on this line.
Remote access
If communications access is active through the modem or USB, the front panel displays "REMOTE COMMS,
FRONT PANEL IS READ ONLY" and the summary screen. This informs that the front panel can only be used
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for viewing metering data and settings information. Remote access must be ended before modifying settings
through the front panel.
Sleep mode
The sleep mode serves as a power-saving feature. A number of conditions must be met for the MGC-3000
Series to be in sleep mode. These conditions include being in OFF mode or AUTO mode not running. Also, if a
pushbutton is not pressed for more than 15 minutes, the front panel LCD backlight and LCD heater are
turned off. The MGC-3000 Series resumes normal display operation when any front panel pushbutton is
pressed or the engine-generator set is started remotely via the ATS input.

The MGC-3000 Series will not go to sleep while in an alarm state. If needed, the sleep mode can be perma-
nently disabled via the control panel communication software or the front panel menu.
As a default, the sleep mode is disabled at the factory, however, it can be reinitiated.

or dealer.
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4.6.3 Remote annunciator for MGC Series
The remote annunciator is used with the MGC Series (→ Page 83) to provide electrical signaling for the en-
gine-generator set. The MGC Series detects alarm, pre-alarm, and operating conditions and communicates
via Modbus communications with RS-485 to the remote annunciator.
The figure(→ Figure 16) shows the remote annunciator front panel.
Figure 16: Remote annunciator for MGC Series – Front panel

1 Front panel * 4 LEDs for pre-alarms 7 LEDs for alarms
2 LED "Power on" 5 LAMP TEST pushbutton 8 LED "Not in AUTO"
3 LED "Supplying load" 6 ALARM SILENCE pushbut- 9 Audible alarm
ton
* The dashed line indicates the outside edges when flush mounted. Otherwise, the full line denotes the
edges.
Functions
The remote annunciator has 18 LEDs. These LEDs indicate alarms (7), pre-alarms (4), and operating condi-
tions (2, 3, 8) of the engine-generator set as detected by the MGC Series.
If an alarm or pre-alarm is indicated, an audible alarm (9) sounds.
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No.* LED Indication
2 Display Panel On Green – Indicates that power is applied to the re-
mote annunciator.
3 EPS Supplying Load Green – Indicates that the system is supplying more
than two percent of rated current to a connected
load.

No.* LED Indication
4 Pre-alarm Conditions Yellow – Indicates:
• Low coolant Temperature
• Low fuel level
• Weak battery
• Battery overvoltage
• Battery charger failure
7 Alarm Conditions Red – Indicates:
• Low coolant level
• Overcrank
• Overspeed
• Emergency stop activated
• Fuel leak/Fuel sender failure
• Sender failure
8 Switch Not in Auto Red – Indicates that the unit is not in AUTO mode.
Panel pushbuttons
5 LAMP TEST Tests the indicators by lighting all LEDs and exercis-
es the audible alarm.
Benefits
• Monitoring main operating conditions and (pre-)alarms from a distance, for example from an office
• RS-485 communications
• Conduit box is included for easy installation
• Independent of environmental needs for operating the engine-generator set, the remote annunciator itself
is designed for use in harsh environments
Technical data
• Power input from the starter batteries at 24 VDC or with an AC source at 120 VAC
• Port RS-485 interface
• Distance between annunciator and MGC Series: up to 1,200 m (4,000 ft)
• Meets the requirements of NFPA-110
• UL recognized, File E97035, and CSA certified, File LR23-23131
• Two mounting configurations: surface and flush mount
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Operating temperature -40 to 70 °C (-40 to 158 °F)
Storage temperature -40 to 85 °C (-40 to 185 °F)
Salt Fog Qualified to ASTM 117B-1989
Shock 15 G
Vibration Withstands 2 G in each of three mutually perpendicular planes*
Sound Alarm horn rated at 80 dB [from a distance of 60 cm (2 ft)]

* Swept over the range of 10 to 500 Hz for a total of six sweeps, 15 minutes each sweep, without struc-
tural damage or degradation of performance
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4.7 Air System
4.7.1 Air system – Overview
The air system provides the engine with filtered, cooled air for the combustion process.
The figure shows the air system of an engine-generator set with a 12 V 1600 Gx0 engine. The figure is also
valid for an engine-generator set with an 8 V and 10 V 1600 Gx0 engine.
Figure 17: Air system

1 Compressor housing 3 Charge-air intake neck KGS Engine free end
2 Compressor housing outlet a Charge-air
Technical data
• Air-to-air charge-air cooling
• Unit-mounted radiator with after cooler core
• Air filter in different versions available
Benefits
• Optimum load application characteristics
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Function
The turbine wheel and the compressor wheel of the turbocharger are positioned on one shaft. The compres-
sor wheel in the compressor housing (1) draws air over an intake pipe from the air filter and compresses it.
The compressed air flows from the compressor housing outlet (2) through the charge-air pipe to the unit-
mounted radiator.
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The radiator (→ Page 106) cools the charge-air in load operation, thereby, allowing optimum operational be-
havior of the engine to be achieved. The cooled charge-air flows through the charge-air pipe from the radiator
via the charge-air intake neck (3) to the inlet ducts of the cylinder head where it is consumed during fuel
consumption.
The following air system components are available:

• Single-stage air filter
• Heavy duty air filter
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4.7.2 Single-stage air filter
The dry-type air filters clean the incoming air used for combustion to prevent internal damage to major com-
ponents.
The air filters feature single-stage, easy-to-service filters.
The figure shows a standard air filter with air inlet on side and outlet on end.
Figure 18: Standard air filter

1 Air filter housing 3 Engine air intake 5 High torque hose clamp
2 Filter service indicator 4 Intake elbow
Technical data
• Single-stage engine air filter operating in light to medium dust conditions
• Airflow throughput: 42 to 2,118 CFM per air filter at 8 to 12 in. H2O (20 to 30 mbar)
• Non-metallic, non-corrosive, tough materials
• Air filter housing and filter media as a unit
• Three airflow styles available:
– Air inlet on side, outlet on end
– Air inlet on end, outlet on the same end
– Air inlet on end, outlet on the opposite end
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• Direct installation
• Horizontal or vertical installation
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Vorteile
• Various filter media types available to fit different environmental conditions (e.g. high pulsation or high
humidity)
• Variety of sizes to fit customer needs
• Compact design, vibration-resistant
• Improved reliability and durability with reduced weight and cost
• Mounted filter service indicator
• Flexible, easy installation
• Easy and fast service
• Completely disposable
Function
Through the inlet, air is inducted into the air filter housing (1). The air flows through the filter media from
outside to inside and then flows to the engine via intake elbow(4) and engine air intake (3). Dust particles
suspended in the air are retained by the filter media.
Replaced air filters can be disposed in normal trash.
Filter service indicator

This engine-generator is equipped with a filter service indicator (2) on the intake elbow.
Filter service indicators signal when filters should be replaced. These restriction measurement tools provide
a dependable assessment of filter service life that is not possible by visual inspection alone. Although a filter
may look "dirty", in most cases, it can be used for several more hours. Attaching a filter service indicator to
an air filter in the ducting ensures the longest possible filter life and provides the best engine protection.
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4.7.3 Heavy duty air filter
The heavy duty air filters clean the incoming air used for combustion to prevent internal damage to major
components.
The air filters feature two-stage, easy-to-service filters that deliver a better seal and greater protection for the
engine when the engine-generator set is installed in severe environments.
The figure shows a mounted heavy duty air filter.
Figure 19: Heavy duty air filter – Mounted

1 Cap on air inlet 5 Access cover a Air
2 Heavy duty air filter 6 Latch b Filtered air
3 Outlet pipe and hose 7 Mounting bracket
4 Ejection valve 8 Mounting clamps
Technical data
• Two-stage engine air filter operating in medium to heavy dust conditions
• Filter insert and filter element combined
• Two ejection valves per filter for automatically release pre-cleaned dust
• Airflow: air inlet on side, outlet on end
• Latch service cover
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• Steel body
• Horizontal installation
Benefits
• Compact design, vibration-resistant
• Easy and fast service
• Durable, long-lasting finish, corrosion-free
• Mounted filter service indicator
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Function
Through the inlet pipe (below 1) air is inducted into the air filter housing (2) where the inner architecture
conducts the air around the filter insert with a radial seal filter inside. The filter is one piece where molded
urethane end caps encase the filter media and liners. The inside surface of the filter's open end is the sealing
surface.
The air is cleaned by passing through the filter insert and the filter element and leaves on the outlet pipe and
hose (3) to the engine. The airflow through the air filter housing takes place from the inlet on the side to the
outlet on the end.
In the first stage of cleaning, when the air passes through the filter insert, the ejection valve (4) will automati-
cally release already removed dust and dirt particles.
The access cover (5), tightened by latches (6), provides an easy access for the operator (e.g. for filter re-
placement).
Filter service indicator

This engine-generator set is provided with a visual filter service indicator. It is located on the outlet pipe/
hose of the heavy duty air filter.
Filter service indicators display a visual signal when filters should be replaced. This restriction measurement
tool provides a dependable assessment of filter service life that is not possible by visual inspection alone.
Although a filter may look "dirty", in most cases, it can be used for several more hours. Attaching a filter
service indicator to an air filter in the ducting (to reduce maintenance costs) ensures the longest possible
filter life and provides the best engine protection.
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4.8 Cooling System
4.8.1 Cooling system – Overview
The cooling system on an engine-generator set with an air-to-air charge-air cooled engine consists of:
• Cooling circuit for engine coolant (radiator jacket water circuit)
• Cooling circuit for charge-air (radiator after cooler circuit)
• Generator cooling
The cooling circuits on the engine work by means of an external tube and fin type unit-mounted radiator
(→ Page 106). The generator ventilation does not need an additional device.
Technical data
• Single-circuit cooling system with air-to-air charge-air cooling
• Complete system solution with unit-mounted radiator, including fan drive, fan and piping
• Thermostat-controlled coolant circuits
Benefits
• All-in-one solution
• Flexible selection of radiator size for different ambient air temperatures and cooling-air pressures
Cooling circuit for engine coolant – Jacket water circuit

The figure shows the engine coolant flow (engine-side) of an engine-generator set with a 12 V 1600 Gx0 en-
gine. The figure is also valid for an engine-generator set with an 8 V and 10 V 1600 Gx0 engine.
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Figure 20: Engine coolant circuit
1 Coolant pump 5 Cylinder head a Engine coolant
2 Inlet from radiator coolant 6 Cylinder liner KGS Engine free end
pipe 7 Thermostat
3 Oil cooler 8 Outlet to radiator coolant
4 Crankcase pipe
The engine coolant circuit is a high-temperature circuit (HT).

The engine coolant is cooled in the jacket water core of the unit-mounted radiator (→ Page 106).
The coolant pump (1) is assembled on the engine. It pumps the cooled coolant (a) from the jacket water core
of the radiator via the coolant pipe to the inlet (2) through the engine. There, one part of the coolant is rout-
ed through the oil cooler (3), a second part bypasses the oil cooler. The combined flows enter the coolant
duct of the crankcase (4). In the crankcase, the coolant flows to the cylinders in the cylinder head (5), around
the cylinder liners (6) from bottom to top and overflows into the cylinder head (5). There, it flows through the
coolant spaces and coolant ducts of the cylinder head and arrives at the thermostat (7).
The thermostat (7) leads the engine coolant directly to the engine coolant pump (1) when the engine is cold.
Bypassing the radiator allows the engine, lube oil and engine coolant to reach operating temperature quickly.
The thermostat (7) diverts the engine coolant via the outlet (8) and the coolant pipe to the radiator when the
engine is under load (warm engine). Re-cooled engine coolant coming from the radiator (jacket water core)
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then returns to the engine coolant pump (1).

Drain plugs are provided at the lowest points of the engine coolant circuit.
Coolant preheating
Coolant preheating is provided by an optional coolant preheating unit [e.g. jacket water heater
(→ Page 108)].
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Cooling circuit for charge-air – After cooler circuit
Fresh, compressed and, therefore, heated air (coming via air filters and turbocharger) flows through the in-
take charge-air pipes of the unit-mounted radiator (→ Page 106) to the after cooler core. There, the charge-
air is air-cooled by means of fan circulation during load operation.
The cooled charge-air flows through outlet charge-air pipes of the radiator to the engine where it is con-
sumed during fuel combustion.
For a figure of the charge-air flow, refer to (→ Page 97).
Generator cooling
Generators are air-cooled. The air enters the lower part of the outlet box through the louvered cover (air
gaps).
The shape of the outlet box properly directs outside ventilating air through the generator. The generator "hot
air" passes through the stator and rotor coils and out the adapter ring screened openings.
The cast unidirectional aluminum alloy ventilation fan (driven by the main rotor) provides even air flow to
maximize cooling of the generator.
For a figure of the generator parts, refer to (→ Page 58).

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4.8.2 Unit-mounted radiator
The unit-mounted radiator is a combined cooler for the engine coolant (in the jacket water circuit) and the
charge-air coolant (in the after cooler circuit).
The figure shows a typical unit-mounted radiator.
Figure 21: Unit-mounted radiator

1 Pressure cap (jacket water 7 Complete fan guard 13 Connection vent line (jacket
circuit) 8 Charge-air pipes from en- water circuit)
2 Level sensor connection gine to radiator (after cooler 14 Core (jacket water circuit)
(jacket water circuit) circuit) a Charge-air
3 Expansion tank (jacket wa- 9 Coolant pipe from radiator b Engine coolant
ter circuit) to engine (jacket water cir-
4 Core (after cooler circuit) cuit)
5 Core face guard 10 Charge-air pipe from radia-
6 Fan tor to engine (after cooler
circuit)
11 Coolant pipe from engine to
radiator (jacket water cir-
cuit)
12 Expansion pipe (jacket wa-
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ter circuit)
Technical data
• Single-circuit cooling system with air-to-air charge-air cooling
• Complete system solution with unit-mounted radiator, including fan drive, fan and piping
Benefits
• Thermostat control ensures that optimum coolant and engine temperatures are reached quickly
• Charge-air cooling during load operation
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Function
Jacket water circuit
The engine coolant (b) is cooled in the jacket water core (14) of the radiator by means of fan (6) circulation.
From the jacket water core (14), the coolant is pumped via the coolant pipe (9) to the engine and cools the
cylinders during work. Depending on coolant temperature after passing the cylinders, an engine-mounted
thermostat routes a part of the coolant via the coolant pipe (11) back to the jacket water core (14) where the
coolant is re-cooled.
The coolant expansion tank (3) is installed at the highest point of the cooling system, usually on the radiator.
It allows compensation of coolant quantity and pressure variations. As the coolant expands with increasing
temperature, its pressure in the closed system increases also. The coolant expansion tank is equipped with
pressure overflow devices (1 and 12), vent line connections (13), and level sensor connection (2).
After cooler circuit

Fresh, compressed, and, therefore, heated air (coming via air filters and turbocharger) flows through the in-
take charge-air pipes (8) to the after cooler core (4). There, the charge-air (a) is cooled by means of fan (6)
circulation during load operation.
The cooled charge-air flows through outlet charge-air pipe (10) to the engine where it is consumed during
fuel combustion.
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4.8.3 Jacket water heater
The jacket water heater is a convection coolant heating system to efficiently maintain an engine at optimum
starting temperatures. Maintaining jacket water temperatures ensures easy starting, reduces harmful emis-
sions at start-up and allows engines to go to full power without unnecessary idling.
The figure shows a standard convection jacket water heating system.
Figure 22: Jacket water heater

1 Return line (to heating tank) 4 Fill line (to engine) 7 Electrical conduit
2 Thermostat 5 Electrical box with adjusta- 8 Coolant heating tank with
3 Mounting supports ble thermostatic control heating element
6 Mounting bracket
Technical data
• Single- or 3-phase system:
– 220 V, 50 Hz model: single and 3-phase
– 208/240/480 V, 60 Hz models: single phase
– 208/480 V, 60 Hz models: 3-phase
• c(UL)us listed and CE compliant (single-phase models)
• CE compliant (3-phase models)
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• Available for engines ranging in size from 6 to 25 liters (366 to 1,526 in3)
• Power of 4 to 5 kW
• Adjustable thermostat from 38 to 49 °C (100 to 120 °F)
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Vorteile
• Reduced outlet temperature extends hose life and reduces heater maintenance
• Reduced electrical consumption on engine startup
• Includes all required controls for automatic operation
• Compact design requires minimal material, space, and time for mounting
• Simple to install
• Offers more efficient heating than thermo-siphon tank heaters, delivering uniform heating throughout the
engine
Function
The jacket water heater is powered by an external power supply. It works during the out-of-operation time of
the engine-generator set.
• For engine-generator sets with control panel version 1 (only terminal box), a 24 V DC signal is required to
de-energize the system while the engine is running.
• For engine-generator sets with control panel versions 1.5 to 4 (management and monitoring via control
panel), the jacket water system:
– either is de-energized while the engine is running,
– or work on a temperature-controlled base even the engine is running.
It turns on and off depending on the temperature measured with the thermostat’s sensor.
Upon energizing the system, engine coolant circulates from the engine through the heating tank and back to
the engine. An adjustable thermostat cycles the heating element on and off based on coolant temperature.
The coolant flows through the return line (1) from the engine to the jacket water heater. The circulating heat-
ing system consists of a coolant heating tank (8), with a low-watt density heating element inside, an adjusta-
ble thermostat (2), an electrical box (5), electrical connections (7) and mounting elements (3 and 6). The
coolant leaves the jacket water heater through the fill line (4) to the engine.
If the heating system is configured with user supplied, non-restrictive shut-off valves (isolation valves) in the
coolant lines between jacket water heater and engine, maintenance on the heating system is allowed without
draining the complete engine coolant.
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4.9 Exhaust System
4.9.1 Exhaust system – Overview
The figure shows the exhaust system of an engine-generator set with a 12 V 1600 Gx0 engine. The figure is
also valid for an engine-generator set with an 8 V and 10 V 1600 Gx0 engine.
Figure 23: Exhaust system

1 Exhaust manifold 3 Turbine housing a Exhaust gas
2 Turbocharger outlet 4 Exhaust turbocharger KGS Engine free end
Technical data
• Single-stage exhaust with two turbochargers
Benefits
• Low exhaust emissions
• Straight forward connection to external exhaust gas system
• High torque at low speeds
• Optimum load application characteristics
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Function
The exhaust gases flow from the combustion chambers via exhaust manifolds (1) to the exhaust turbo charg-
ers (4).
The exhaust gas rushing into the turbine housing (3) drives the turbine wheel of the rotor assembly of the
exhaust turbocharger, which consists of the turbine wheel and the compressor wheel mounted on one com-
mon shaft. In doing so, the exhaust flow provides the mechanical power to compress the combustion air. The
exhaust gas is routed from the turbocharger outlet (2) via the exhaust pipework to the atmosphere.
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4.9.2 Exhaust silencer
Exhaust silencers reduce the diesel engine exhaust gas noise level. The figure shows an exhaust silencer.
Figure 24: Exhaust Silencer

1 Inlet with flange 3 Flow direction
2 Enclosure 4 Outlet with flange
Technical data
• Mounted pair
• Material: Aluminized carbon steel construction, welded
• Vertical inlet and axial outlet direction
• Noise reduction: 10 dB(A), 30 dB(A), or 40 dB(A)
• Exhaust gas volume: 0.6 to 2.2 m3/s
• Maximum exhaust flow velocity: 50 m/sec
• Vertical installation
• Welded flanges with gaskets
• Counterflanges for connection provided
• Painted with high temperature resistant color
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Benefit
• Low exhaust gas noise emission regarding to emission law
Function
The silencers are mounted in the exhaust pipework of the engine, at least one in each of the two lines.
The exhaust gas is routed from the turbocharger outlet via the exhaust pipework flows through the intake (1)
into the silencer (2). The reduction of convection heat is ensured by internal insulation of the silencers.
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To muffle the noise, diverse techniques are applied for different purposes:
• 10 dB(A): pure absorptive system made of specially designed rock wool
• 30 dB(A): combination of simple reactive chamber and absorptive system
• 40 dB(A): combination of double interconnected reactive chambers and absorptive system
The muffled exhaust gas leaves the silencers through the outlet (4) and is piped to the atmosphere.
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4.10 Fuel System
4.10.1 Fuel system – Overview
The fuel system provides the engine with fuel. The fuel source is a fuel tank which can be located below or
beside the engine-generator set or outside the engine-generator set room. The fuel tank is connected to the
fuel delivery pump via fuel hoses.
The fuel system electronics are controlled by the engine electronics and guarantee an optimal fuel supply for
each application.
The figure shows the fuel system of an engine-generator set with a 12 V 1600 Gx0 engine. The figure is also
valid for an engine-generator set with an 8 V and 10 V 1600 Gx0 engine.
Figure 25: Fuel system

1 Fuel return line 5 Fuel return from cylinder 9 HP pump
2 HP fuel line head a Fuel supply
3 HP accumulator (rail) 6 Fuel filter b Fuel return
4 Injector 7 Fuel return to fuel tank KS Engine driving end
8 Hand pump
Technical data
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Low pressure (LP) fuel system:

• Fuel delivery pump, integrated in the HP fuel pump
• Fuel hand pump
• Fuel filter
• Fuel prefilter
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High pressure (HP) fuel system:
• HP fuel pump
• Common pressure accumulator (common rail)
• Single-wall HP fuel lines
• Injectors with individual accumulator and flow restrictor valve
Fuel return system:
• Return line from the cylinder head
• Retrun line from the HP fuel pump
• Return line from the common rail
Fuel control system:
• Control by electronic engine management system
• Electronically controllable (variable) injection start and injection end
Benefits
• Low exhaust emissions and low fuel consumption over the entire power range
• Excellent acceleration and load acceptance performance
• Injection time and amount of injected fuel electronically controlled
• Exemplary smooth running and high speed stability
• No power loss at high fuel temperatures
Function
The fuel delivery pumps (integrated in the HP pumps) draw fuel via the fuel prefilter from the fuel tank and
delivers it via the hand pump (8) and the fuel filter (6) to the HP pumps (9). The HP pumps increase fuel
pressure and deliver fuel via the HP fuel lines (2) to the two rails (3).
Fuel injected by the injectors (4) is distributed evenly in the combustion chamber. Surplus fuel is led from
the injectors via return lines (7) back to the fuel tank.
The hand pump (8) supports manually filling and venting of the fuel system.
The start of injection and injection quantity is electronically controlled by the engine governor.
The following alternative components can be selected as fuel prefilters:

• Single fuel/water separator
• Dual fuel/water separator
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4.10.2 Single fuel/water separator
The single fuel/water separator is installed in the intake line of the fuel delivery pump. It removes solid and
liquid contaminants found in the fuel.
The figure shows a single fuel/water separator.
Figure 26: Single fuel/water separator

1 Fuel outlet connection (to 4 Mounting clamp 7 Drain valve
engine) 5 Fuel inlet connection (to fil-
2 Tommy screw ter)
3 Filter housing with filter ele- 6 Bowl with centrifugal filter
ment
Technical data
• Water separator and fuel filter for standard diesel fuel
• 3-stage filtration (multi-stage centrifugal system)
Benefits
• Most compact design
• High efficiency
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• Low flow restriction

• Long life filter element
• Easy installation and simple maintenance
Function
The single fuel/water separator consists of one filter housing (3). The fuel passes through an inlet connec-
tion (5), flows through the filter housing (3), centrifugal filter (inside 6) and the bowl (6) to the filter ele-
ment (inside 3). There, the fuel flows from outside to inside and is filtered in three stages.
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Filter stages Meaning
1st stage Separation: Using the fuel flow, the turbine separates large solids and free water
through enhanced centrifugal force.
2nd stage Coalescing: Smaller water droplets and solids coalesce on the conical baffle and
fall to the collection bowl.
3rd stage Filtration: Engines will benefit from near 100 % water separation and fuel filtration
with water repelling media. The replaceable filter elements are available in 10 mi-
cron ratings.
The cleaned fuel then passes through the outlet connection (1).
By venting the filter and draining the contaminants and water from the bowl (6) at the drain valve (7), the
filter element is flushed in the opposite flow direction and cleaned again.
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4.10.3 Dual fuel/water separator
The dual fuel/water separator is installed in the intake line of the fuel delivery pump. It removes solid and
liquid contaminants in the fuel.
The figure shows a dual fuel/water separator.
Figure 27: Dual fuel/water separator

1 Fuel outlet connection (to 5 Diverter lever 9 Mounting rack
engine) 6 Fuel inlet connection (to fil- 10 Pressure gauge
2 Tommy screw ter)
3 Filter housing with filter ele- 7 Bowl with centrifugal filter
ment 8 Drain valve
4 Mounting clamp
Technical data
• Filter, switchable
• Water separator and fuel filter for standard diesel fuel
• 3-stage filtration (multi-stage centrifugal system)
Benefits
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• Most compact design

• High efficiency
• Low flow restriction
• Long life filter element
• Easy installation and simple maintenance
• Replacement of filter while engine is running
131345844E 2015-12 | Fuel System | 117

Function
The dual fuel/water separator (→ Figure 27) is a filter consisting of two single filters operating in parallel. The
diverter lever (5) allows to isolate one fuel filter at a time for servicing the bowl (7) or the filter element (in-
side 3) without stopping the engine.
The fuel passes through an inlet connection (6), flows through the filter housing (3), centrifugal filter (inside
7) and the bowl (7) to the filter element (inside 3). Here, the fuel flows from the outside to the inside and is
filtered in three stages.
Filter stages Meaning
1st stage Separation: Using the fuel flow, the turbine separates large solids and free water
through enhanced centrifugal force.
2nd stage Coalescing: Smaller water droplets and solids coalesce on the conical baffle and
fall to the collection bowl.
3rd stage Filtration: Engines will benefit from near 100 % water separation and fuel filtration
with water repelling media. The replaceable filter elements are available in 10 mi-
cron ratings.
The cleaned fuel then passes through the outlet connection (1).
By venting the inoperative filter and draining the contaminants and water from the bowl (7) at the drain
valve (8), the filter element is flushed in the opposite flow direction and cleaned again.
A pressure gauge (10), located at the fuel outlet, monitors the pressure differential between new-status pres-
sure and deviating pressure during operation.
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4.10.4 Fuel cooler
The very high injection pressure in the engine leads to an increase of the fuel temperature when the unused
fuel is depressurized and sent back to the tank via the return line. This can result in extremely hot return fuel
that may exceed the material limitations of the day tank and the injection equipment.
A fuel cooler reduces the fuel temperature in the fuel return line and in the tank.
The figure shows the fuel cooler with its components.
Figure 28: Fuel cooler

1 Mounting bracket 3 Fuel outlet connection a Fuel
2 Heat exchanger 4 Fuel inlet connection b Air
Technical data
• Heat exchanger made from pressure- and heat-resistant aluminum
• Max. operating temperature: 150 °C (302 °F)
• Max. operating pressure: 10 bar dynamic
Benefit
• Increased plant safety due to reduction of fuel temperature in the tank
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• Easy installation
Function
The fuel cooler is located in the fuel return line between engine and fuel tank. The fuel cooler is mounted on
the unit-mounted radiator.
The unused, heated fuel (a) flows through the fuel inlet connection (4) into the heat exchanger (2). Air (b)
drawn by the unit-mounted radiator across an aluminum matrix dissipates heat from the fuel as it passes
through the heat exchanger (4). The air-cooled fuel is then redirected to the fuel tank via the fuel outlet con-
nection (3).
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4.10.5 Day tank
The day tank is a fuel tank in the fuel supply system between the main supply tank and the diesel engine that
holds a limited ready supply of fuel at the injector pump. It is used when the engine pump does not have the
necessary lift to draw fuel from the main tank. If the main tank is above the level of the injectors, the day
tank removes the fuel head pressure that would otherwise be placed on the engine fuel system components.
The day tank includes a double wall with a secondary containment fuel tank constructed from steel with
venting. The double wall provides extra protection against fuel leakage from the inner tank to the surround-
ing environment. It is also sealed to prevent the entrance of rain and debris.
Figure 29: Day tank

1 Inspection port 4 Fuel return 7 Containment drain
2 Fuel supply dip tube 5 Overflow 8 Tank fill
3 Emergency vent 6 Normal vent
Standard features
• 1/3 HP, single-phase, 115 V AC, 50/60 Hz thermally protected motor
• 4 GPM, high lift gear pump with 3/8" NPT inlet discharge
• Day tank monitoring and control system
• Heavy gauge steel construction
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• Gray painted exterior, rust-inhibitor coated interior

• Removable, non-conductive cover
• Tank 1" NPT fittings are engine supply, engine return, overflow and alternate engine return
• Square 4 1/2" inspection port located below electric controls
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Technical data
• Fuel capacity: 378 liters (100 gallons)
• Steel construction
• Double wall with rupture basin
• Secondary containment system
• Normal and emergency ventilation
• NPT (National Pipe Thread) fittings
Benefits
• Hazardous materials retained inside container
• Switch indicates issues / leakages in internal tanks
• Hazards retained inside the outer wall
• Leakages caught in rupture basin from unit above
Function
The fuel is pumped by the day tank into the tank fill (8) from the main tank. The engine has a fuel pump that
pulls fuel from the fuel supply dip tube (2). Unburned diesel fuel returns to the main tank via the fuel re-
turn (4). The emergency vent (3) provides additional ventilation for the containment area. Should the day
tank rupture, excess fluids can be drained from the containment drain (7).
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4.10.6 Sub-base tank
The sub-base tank is located beneath the base and stores the fuel that is delivered to the engine.
The double wall secondary containment fuel tank contains fuel leakage from the inner tank. Thus, it is an
extra protection against fuel leakage to the surrounding environment. The secondary containment fuel tank
is also sealed to prevent the entrance of rain and debris.
The figure shows a typical sub-base tank. The location of each of these fittings may vary from system to sys-
tem, but will always contain each of these items.
Figure 30: Sub-base tank

1 Extra fitting 5 Emergency vent (secondary 9 Fuel supply to engine
2 Fuel fill containment) 10 Fuel return to tank
3 Fuel level gauge 6 Emergency vent (primary
4 Stub-up area containment)
7 Sub-base tank
8 Normal vent
Technical data
• Different sizes of sub-base tanks available with fuel capacities of 12, 24, 48 or 72 hours
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• Double wall with rupture basin

• Secondary containment system
• Normal and emergency ventilation for primary and secondary containment
• NPT (National Pipe Thread) fittings
Benefits
• Retains hazardous materials inside the container
• Switch indicates internal tank issues or leakages
• Leakages from inner tank are caught in the rupture basin
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Function
The sub-base tank (7) delivers fuel to the diesel engine. Fuel is inserted into the tank via the fuel fill (2) and is
there stored until consumption by the engine via the fuel supply (9). Excess fuel not used by the engine is
returned to the tank via the fuel return (10). Any resulting gases produced during fuel containment are ex-
hausted through the normal vent (8) and the emergency vents (5 and 6) as needed.
Optionally, the sub-base tank can be equipped with a spill fill box. The spill fix box is a container that holds
approximately 19 liters (5 gallons) and is used to collect fuel from overfill and drips during tank filling. With a
lockable fill cap inside and a drain port in the bottom, it is mounted on the fuel fill (2).
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131345844E 2015-12 | Fuel System | 123

4.11 Electrical System
4.11.1 Smart Connect
The Smart Connect works with the engine governor and is integrated into the engine-generator set control
system. It simplifies the data exchange between the engine-generator set and MTU Service and allows an
easy parameter configuration. The display shows occurring errors and status.
The figure shows the Smart Connect module with its integrated 4-digit display.
Figure 31: Smart Connect module

1 Mounting holes 4 DiaSys plugin 7 RS485 interface
2 Display 5 CAN2 bus 8 DIP switches
3 USB interface 6 CAN1 bus 9 Power supply 24 V
Technical data
• DIN-rail mounted housing
• Operating power: 24 V DC
• Power consumption: < 7 W
• USB and RS485 software support
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Benefits
• Easy parameter configuration for commissioning or service
• Communication between the engine-generator set and other monitoring systems via Standard J1939
• Fast and easy data exchange via USB interface
124 | Electrical System | 131345844E 2015-12

Function
The Smart Connect module simplifies and improves the communication between the engine-generator set
and monitoring systems, operators, service personnal. These functions are provided by the following compo-
nents:
• Interface for remote diagnostic dialog via DiaSys
• Interfaces for communication with the engine governor via system cable
• DIP switches for easy parameter setting (speed demand, droop, frequency)
• Display for MTU engine fault codes and Smart Connect specific fault codes and status
• USB interface for memory sticks for fast and save data exchange
– Updates of firmware and software
– Upload and download of engine data (e. g. engine and engine governor identification data, engine pa-
rameter, failure code memory, running engine hours)
– Also usable as data backup/archive
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131345844E 2015-12 | Electrical System | 125

4.11.2 Starter batteries
Starter batteries are necessary to start the engine-generator set. The highest cranking capacity for engine-
generator sets is ensured by using a combination of 12 V DC batteries arranged in a series-parallel combina-
tion. This provides the necessary 24 V system voltage:
• 12V/16V4000: Four batteries (series and parallel)
• 20V4000: Six batteries (series and parallel)
The figure shows a typical lead-acid starter battery with six cells.
Figure 32: Starter battery

1 Battery block with 6 cells 2 Cell cap 3 Battery terminals (+ and –)
Technical data
NOTE: Technical data is based on one 12 V battery group number 8D, lead-acid.
• Cold cranking amperes at -18 °C (0 °F): 1,400 A
• Cranking amperes at 0 °C (32 °F): 1,700 A
• Reserve capacity minutes at 25 A: 430 minutes
• Very low self-discharge rate
Benefits
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• Immediate start of the engine-generator set due to high-quality batteries

• Large tolerance for low ambient temperatures
• Automatic recharge by the engine-driven charging system
• Best battery performance and longest battery life with optional battery charger control system
• Easy installation and maintenance
• Rechargeable

Function
The batteries are connected to the starter. If the start of the engine-generator set is requested, the control
panel tells the starter to operate. The starter itself engages the batteries for DC electricity to supply power to
start the engine-generator set.
After the engine is running, the power supply by the batteries stops. The lost capacity (discharge amount) is
filled by an automatic recharge by the engine-driven alternator during engine operation.
All starter batteries of an engine-generator set must be of equal size and cold cranking amperes.
Starting Lighting Ignition (SLI) batteries have a relatively low degree of discharge on each use. Once the en-
gine is started, the batteries are recharged by the engine-driven alternator.
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4.11.3 Battery charger
A battery charger monitors and charges the batteries and displays the battery status. Precise charging and
temperature compensation assure the correct battery charge under all conditions.
The figure shows a typical battery charger with details of the diagnostic display.
Figure 33: Battery charger

1 Mounting bracket 6 RED for excessive battery 11 RED for open, wrong volt-
2 Battery charger box voltage age, or reversed battery
3 Diagnostic display 7 GREEN for temperature-cor- 12 RED for low battery voltage
4 DC Volt/Ampere meter dis- rected charge voltage 13 RED for low or missing AC
play 8 GREEN for normal AC input input
5 RED for internal charge fail- 9 GREEN for normal voltage 14 Meter mode selector
ure (float charge)
10 YELLOW for boost voltage
(fast charge)
Technical data
• c-UL-us listed to UL 1236
• CSA standard 22.2 no. 107.2
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• CE marked (50/60 Hz units) to EN 60335

• Single phase input: 110/120, 208/240 VAC
• DC output: 24 V nominal
• Operating temperature: -20 to 60 °C (-40 to 140 °F);
meets full specification from -20 to 45 °C (-4 to 113 °F)
• Humidity 5 to 95%, non-condensing
• Vibration resistance to UL 991, Class B
• Lightning transient immunity to ANSI/IEEE C62.41 Cat. Band EN 50082-2 heavy industrial
• EN 61000-6-2 Seismic Certification IBC 2000, 2003, 2006, 2009

Vorteile
• Easy field adjustments for any battery
• Complete system status and diagnostics
• Enabled or disabled automatic fast charging
• Enabled or disabled automatic temperature compensation, or installation of optional remote temperature
sensor
• Dead battery charge feature
• Worldwide operating voltage and frequency ranges
• Float and boost voltage electronically controlled with a fast charge program
Function
Float and boost voltage are selectable at install per specific battery vendor recommendations. Remote tem-
perature compensation is responsible for accurate float and boost voltage control and to match the negative
temperature coefficient of the battery. The output voltage increases slightly as the temperature decreases
and vice versa.
The output voltage is clamped at 0 and 40 °C (32 and 104 °F) to protect against high or low output voltage.
The battery charger can operate in automatic 4-rate fast charge program, so float and boost voltage are elec-
tronically controlled.
Display and alarm system

The display and alarm system gives the complete system status and diagnostics available. Optional alarm
system "C" exceeds NFPA-110 requirements. The digital meter works accurately to +2% voltage and +5% am-
peres.
The battery charger issues a battery fault alarm if one of the following errors occur:
• Battery disconnected
• Polarity reversed
• Mismatched charger/battery voltage
• Open charger to battery connection
• Open battery cell
• Excessive internal resistance
Charger protection
The charger is protected from the following faults and installation errors:
• Reverse battery connection
• Powering up into a shorted battery
• Powering up with the wrong voltage setting (24 V charger with 12 V battery)
• Powering up into an open battery (battery not connected)
• Internal power component failures
• Overheating (over temperature output power reduction)
• Protected against power line transients and surges
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4.11.4 Circuit breakers
Circuit breakers are electrical switches designed to protect electrical systems from damage caused by over-
loads, short circuits, and ground faults. All circuit breakers open (break) and close a circuit by nonautomatic
means and open (break) the circuit automatically on a predetermined overcurrent. Electronic trip case circuit
breakers use an electronic trip system to signal the circuit breaker to open automatically.
Exemplarily, the figure shows a P-frame circuit breaker.
Figure 34: Circuit breaker P-frame

1 Case and mounting support 4 Release key c O (OFF) position
2 Trip unit a I (ON) position
3 Handle b Tripped position
Technical data
• Brand: Square-D, 80 % and 100 % rated; 600 V, electronic trip circuit breakers
• Breaker models from 20 to 2,000 A with diverse frames and trip units
• Manually-operated and electrically-operated (motorized) circuit breakers
• 3-pole
• Trip units:
– Basic magnetic trip elements
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– Built-in electronic trip units type ET 1.0 (only for D, P, R and NW frames)
– Micrologic trip units (only for P, R and NW frames)
• Molded case made of a glass-reinforced insulating material (thermal set composite resin) provides high
dielectric strength
• UL489 and IEC 60947-2 dual rated
• Meets CSA C22.2 No.5-02 and NOM/NMX requirements; CE approved
• True RMS sensing devices
There are a large number of different circuit breaker models available. For detailed information about circuit
breakers for your system, please contact your distributor or dealer.

Vorteile
• Flexible connection capabilities
• High interrupting ratings and field-installable accessories in a small package
Function
Manually-operated circuit breakers
Manually-operated circuit breakers have a single operating handle (3) that acts directly through the operating
mechanism against the contact blades. Multi-pole circuit breakers have a common trip bar for positive action
of all poles on manual and automatic operation. These circuit breakers have a trip‑free mechanism that al-
lows them to trip even though the operating handle may be restricted (by a handle operating mechanism or
padlock attachment) in the I (ON) position.
If not restricted, the operating handle moves to a position between I (ON) and O (OFF) when the circuit
breaker is tripped (see handle positions a, b, and c in the figure).
The face of the manually-operated circuit breakers is marked with standard ON/OFF and international I/O
markings to indicate handle position. In addition, the I (ON) portion of the circuit breaker handle is color cod-
ed green.
Electrically-operated (motorized) circuit breakers

Circuit breakers are also available with a two‑step, stored‑energy mechanism which can be charged manually
with the handle or using a motor. The closing time is less than five cycles. Closing and opening operations
can be initiated by remote control or by push buttons on the front cover. An O‑C‑O (open‑close‑open) cycle is
possible without recharging. The face of electrically-operated circuit breakers is also marked ON/OFF and
I/O and equipped with position indicators to show contact position.
Push-to-trip button
The push-to-trip button located on the face of each manually-operated circuit breaker is a standard feature. It
provides the ability to manually trip the circuit breaker without risking exposure to live parts. During normal
ON‑OFF operation, the handle opens and closes the circuit breaker contact, but does not exercise the trip-
ping mechanism. The push‑to‑trip button can be used to exercise the circuit breaker mechanism and to
check the auxiliary and alarm switch circuits.
Trip system
Trip units are designed to protect power circuits and loads.
The trip system causes the circuit breaker to open automatically under overload, short-circuit or equipment
ground-fault conditions. Electronic trip circuit breakers give the customer more versatility to achieve coordi-
nation with features such as adjustable instantaneous pickup and high withstand ratings.
The trip system consists of a set of current transformers (CTs or sensors) to sense current, a trip unit to
evaluate the current, and a tripping solenoid (tripping coil) to trip the circuit breaker. The tripping coil is a
flux transfer solenoid that requires no external power source. All protective functions are completely fault
powered.
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Magnetic trip element

Magnetic trip elements provide short circuit protection. The circuit breakers use a magnetic actuator to trip
the circuit. The current flow through the electrical device passes through an electromagnetic actuator. When
the current flow reaches a preset level (determined by the current rating of the circuit breaker), the magnetic
field in the electromagnet is strong enough to trip the breaker and allow the contacts to open. The current
flow stops. This type of breaker generally has to be manually reset.

ET electronic trip system (for D, P, R and NW frames)
Built-in electronic trip unit type ET 1.0 provides better accuracy than standard thermal-magnetic trip units. It
is handled via calculations instead of bending metal, cannot be field replaced and doesn't allow adjustment
of the trip point setting.
Electronic trip circuit breakers provide:
• Overload and short-circuit protection
• Means to manually disconnect power to the circuit
• Enhanced coordination by their adjustability
• High interrupting ratings and withstand ratings
Micrologic electronic trip system (for P, R and NW frames)

Different models are available. The figure shows exemplarily a 6.0P model.
Figure 35: Circuit breakers – Trip unit Micrologic 6.0P

1 Indications of tripping cause 6 Alarm indicator "Overload" 11 Short-time pickup and trip-
(LED) (LED) ping delay
2 Test lamp (LED) and reset 7 Electronic push-to-trip but- 12 Ground-fault pickup and
3 Graphics display ton tripping delay
4 Menu access buttons 8 Cover for adjustment dials 13 Long-time rating plug screw
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5 Navigation/value set and 9 Adjustment dials 14 Instantaneous pickup

confirm buttons 10 Long-time current setting 15 Test connector
and tripping delay
Features found in Micrologic electronic trip circuit breakers, such as adjustable rating plugs, adjustable long-
time pickups and 100 % ratings also provide capacity for future growth.
The integral equipment ground-fault sensing capabilities available with Micrologic trip systems mean that
there are fewer parts and pieces to purchase, mount and wire. These capabilities include integral ground-
fault protection for equipment, which causes the circuit breaker to trip when a ground fault is detected, as
well as integral ground-fault alarm, which does not trip the circuit breaker, but sends an alarm when a ground
fault is detected.

Adjustable rotary switches on the trip unit allow the user to set the proper overcurrent or equipment ground-
fault current protection required in the electrical system. If current exceeds a set value for longer than its set
time delay, the trip system opens the circuit breaker. Alarms may be programmed for remote indications.
Measurements of current, voltage, frequency, power, and power quality optimize continuity of service and
energy management.
Different models are available with progressively increasing levels of functionality, from basic overcurrent
protection to advanced protection, communications and power metering/monitoring.
The table below shows a choice of available Micrologic trip units and its characteristics:
Features of Micrologic trip unit 3.0 5.0 5.0P 6.0P

Overload and short-circuit protection ✔ ✔ ✔ ✔
Thermal imaging (active thermal imaging before and after tripping) ✔ ✔ ✔ ✔
Means to manually disconnect power to the circuit ✔ ✔ ✔ ✔
LED for long-time pickup ✔ ✔ ✔ ✔
LED for trip indication – – ✔ ✔
Support of an optional communication network with four wire Modbus, – – ✔ ✔
RTU, RS485; including event recording
Short time protection – ✔ ✔ ✔
Long time and instantaneous protection ✔ ✔ ✔ ✔
Ground fault protection for equipment: – – – ✔
• Residual ground fault protection
• Source ground-return ground-fault protection
• Modified differential ground-fault protection
Neutral protection – – ✔ ✔
Enhanced coordination for adjustability, fine tuning of settings – – ✔ ✔
Ammeter for metering the true RMS value of currents – – ✔ ✔
Phase loading bar graph – – ✔ ✔
Power metering and monitoring – – ✔ ✔
• calculates in real time all electrical values:
V, A, W, VAR, VA, Wh, VARh, VAh, Hz, power factor, and crest factor
• calculates demand current and demand power over an adjustable
time period
Zone-selective interlocking (ZSI) which can reduce damage in the – – ✔ ✔
event of a fault
Protective relaying functions – – ✔ ✔
Contact wear indication – – ✔ ✔
Trip and alarm histories of the last ten trips and ten alarms; recorded – – ✔ ✔
in two separate history files; can be displayed on the screen
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4.12 Base and Mounting System
4.12.1 Base and mounting system
The base frame provides support for all components of the engine-generator set.
The figure shows a typical open power unit (OPU) base frame with mounts. Depending on the size of engine,
generator and radiator, the base frame can differ in its dimensions and number and location of cross mem-
bers and resilient mounts. A base frame for a housed power unit (HPU) differs in its appearance but not in its
function.
Figure 36: Engine-generator set base frame with mounts – Generator side view
1 Resilient mounts – engine 4 Lifting brackets 7 Generator cross member
and generator 5 Side channel – left and right
2 Engine cross members 6 Engine mounts
3 Radiator cross member
The base frame is a steel structure and consists of two side channels (5) and several cross mem-
bers (2, 3, 7). The cross members represent a welded structure and are bolted to the side channels. The
cross member for the generator (7) is fitted with resilient mounting elements (1). The cross members for the
diesel engine (2) are fitted with engine mounts (6) and resilient mounting elements (1). The unit-mounted
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radiator is mounted directly on the radiator cross member (3).
Technical data
• Bolted/welded steel structure
• Resilient mounting elements for diesel engine and generator
Benefits
• One common base to facilitate engine-generator set transportation
• Easy access to all major components
• Optimization of vibrational characteristics
134 | Base and Mounting System | 131345844E 2015-12

4.13 Enclosure
4.13.1 Enclosure
The engine-generator set enclosure consists mainly of a steel housing that provides protection from the ele-
ments and/or sound attenuation.
The following figures show in overviews the components of an engine-generator set enclosure.
Figure 37: Engine-generator set enclosure – Radiator side view

1 Pitched enclosure roof 5 Air outlet grid 9 Lockable door handle
2 Exhaust pipe 6 Aluminum hinge 10 Air intake
3 Flapper rain cap 7 Door stay a Exhaust gas
4 Drip rail 8 Rubber sealed door
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131345844E 2015-12 | Enclosure | 135

Figure 38: Engine-generator set enclosure with scoops – Radiator side view
1 Air intake 6 Exhaust scoop 11 Rubber sealed door
2 Pitched enclosure roof 7 Drip rail 12 Lockable door handle
3 Exhaust pipe 8 Aluminum hinge 13 Intake scoop
4 Flapper rain cap 9 Access cover a Exhaust gas
5 Air outlet 10 Door stay
Standard features
• Modular construction
• Bolted panels
• Fixed air intake louvers
• Punched air outlet grid
• Radiator ducted to enclosure air outlet
• Pitched enclosure roof
• Heavy-gauge steel construction
• Powder-baked primer
• Lift-off door hinges
• Aluminum hinges and latches
• Recessed and lockable door handles
• Rubber sealed doors
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Available options
• Stainless steel, Aluminum
• Intake scoop
• Exhaust scoop
• Sub-base and cross member for engine-generator set
• Door restraints
136 | Enclosure | 131345844E 2015-12

Technical data
• No exposed fasteners
• Fixed Louvers
• Aluminum construction (optional)
Enclosure levels Identification

Level 0: Open powered unit (OPU)
No enclosure.
Level 1 (optional): Standard
Weather proof enclosure constructed of steel or aluminum. Enclosure con-
sists of a bolted and welded construction with pre-mounted internal muffler,
muffler clamps and brackets included. Hinged, lockable doors.
Level 2 (optional): Basic sound attenuation
Level 1 enclosure with sound attenuated foam.
Level 3 (optional): Maximum sound attenuation
Level 2 enclosure with an additional air intake and exhaust chamber for redi-
recting noise and air flow upward.
Table 2: Enclosure levels
Benefits
• Modular construction allows design flexibility to meet different field conditions.
• Bolted panels may be easily removed for service, field replacement and even modifications.
• Lift-off door hinges may be easily opened and closed for maintenance purposes.
• Steel construction provides a durable, resilient structure.
• The pitched roof prevents water accumulation.
• Powder coating provides a durable weather-resistant finish, assuring years of corrosion free service.
• Aluminum hinges and latches are corrosion-resistant and endure through harsh weather conditions.
• Lockable door handles provide security by preventing unauthorized access.
• Door gaskets prevent water and moisture from entering the enclosure and simultaneously minimize noise.
• Optional aluminum construction provides a superior corrosion resistance in salt spray or alkaline environ-
ment.
Function
Air enters through the air intake louvers [9 (→ Figure 37)] and provides air to the engine for both intake and
cooling. Air exits from the air outlet grid (5)and exhausts gas (a) through the exhaust pipes (2). The pitched
roof (1), the flapper rain caps (3), drip rails (4) and sealed doors (8) keep water and other elements from
entering the enclosure. The doors (9) on both sides allow the access to each component of the engine-gener-
ator set. To protect the engine-generator set from unauthorized access, the doors can be locked.
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131345844E 2015-12 | Enclosure | 137

5 Engine Generator Set Basic Operations
5.1 Lockout/tagout procedure
Preconditions
DANGER
nections.
DANGER
Manipulation of interlocks on parts under high voltage. Live components and connections.
• Do not tamper with any interlocks in the system.
DANGER
DANGER
generator set.
DANGER
WARNING
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WARNING
Hot liquids and components.
Risk of burning or scalding!
• Avoid contact with components of the engine-generator set.
• Wear protective gloves and clothing.
• Allow the engine-generator set to cool down for at least 10 minutes before removing or touching any
component or liquid.
138 | Engine Generator Set Basic Operations | 131345844E 2015-12

WARNING
• Do not smoke.
WARNING
Batteries contain very caustic acid.
Risk of serious injury from chemical burn!
• Wear protective clothing, gloves and goggles/safety mask.
• If contact with battery acid occurs, flush skin with water, apply baking soda or lime to neutralize the
acid, flush eyes with water and get medical attention immediately.
WARNING
NOTICE
tions (control panel, circuit breaker, etc.).

1. Remove AC power source from battery charger.
2. Remove the battery charger fuses.
3. Open the circuit breaker supplying AC power to the battery charger.
Battery
1. Disconnect the negative lead from battery terminal.
2. Tag "DO NOT OPERATE" or similar warning label, and secure lock.

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2. Remove the panel fuses.
3. Remove the generator start contact leads supplied from remote start.
4. Install protective cover to exposed lead ends.
5. Secure loose leads away from circuit boards and other electronic devices.
7. Add lock and tag to panel door to indicate Lockout/Tagout condition.
131345844E 2015-12 | Engine Generator Set Basic Operations | 139

1. Push the EMERGENCY STOP button to lockout the engine-generator set.
Note: This causes the alarm to sound. There is another button which functions to silence the alarm. Depending on
your panel configuration, this button will be called ALARM SILENCE, ACK, etc.
2. Press this button in order to silence the alarm.
3. Add lock and tag to panel door to indicate Lockout/Tagout condition, if not in place.

1. Move circuit breaker handle into the "OPEN" position.
2. Tag "DO NOT OPERATE" or similar warning label.
3. For multiple breakers, repeat the two previous steps.
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5.2 Unlocking procedure
Preconditions
DANGER
DANGER
generator set.
DANGER
WARNING
WARNING
set start after service.
• Ensure the control panel is in "OFF" position prior to reconnecting the negative terminal of the bat-
tery.
WARNING
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NOTICE
tions (control panel, circuit breaker, and so on).


1. Remove lockout tag and lock.
3. Remove protective cover to exposed lead ends.
4. Reinstall the generator start contact leads supplied from remote start.
5. Reinstall the panel fuses.

1. Twist and pull the EMERGENCY STOP button to reset.
2. Remove lock and tag.
3. Set the control panel to the requested operating mode.
Battery
1. Remove lock and lockout warning label.
2. Remove lead cap from negative lead.
3. Connect negative lead to negative battery terminal.
Result: This starts the panel boot process which causes the alarm to sound.
Note: There is a button which functions to silence the alarm. Depending on your panel configuration, this button
will be called ALARM SILENCE, ACK, and so on.
4. Press this button to silence the alarm.

1. Close the circuit breaker supplying AC power to the battery charger.
2. Reinstall the battery charger fuses.
3. Reinstall AC power source from the battery charger.

1. Remove tag "DO NOT OPERATE" or similar warning label, and secure lock.
2. Set the circuit breaker(s) according to the applicable configuration. Note the "General recommendations"
above.
Final step
u Test the engine-generator set through normal exercise procedure (→ Page 279).
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5.3 Putting the engine-generator set into operation after extended
out-of-service-period
Preconditions
☑ Engine-generator set is locked out.
☑ Engine-generator set is not in AUTO mode.
☑ Generator is not connected to network.
☑ MTU Preservation and Represervation Specifications (A001070/..) are available.
DANGER
Risk of death or serious injury from electric shock!
• Disconnect the engine-generator set from all power sources (mains, batteries, other external power
supplies) before starting to work.
WARNING
Rotating and moving parts and high level of engine noise in the event of accidental engine-generator set
start during service.
• Ensure the engine-generator set has been stopped and starting is disabled during service.
WARNING
An engine-generator set in AUTO mode can start at any moment: Rotating and moving parts and high
level of engine noise.
Risk of crushing, danger of parts of the body being caught or pulled in if started!
Risk of damage to hearing if started!
• Always remain clear of the engine-generator set when in AUTO mode.
• Keep ear protection on hand during the stay in the engine-generator set room.
• Disconnect/disable the starting system while servicing the engine-generator set.
WARNING
Exhaust gas is harmful to health.
Risk of poisoning!
• Repair leaking exhaust pipes prior to starting and operating the engine.
• Do not modify or tamper with the exhaust or emission control system.
• Always start and operate the engine in a well-ventilated area.
• If operating the engine in an enclosed area, properly vent the exhaust to the atmosphere.
WARNING
• Do not smoke.
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Additional tasks to be carried out before operation after extended out-of-
service-period (> 3 months)
Item Task
Engine Depreserve (→ MTU Preservation and Represervation Specifications).
Cooling system If engine is out of service for more than one year, change engine coolant
(→ Page 299).
Checks to be carried out before operation

Item Task
Engine-generator set loca- Ensure that the location is clean of all debris, flammable or combustible ma-
tion terial.
Engine-generator set Check for dirt, leaks, loose or contaminated wire connections.
Carry out visual inspection for loose / missing fasteners and leaks.
Clean, repair, and tighten, if necessary.
Ensure that in- and outlets, screens, and protection guards are clean of ob-
structions.
Ensure that all needed fuel and cooling line valves are open, and drain valves
are closed.
Engine Check drive belt (→ Page 305).
Check engine wiring (→ Page 310).
Check engine governor plug-in connection (→ Page 312).
Fuel system Check fuel level in tank.
If equipped with day tank, check for proper annunciator and alarm operation.
Check tank fuel line connection, tank gauges, and alarms.
Check tank for signs of rust.
Check fuel lines for leaks, chafing, or dry rotting.
Drain fuel/water separator (three or six) (→ Page 288).
Check fuel filter housing for leaks.
Vent fuel system (→ Page 285).
Air system Check air filters (signal ring position of service indicator) (→ Page 293).
Check air filter assembly for dirt and debris.
Check intake manifolds for cracks and missing hardware.
Exhaust system Check for leaks and missing hardware.
If equipped with heat shields, check for missing / damaged heat shields.
Exhaust silencer, if fitted Check flex pipe for crack and signs of leakage.
Check for corrosion and leaks.
Check rain cap for damage and proper fit.
Lube oil system Check oil level (→ Page 294).
Check for oil leaks.
Cooling system Check engine coolant level (→ Page 298).
Take coolant sample and analyze (pH value, antifreeze concentration, corro-
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sion inhibitor concentration).

Check coolant lines and connections for traces of coolant leaks.
Check coolant pump relief bore (→ Page 303).
Check radiator expansion tank and pressure cap.
Check radiator inlet / outlet lines and hoses.
Check radiator cooling fins for debris, leaks, and corrosion. Ensure that no
more than 20% of radiator cooling fins are blocked or clogged.
Check fan blades for proper angle and check for damage.
Check preheater (jacket water heater) for leaks.

Item Task
Starter batteries Check and clean battery terminals and post.
Check battery electrolyte level.
Check batteries state of charge (perform load test) and charge, if necessary.
Battery charger Check shore power / incoming voltage to battery charger.
Check annunciation terminal wires.
Check charge flow rate, charging amps, and battery voltage.
Customer control system Carry out a lamp test or similar test for general functionality, refer to the cus-
tomer control system documentation.
Test switches for operation.
Check wiring for chafing and frayed wires inside panel.
Check vibration dampers for cracks and dry rotting.
Ensure that control panel is clean from debris.
Verify that there are no fault messages.
Engine-generator set control Press LAMP TEST push button to carry out a lamp test.
panel Test switches for operation.
Check wiring for chafing and frayed wires inside panel.
Check vibration dampers for cracks and dry rotting.
Ensure that control cabinet is clean from debris.
Remote annunciator, if fitted Test alarm lights.
Check wiring to annunciator.
Check shore power wiring to annunciator.
Circuit breaker(s), if fitted Check proper operation of breaker(s) and trip mechanism.
Check lug terminals and load cables.
Generator anti-condensation Ensure that engine-generator sets operating in a high humidity region are
heaters, if fitted equipped with anti-condensation heaters (600 VAC and above - standard).
Ensure that wiring on heaters is not chafed or frayed and that the voltage
supplied to the heaters is correct.
If the engine-generator set has been out of service for length of time, allow
24 to 48 hours of heaters to operate before operating the engine-generator
set.
Rotating rectifier / main ro- Check diodes to ensure they are secure.
tor assembly Check that rotating exciter wiring and shaft wiring are not chafed or frayed.
Check stator windings and field wires F1/F2.
Check main stator and rotor winding insulation coating.
Check generator housing for debris and clean as needed.
Check generator terminals, e.g. T0, T1, T2, and T3.
Phase bar / isolators Check bars and isolator terminal connections.
Check isolators for loose fitting and cracks.
Voltage regulator Check sensing leads and field leads for frayed or loose connection.
Check wiring for PMG for loose or frayed connection.
Check vibration damper.
Automatic transfer switch, if Check utility / emergency load connection cable.
fitted Check transfer switch control wiring.
TIM-ID: 0000058925 - 001
Check controller lights for proper annunciation.

If transfer switch is outdoor type: Ensure that heat strips are working correct-
ly and check wiring.
Ensure that transfer switch cabinet is clean of debris.
Engine governor, if fitted Verify that there are no fault messages.

Putting the engine-generator set into operation
Item Task
Engine-generator set Perform unlocking procedure (→ Page 141).
Engine-generator set loca- Start ventilation fan or open the doors / windows if engine-generator set is
tion located in a closed space.
Ensure room ventilation functions properly.
Cooling system Preheat coolant with preheater (jacket water heater).
Ensure proper coolant operating temperature.
Customer control system Select operating mode, e.g. automatic, manual mode, refer to the customer
control system documentation.
Engine-generator set control Select operating mode:
panel • Press AUTO push button to select automatic operation (AUTO mode).
• For manual operation, no further activity is required.
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5.4 Automatic start and stop
Preconditions
☑ Engine-generator set is in AUTO mode.
☑ A remote control is enabled.
WARNING
Automatic start
1. The engine-generator set is in standby (AUTO mode) and starts on request only (remote control).
2. If an electrically operated (motorized) circuit breaker is fitted, the digital generator set control panel delivers
a pulse or a continuous signal to close the circuit breaker automatically under certain conditions. These con-
ditions include the generator being stable, and no fault conditions are active (failed or a global alarm).
Note: Manual operation is only required if a manually operated circuit breaker is fitted.
3. If a manually operated circuit breaker is fitted, switch on the circuit breaker manually using the appropriate
push button under certain conditions. These conditions include the generator being stable, and no fault con-
ditions are active (failed or a global alarm).
Result: The circuit breaker is in ON position (closed). From this point on, the engine-generator set supplies power to
the load until automatic stop is executed or a failure occurs.
Note: • The generator circuit breaker (GCB) is used only for protection and is not used for control.
• For any information about the third-party ATS, refer to the manufacturer's documentation.
Automatic start with electrically operated (motorized) GCB

1. Ensure that the GCB is in OFF position (open).
2. The engine-generator set is in standby (AUTO mode). The ATS starts the engine-generator set automatically if
one of the programmed events occur:
• A power outage occurs.
• A test run is started.
3. The digital generator set control panel delivers a pulse or a continuous signal to close the GCB automatically
under certain conditions. These conditions include the generator being stable, and no fault conditions are
active (failed or a global alarm).
Result: The GCB is in ON position (closed). From this point on, the engine-generator set supplies power to the load
until automatic stop is executed or an engine failure occurs.
Automatic start with manually operated GCB or without GCB

TIM-ID: 0000056800 - 001
1. Ensure that the manually operated GCB is in ON position (closed).

2. The engine-generator set is in standby (AUTO mode). The ATS starts the engine-generator set automatically if
one of the programmed events occur:
• The normal voltage does not meet specified requirements.
• A test run is started.
Result: After the generator became stable, the ATS control system switches over the transfer switch. The engine-
generator set supplies power to the load until automatic stop is executed or an engine failure occurs.

Automatic stop
1. If the engine-generator set started via remote control, it will automatically stop after the remote control con-
tact is open.
a) If the engine has run with load, it should cool down before shutdown: The engine runs unloaded until the
cool-down timer has expired.
b) If during this time the remote control contact is reclosed, the circuit breaker closes and the cool down
timer is reset.
2. If an electrically operated (motorized) circuit breaker is fitted, it switches open automatically.
3. If a manually operated circuit breaker is fitted, switch off the circuit breaker manually using the appropriate
push button on the circuit breaker.
Result: The circuit breaker is in OFF position (open). After stopping, the engine-generator set is in standby (AUTO
mode) again.
Automatic stop with ATS

u If an ATS started the engine-generator set, the engine-generator set will automatically stop after the normal
voltage or power source returns. Also, the engine-generator set will automatically stop after a test run ends
and time delays has been satisfied.
Result: • If fitted: The electrically operated (motorized) GCB is in OFF position (open).
• After retransfer to the normal power source, a time delay begins to keep the engine running for a cool-
down period. After the cool-down period, the ATS signals the engine-generator set to shut down. All cir-
cuits are reset for any future normal power source failure.
• After stopping, the engine-generator set is in standby (AUTO mode) again.
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5.5 Manual start
Preconditions
☑ Engine-generator set is ready for operation.
☑ Load leads are properly connected to the network.
☑ Load to transfer is available.
☑ Circuit breaker is in OFF position (open).
WARNING
WARNING
Risk of poisoning!
WARNING
High level of engine noise when the engine is running.
• Wear ear protectors.
Note: The start procedure is to be controlled by an external controller (customer control system). Observe strictly
the instructions of the customer control system documentation.
Start
u For the start procedure, refer to the customer control system documentation.
Note: The generator circuit breaker (GCB) is used only for protection, and is not used for control.
Starting the engine-generator set manually

1. Switch the generator circuit breaker (GCB) to OFF position.
2. Press the RUN push button to activate the system and start the engine.
Result: • After a few seconds, the engine starts. The starter motor disengages when the engine reaches a sufficient
speed.
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• After another few seconds, the engine-generator set will reach the rated speed.
3. When the generator becomes stable and no fault conditions are active (failed or a global alarm), switch on
the GCB by pressing the appropriate push button.
Result: • The generator circuit breaker is in ON position (closed).
4. If using a third-party ATS, execute the appropriate steps to transfer the load from the main to the generator.
Refer to the manufacturer's documentation of the ATS for further information.
Result: • The switch transfers the load from the main (normal) to the generator (emergency).
5. The engine-generator set supplies power to the load until manual stop is executed or an engine failure oc-
curs.

5.6 Manual stop
Preconditions
☑ Engine-generator set is operating and supplies power to the load.
☑ Engine-generator set is not in AUTO mode.
☑ Engine-generator set circuit breaker is in ON position.
☑ Automatic transfer switch has switch to the emergency (generator side).
WARNING
Rotating and moving parts during operation.
• Ensure that all protective guards and covers are installed.
• Take care when working around moving belts and rotating parts near or on an operating engine-gen-
erator set.
• Do not tamper with moving or rotating parts.
• Wear close-fitting clothes and hairnet.
• Remove watches, rings and other metal objects.
WARNING
Risk of poisoning!
WARNING
NOTICE
Stopping the engine when it is running at full load subjects it to extreme thermal and mechanical stress-
es.
Overheating of and, therefore, damage to components is possible!
• Before shutting down the engine, allow it to idle until the engine temperatures decrease and constant
levels are indicated.
Stopping the engine-generator set manually

1. If an ATS is controlling the generator, retransfer the load from the generator to the main, and execute the
appropriate steps on the ATS. Refer to the manufacturer's documentation of the ATS for further information.
Result: The switch transfers the load from the generator (emergency) to the mains (normal).
2. Press the OFF push button on the digital generator set control panel.
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Result: The engine stops.

3. If an electrically operated (motorized) circuit breaker is fitted, it switches off automatically.
4. If a manually operated circuit breaker is fitted, switch off the circuit breaker manually by pressing the appro-
priate push button.
Result: The circuit breaker is in OFF position. The engine-generator set is in OFF mode.

5.7 Emergency stop
Preconditions
☑ Engine-generator set is running in AUTO or RUN mode.
NOTICE
An emergency stop causes extreme stress to the engine.
Risk of overheating, damage to engine-generator set!
• Stop the engine according to the instructions in this manual.
• Initiate emergency stop only in emergency situations.
Note: The emergency stop procedure is to be controlled by an external controller (customer control system). Ob-
serve strictly the instructions of the customer control system documentation.
Emergency stop with third-party controller

u For the emergency stop procedure, refer to the customer control system documentation.
Emergency stop
u Press EMERGENCY STOP button.
Result: The engine is stopped and the alarm sounds.
After emergency stop

1. Reset the EMERGENCY STOP push button.
Result: Audible signalization stops.
2. Press ALARM SILENCE push button.
Result: Engine-generator set is in OFF mode and cannot switch on again automatically.
3. Press OFF push button.
Result: The signalization stops. The control panel is reset.
4. Execute troubleshooting.
Result: Faults which were reasons for the emergency stop must be resolved. If faults cannot be resolved, contact
MTU Onsite Energy authorized Service outlet for assistance.
5. After faults are resolved, press AUTO or RUN push button, depending on desired operating mode.
Result: The engine-generator set is in standby (AUTO mode) or starts to run immediately (RUN mode).
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5.8 Exercising checks
Preconditions
☑ Engine-generator set is running and engine has reached operating temperature.
☑ Engine runs under load and at nominal speed.
DANGER
• Use extreme care when performing operational checks.
WARNING
erator set.
WARNING
Risk of poisoning!
WARNING
Note: The procedure for operational checks depends on the requirements of the particular installation and applica-
tion of the engine-generator set.
Operational checks during engine-generator set operation

Item Task
Engine-generator set Check for abnormal running noises and vibration.
Engine-generator set control Check whether the displayed operating parameters are within the limit:
panel • For engine: oil pressure, coolant temperature, RPM, battery voltage, fuel
and coolant level, engine run time, speed
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• For generator: AC output voltage, current, frequency, real power (W), ap-
parent power (VA), power factor
Air filter Check signal ring position of service indicator (→ Page 293).
Exhaust pipework Check exhaust color (→ Page 165).
Lube oil system Check for oil leaks.

Item Task
Fuel system Check fuel level in tank.
If equipped with day tank, check for proper annunciator and alarm operation.
Check pump operation.
Check tank fuel line connection, tank gauges and alarms.
Check fuel lines for leaks, chafing or dry rotting.
If equipped with a three or six fuel/water separator, check whether indicated
differential pressure is within the limit (→ Page 287).
Cooling system Check coolant lines and connections for traces of coolant leaks.
Check relief bore of engine coolant pump (→ Page 303).
If equipped with preheater/jacket water heater, check preheater hose
(→ Page 318).
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5.9 Putting the engine-generator set out of operation
Preconditions
☑ Engine-generator set is stopped and starting is disabled.
☑ MTU Onsite Energy Preservation and Represervation Specifications (A001071/..) are available.
After stopping the engine-generator set

Item Task
Engine-generator set Perform lockout/tagout procedure (→ Page 19).
Cooling system Drain engine coolant (→ Page 300) if any of the following conditions apply:
• Freezing temperatures are expected and the engine is to remain out of
service for an extended period, but engine coolant has no antifreeze addi-
tive.
• The engine room is not heated.
• The coolant is not maintained at a suitable temperature.
• The antifreeze concentration is insufficient for the engine-room tempera-
ture.
• Antifreeze concentration is 50 % and engine-room temperature is below
-40 °C (-40 °F).
Air intake and exhaust sys- Seal air and exhaust sides if the engine-generator set is to remain out of
tem service for more than one week.
Engine-generator set Preserve (→ MTU Onsite Energy Preservation and Represervation Specifica-
tions) if the engine-generator set is to remain out of service for more than
one month.
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6 Ground Fault Protection - Field Testing
6.1 Field Testing of Residual Equipment Ground Fault Protection Systems ................................................................................ 157
131345844E 2015-12 | Ground Fault Protection - Field Testing | 155

156 | Ground Fault Protection - Field Testing | 131345844E 2015-12
6.1 Field Testing of Residual Equipment Ground Fault Protection
Systems
FIELD TESTING OF RESIDUAL EQUIPMENT
GROUND FAULT PROTECTION SYSTEMS
Utilizing MGC-3000 Series Controllers and Shunt Trip-Equipped Circuit Breakers
SCOPE .................................................................................................................................................................. 1
DEFINITION(S) ...................................................................................................................................................... 1
SYSTEM OPERATION ........................................................................................................................................... 3
SYSTEM TESTING ................................................................................................................................................. 4
SCOPE
The purpose of this document is to provide instructions for testing a residual Equipment Ground Fault
Protection (EGFP) system utilizing an MGC-3000 Series controller and a shunt trip-equipped disconnect
device or circuit breaker (if tripping is required).
NFPA 70, National Electric Code (NEC) 215.10 specifies that each feeder disconnect rated 1,000
amperes or more and installed on solidly grounded wye electrical systems of more than 150 volts to
ground, but not exceeding 600 volts phase-to-phase, shall be provided with ground fault protection of
equipment in accordance with the provisions of NEC 230.95. NEC 230.95(C) specifies performance
testing of the ground fault protection system when first installed onsite.
In certain installations, such as emergency systems (NEC Article 700) and legally required standby
systems (NEC Article 701), indication of ground fault conditions is required.
To maintain UL2200 Listing of the engine generator assembly provided with equipment ground fault
protection, use current transformer catalog number 115-601MR manufactured by Instrument
Transformers Inc. in accordance with these instructions.
DEFINITION(S)
Residual Equipment Ground Fault Protection System
A residual or ground-strap form equipment ground fault protection system that typically utilizes a current
transformer, protective relay, and a shunt trip-equipped disconnect device (if tripping is required). The
system is configured with a main bonding jumper that connects the equipment ground bus to the
generator neutral which passes through the center of the ground current transformer. The current
transformer is connected to a protective relay that will sense ground fault currents and either indicate the
condition or trip the main disconnect device by means of a shunt trip device. According to the placement
of the main bonding jumper in Figure 1, the majority of the ground fault current will flow through the main
bonding jumper and will be detected by the protective relay through means of the current transformer.
Ground Current Transformer

An instrument transformer used for measuring alternating electric currents. Specifically in EGFP systems,
the current transformer detects any abnormal, damaging currents that may flow in the equipment ground
back to the generator source when a phase-to-ground fault occurs.
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// Page 1 of 7

MGC-3000 Series Controller

A microprocessor-based generator set controller with comprehensive control, metering, and protection
capabilities. The MGC-3000 Series controller is responsible for starting and stopping the generator set,
monitoring power quality and performance, and protecting equipment in the event of faults. In an EGFP
system, the MGC-3000 Series controller serves as a protective relay, detecting ground faults by means of
the current transformer, annunciating the fault condition, and tripping the disconnect device by means of
a shunt trip device (if tripping is required). The MGC-3000 Series controller ground fault protection circuit
complies with the applicable requirements of UL1053, as required by UL6200, and is also listed under
MTU Onsite Energy’s file AU3559.
Disconnect Device
A disconnect device (usually a circuit breaker) is the means by which the conductors of a circuit can be
disconnected from its source of supply. This is controlled by the protective relay and protects equipment
from damaging line-to-ground faults by simultaneously opening all ungrounded conductors of the faulted
circuit.
Shunt Trip
A device commonly found on circuit breakers that allows a remote device, such as a protective relay, to
trip the circuit breaker open mechanism, thereby disconnecting the power source and the load.
Ground Fault Indication (GFI)

Ground faults are indicated but the disconnect device remains closed.
Ground Fault Indication and Trip (GFIT)

Ground faults are indicated and the disconnect device is tripped open.
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// Page 2 of 7

Figure 1: Residual Equipment Ground Fault Protection System
SYSTEM OPERATION
During normal operating conditions, there should be little to no ground return current flowing from the
equipment ground bus, through the main bonding jumper, and back to the generator set neutral. The
generator set circuit breaker will be closed, and actual ground return current should be below the
trip/indication threshold in the MGC-3000 Series controller. Therefore, the controller will not activate the
shunt trip.
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// Page 3 of 7

SYSTEM TESTING
DANGER
ELECTRICAL SHOCK, EXPLOSION AND ARC FLASH HAZARD
• This equipment must be installed and serviced only by qualified electrical personnel.
• Do NOT attempt to test this equipment while it is energized. Death or severe personal injury could result.
• Turn off all power sources and use properly rated devices to confirm that power is off before testing.
• Replace all devices, doors, and covers before re-energizing equipment.
Preparation and Verification

1. Disconnect all sources supplying this equipment with power using approved lock-out, tag-out
procedures.
2. Confirm that power is off using properly rated devices before testing.
3. Verify that all ground bus bar splices and straps are solidly connected at the generator set and in
the service enclosure.
4. Verify that the main bonding jumper is installed between the generator set neutral bus and the
equipment grounding bus in the service enclosure.
5. Verify that the ground current transformer is installed on the main bonding jumper with line side
facing the equipment grounding bus.
6. Verify that there are no ground to neutral bonds on the line side of the main bonding jumper in
the service enclosure (towards generator set).
7. Temporarily remove the neutral disconnect link in the service enclosure to isolate the load side of
the neutral from the generator set source and the equipment grounding bus.
8. Measure and record the neutral-to-ground resistance to ensure that there are no connections on
the load side of the EGFP system. The resistance should be greater than 1 mega ohm. Accidental
or intentional grounding of the neutral anywhere else on the load side of the main bonding
jumper will desensitize the EGFP system or render it ineffective.
9. Reinstall the neutral disconnect link.
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// Page 4 of 7

Settings and Programming

1. Verify the following settings and logic in the MGC-3000 Series controller:
A. Aux CT 1set to “Ground Current”
B. Ground Current “Primary Amps” based on current
transformer used in application
C. Overcurrent Mode set to “IG”
A B
D. Overcurrent Source set to “Gen Bus”
E. Overcurrent Pickup set to “1.000” A (reduced for
testing)
F. Overcurrent Time Dial set to “1.0” (s)
G. Overcurrent Curve set to “F – Fixed Time”
H. Overcurrent Alarm Configuration based on
application:
i. Ground Fault Indication (GFI)  Pre-alarm
ii. Ground Fault Trip (GFIT)  Alarm
I. Verify logic is appropriate for application (i.e. C
breaker tripping, indication, data logging trigger,
etc…)
D
Ground fault protection pickup and time delay settings must E

be determined through means of a coordination study of
other protection devices and equipment in the power
system on a per-application basis. The fixed time, definite F
time, and all inverse time curves have been investigated for
ground fault protection. Do not use negative-sequence (46) G
or user programmable (P) curves.
NEC 230.95(C) stipulates that the maximum setting of the

EGFP system may not exceed 1200 amperes and a
maximum time delay of 1 second for fault currents equal to
or greater than 3000 amperes.
H
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// Page 5 of 7

Testing
1. Close the generator set circuit breaker.
2. Connect a high current injection unit by either method:
a. Across the main bonding jumper; or
b. By running a conductor through the ground current transformer.
FIGURE 2 FIGURE 3
HIGH CURRENT INJECTION HIGH CURRENT INJECTION
ACROSS MAIN BONDING JUMPER THROUGH CURRENT TRANSFORMER
HIGH HIGH
CURRENT CURRENT
INJECTION INJECTION
UNIT UNIT
3. Place the MGC-3000 series controller in ‘Auto’ mode.

4. Inject current in excess of the pickup threshold set in the MGC-3000 Series controller.
5. The MGC-3000 Series controller should:
a. Provide ground fault indication condition by text, audible alarm, and indicator light; or
b. Provide ground fault indication condition by text, audible alarm, and indicator light and
trip the circuit breaker by means of the shunt trip device [if trip is required and tripping
devices are present].
6. Reset the MGC-3000 Series controller.
7. Disconnect the high current injection unit.
8. Record the testing results in the EGFP System Test Record Table.
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// Page 6 of 7

EGFP System Test Record Table

Standort
Technician
Tested EGFP Settings

Ground Current
Overcurrent Time Dial
Transformer Ratio
Overcurrent Mode Overcurrent Curve
Overcurrent Source Alarm Configuration
Overcurrent Pickup
Test Results
Notes
Coordinated EGFP Settings

Ground Current
Overcurrent Time Dial
Transformer Ratio
Overcurrent Mode Overcurrent Curve
© MTU Onsite Energy. Subject to alteration due to technological advances. 2014-10

Overcurrent Source Alarm Configuration
Overcurrent Pickup
Notes
Signature Date
A copy of this table shall be retained by parties responsible for the building’s electrical installation and shall
be available to the authority having jurisdiction.
TIM-ID: 0000097094 - 001
MTU Onsite Energy


TIM-ID: 0000097094 - 001

7 Troubleshooting
7.1 Troubleshooting by symptoms
Engine-generator set does not start automatically / ATS will not transfer to
Emergency
Component Probable Cause Task
ATS Internal fault If applicable, check ATS wiring and run
ATS functional test, refer to the manu-
facturer's documentation of the ATS.
Timing cycle not complete Check "transfer to emergency" timer
setting, refer to the manufacturer's doc-
umentation of the ATS.
Engine Engine start wires not correctly termi- Check engine start connections
nated (→ Page 310).
Engine-generator set Power supply harness unplugged Plug in power supply harness.
Limit switch harness unplugged Plug in limit switch harness.
In OFF mode • Investigate why mode switch was set
to OFF.
• Switch to AUTO mode.
Engine-generator set Alarm status • If applicable, check alarm status on
control system the customer control panel and cor-
rect fault conditions, refer to the
manufacturer's documentation of the
customer control system.
• Check alarm status on Smart Con-
nect display and correct fault condi-
tions (→ Page 170).
• If applicable, check alarm status on
the controller and correct fault condi-
Engine-generator set does not stop automatically / ATS will not transfer to
Normal
ATS Internal fault If applicable, check ATS wiring and run
ATS functional test, refer to the manu-
facturer's documentation of the ATS.
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"Re-transfer to normal" timing cycle not Check "re-transfer to normal" timer set-
complete ting, refer to the manufacturer's docu-
mentation of the ATS.
Engine Engine start wires not correctly termi- Check engine start connections
nated (→ Page 310).
131345844E 2015-12 | Troubleshooting | 165

Engine-generator set In RUN mode Investigate why mode switch was set to
RUN.
Switch to OFF to stop manually, unless
there is a reason for not doing so.
Normal voltage or frequency not within Check utility and utility breakers.
parameters
Power supply harness unplugged Plug in power supply harness.
Limit switch harness unplugged Plug in limit switch harness.
Engine-generator set Internal fault Check control system.
control system Cool-down cycle Check control system.
Engine does not turn when starter is actuated

Starter battery Low or damaged Charge or replace.
Cable connections damaged, loose, or Check cable connections for secure
corroded seating.
Repair and clean, if necessary.
Engine starter Engine wiring to starter loose Check cable connections for secure
seating.
Starter damaged Contact Service.
Engine wiring Loose or damaged Check (→ Page 310).
Engine-generator set Secure seating of assemblies or connec- Check visually.
control system tors not provided Tighten, if necessary.
Alarm status • If applicable, check alarm status on
the customer control panel and cor-
rect fault conditions, refer to the
manufacturer's documentation of the
customer control system.
• Check alarm status on Smart Con-
nect display and correct fault condi-
• If applicable, check alarm status on
the controller and correct fault condi-
Blown fuse Replace blown fuse.
Engine governor Plug-in connections are loose Check plug-in connections (→ Page 312).
Damaged Contact Service.
Engine Running gear blocked (engine cannot be Check that factory-installed blocks are
barred manually) removed.
Contact Service.
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Engine turns but does not fire

Starter battery Low Charge or replace.
Engine starter Damaged Contact Service.
166 | Troubleshooting | 131345844E 2015-12

Fuel system Low fuel Fill fuel tank.
Not vented Vent fuel system (→ Page 285).
Fuel filter clogged Replace fuel filter (→ Page 286).
Engine governor Damaged Contact Service.
Engine fires unevenly

Fuel injection equip- Injector damaged Contact Service.
ment
Engine does not reach nominal speed

Fuel supply Fuel prefilter clogged If equipped with single or dual fuel/
water separator, replace filter element
(→ Page 289).
Low fuel Fill fuel tank.
Air supply Air filter clogged Check signal ring position of service in-
dicator (→ Page 293).
ment
Engine Overloaded Reduce load.
Contact Service.
Engine speed not steady

Generator Load fluctuation / imbalanced load Re-balance system loads.
Voltage regulator improperly calibrated Contact Service.
or damaged
TIM-ID: 0000058591 - 001
ment
Speed sensor Damaged Contact Service.
Fuel system Not vented Vent fuel system (→ Page 285).
Incorrect fuel Verify correct fuel and change, if neces-
sary, refer to Fluids and Lubricants
Specifications.

Charge-air temperature too high
Engine room Air intake temperature too high Check fans, air supply, ventilation ducts
and louvers.
Air intake and outlet louvers not open Open louvers.
Charge-air pressure too low

Exhaust turbocharger Damaged Contact Service.
Exhaust gas black

ment
Incorrect fuel Verify correct fuel and change, if neces-
sary, refer to Fluids and Lubricants
Specifications.
Engine Overloaded Reduce load.
Contact Service.
Exhaust gas blue

Engine oil Too much oil in engine Drain engine oil (→ Page 295).
Exhaust turbocharger, Damaged Contact Service.
cylinder head, piston
rings, cylinder liner
Exhaust gas white

Engine Not at operating temperature Run engine for 10 to 15 minutes with at
TIM-ID: 0000058591 - 001
least 30 % load to reach operating tem-

perature.
Fuel system Water in fuel If equipped with dual fuel/water separa-
tor, check differential pressure
(→ Page 287).
If equipped with single or dual fuel/
water separator, drain (→ Page 288).

No AC output voltage
Engine-generator set Voltmeter damaged Verify output with another meter.
control system Check meter fuses and meter, replace
meter fuses/meter, if necessary.
Blown fuses Check fuses and replace blown fuses.
Secure seating of assemblies or connec- Check visually.
tors not provided Tighten, if necessary.
Generator Regulator fuse blown or defective Check fuses and replace.
If voltage build-up causes fuse to blow,
contact Service.
Wiring loose or damaged Check (→ Page 314).
Diodes damaged Check rotating rectifier for damaged di-
odes.
Replace failed diodes.
Regulator damaged Contact Service.
Leakage
Coolant system Hoses, piping, or seals damaged Identify damaged component and re-
Fittings damaged or loose place.
Tighten fittings.
Fuel system Hoses, piping, or seals damaged Identify damaged component and re-
Tighten fittings.
Oil system Hoses, piping, or seals damaged Identify damaged component and re-
Tighten fittings.
Noise
Engine-generator set Varies Contact Service.
Vibration
Engine-generator set Varies Contact Service.
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7.2 Fault codes on Smart Connect display
Fault codes on Smart Connect display
The display on the Smart Connect module indicates the fault codes. The display shows four digits in one line
and represents:
• Engine fault codes
• Smart Connect internal fault codes
The fault codes are displayed in a "ticker mode", i.e. each fault code is displayed for one second and is then
followed by the next fault code. After all currently active fault codes were displayed once, the display shows
a line "----" for one second and starts to display again all current fault codes from the beginning. If no alarm is
currently active, the line "----" is displayed constantly.
The engine fault code are generated by the engine governor and transmitted to the Smart Connect via CAN1
bus.
If the Smart Connect module fails to detect an engine governor on CAN1 bus (e.g. because the cable is not
connected), an internal fault code is displayed. The internal fault code consists of 4 digits: a leading "F", fol-
lowed by 3 numerical digits.
An overview of the fault codes on the Smart Connect display is shown in (→ Table 3).
Displayed fault code Description
if engine governor is not detect- if engine governor is detected
ed
F000 No engine governor is detected on
CAN1 bus.
F050 0696 A fault at the USB interface of the
Smart Connect has occurred.
F051 0697 A fault at the RS485 interface of
the Smart Connect has occurred.
0001 to 0999 Engine fault code as listed in the
fault codes list (→ Page 230).
Table 3: Smart Connect – Displayed fault codes
MTU engine fault codes

For a detailed description of the MTU engine fault codes, refer to the fault codes list which shows possible
fault codes in numerical order(→ Page 230).
In the list, each fault description is built of the following parts:
• Fault code (fault number) and fault text
• Setting parameter number (ZKP number, relevant for Service only)
• Limit value (optional)
• Cause
• Corrective action
TIM-ID: 0000032888 - 004

7.3 Fault Codes and Events on MGC Series Panels
7.3.1 Recording of fault codes on MGC Series digital control panels
The MGC Series digital control panels (referred to as the controller) monitor signals, detect status, and re-
ceive reports from all over the engine-generator set.
There are two types of messages:
• Messages created by the controller (controller events)
• Messages created in the engine governor originally and sent to the controller (MTU engine fault codes)
MGC Series events

System events to be recorded are alarms, pre-alarms (warnings), and status messages. Depending on de-
fined thresholds (limits), an event is classified as alarm or pre-alarm.
A pre-alarm may not require any action if the settings return to normal ranges.
Event log
An event log retains history of system events in nonvolatile memory.
30 event records are retained and each record contains a time stamp of the first and last event occurrence.
The record also contains the number of occurrences for each event. In addition, each record contains details
of the time, date, and engine hours for the most recent 30 occurrences of the event. The number of occur-
rences stops incrementing at 99.
If an event occurs which is of a type that differs from those in the 30 records in memory, the record that has
the oldest "last" event occurrence is removed from the log. The new category takes its place. Since 30 event
records with up to 99 occurrences each are retained in memory, a history of nearly 3,000 specific events is
retained in the controller.
Detailed occurrence information is retained for the most recent 30 occurrences of each event record, and
there are 30 event records; thus the time, date, and engine hours details for up to 900 specific event occur-
rences are retained in the event log.
How to access the event log

The event log can be accessed in two ways:
• Use the control panel communication software to view and/or download the event log: Use the Metering
Explorer, and select "Event log" to get a list of all recently occurred events.
• Navigate in the front panel display to Metering → Alarms-Status → Event Log.
1. Use the up-/down-arrow buttons to highlight an event.
2. Press the right-arrow button to view the summary of that event record.
The summary contains the description of the event, date, time, and engine hours of the first occur-
rence of the event, along with date, time, and engine hours of the most recent occurrence of the
event.
3. Press the down-arrow button until DETAILS is highlighted and then press the right-arrow button to
view details of specific event occurrences.
4. The occurrence number can be changed by pressing the Edit button, up-/down-arrow buttons to se-
TIM-ID: 0000056401 - 001
lect the number, and pressing the Edit button again to exit.
List of events in alphabetical order

The event list shows possible events in alphabetical order (→ Page 173).
In the list, each event description is built of the following parts:
131345844E 2015-12 | Fault Codes and Events on MGC Series Panels | 171
• Short display text
• Long display text
• Event type and fault result
• Appearance in the event log
• Cause
Note: The letter "x" in some texts is a placeholder for a number between 1 and a maximum value. The sec-
tion "Cause" of each concerned event description contains that maximum value, e.g. "8" in the term
"x = 1 to 8".
MTU engine fault codes

The controller displays the active MTU engine fault codes issued by the engine governor. Each fault code
appears on the controller display with fault number and short fault text.
If the controller does not have descriptive information about a fault code that was received from the engine
governor, the fault text displays "NO TEXT AVAILABLE".
How to access the fault codes list

MTU engine fault codes can be accessed in two ways:
• Use the control panel communication software to view and/or download the MTU fault codes list: Use the
Metering Explorer to expand the "MTU" tree.
• Navigate in the front panel display to Metering → Alarms-Status → MTU Fault Codes
List of MTU engine fault codes in numerical order

The MTU fault codes list shows possible fault codes in numerical order (→ Page 230).
In the list, each fault description is built of the following parts:
• Fault code (fault number) and fault text
• Setting parameter number (ZKP number, relevant for Service only)
• Limit value (optional)
• Cause
Limit values 1 and 2 are designated differently on the controller display and in the MTU fault codes list:
• For limit value 1 – "L1" on the controller, "HI" for high and "LO" for low in the MTU fault codes list
• For limit value 2 – "L2" on the controller, "HIHI" for very high and "LOLO" for very low in the MTU fault
codes list
Detailed information
For a detailed description of the communication software, contact your local distributor or dealer.
For a detailed description of the controller display operations, refer to (→ Page 76).
General note
In the description of fault codes and messages, the terms "sender" and "sensor" are used as synonyms.
TIM-ID: 0000056401 - 001
172 | Fault Codes and Events on MGC Series Panels | 131345844E 2015-12
7.3.2 List of fault codes on MGC Series digital control panels in alphabetical order
27-1 UNDVOLT TRP
27-1 Undervoltage trip
Pre-Alarm
Appearance in event log: 27-1 UNDVOLT TRP P
Cause Corrective action
Generator voltage is lower than 1. Check generator wiring (→ Page 314).
the 27-1 Undervoltage limit in at 2. Check machine configuration (refer to spec sheet).
least one phase, and 27-1 3. Check generator voltage regulator.
Undervoltage element has been 4. Check load for faults that could cause low voltage conditions.
configured as pre-alarm.
27-1 UNDVOLT TRP

Alarm – causes machine shutdown
Appearance in event log: 27-1 UNDVOLT TRP A
configured as alarm.
27-2 UNDVOLT TRP

Pre-Alarm
Appearance in event log: 27-2 UNDVOLT TRP P
configured as pre‑alarm.
27-2 UNDVOLT TRP

TIM-ID: 0000056402 - 001

Appearance in event log: 27-2 UNDVOLT TRP A
32 RVS PWR TRP
32 Reverse power protection trip
Pre-Alarm
Appearance in event log: 32 RVS PWR TRP P
Generator is absorbing power at a 1. Check the polarity of all potential transformers and current
level higher than the 32 Reverse transformers used on the machine.
power protection limit, and 32 2. Check load sharing circuitry and components, and verify all
Reverse power protection element machines in a load share system correctly receive generator
has been configured as pre‑alarm. breaker status.
3. If the machine is paralleled to the utility, make sure the Parallel to
Mains Logic element is driven correctly.
32 RVS PWR TRP

32 Reverse power protection trip
Appearance in event log: 32 RVS PWR TRP A
Generator is absorbing power at a 1. Check the polarity of all potential transformers and current
level higher than the 32 Reverse transformers used on the machine.
power protection limit, and 32 2. Check load sharing circuitry and components, and verify all
Reverse power protection element machines in a load share system correctly receive generator
has been configured as alarm. breaker status.
3. If the machine is paralleled to the utility, make sure the Parallel to
Mains Logic element is driven correctly.
40 EXC LOSS TRP

40 Loss of excitation (reverse VAr) protection trip
Pre-Alarm
Appearance in event log: 40 EXC LOSS TRP P
Generator is absorbing power at a 1. Check the system wiring and the system voltage regulator.
level higher than the 40 Loss of 2. Verify the voltage regulator is in droop or cross-current mode for
excitation protection limit, and 40 VAr sharing on island systems.
Loss of excitation protection 3. Verify all the contact inputs to the voltage regulator are correctly
element has been configured as received.
pre‑alarm. 4. Check the voltage regulator settings and programming.
TIM-ID: 0000056402 - 001
40 EXC LOSS TRP
40 Loss of excitation (reverse VAr) protection trip
Appearance in event log: 40 EXC LOSS TRP A
Generator is absorbing power at a 1. Check the system wiring and the system voltage regulator.
level higher than the 40 Loss of 2. Verify the voltage regulator is in droop or crosscurrent mode for
excitation protection limit, and 40 VAr sharing on island systems.
Loss of excitation protection 3. Verify all the contact inputs to the voltage regulator are correctly
element has been configured as received.
alarm. 4. Check the voltage regulator settings and programming.
47 PHS IMBAL TRP

47 Phase imbalance protection trip
Pre-Alarm
Appearance in event log: 47 PHS IMBAL TRP P
Generator in generator line to line 1. Check generator wiring (→ Page 314).
voltages between phases is 2. Check load for the cause of phase imbalance.
greater than the 47 Phase Loss of one leg of the wiring from machine to load could cause this
imbalance protection limit, and 47 situation.
Phase imbalance protection
element has been configured as
pre‑alarm.
47 PHS IMBAL TRP

47 Phase imbalance protection trip
Appearance in event log: 47 PHS IMBAL TRP A
Generator in generator line to line 1. Check generator wiring (→ Page 314).
voltages between phases is 2. Check load for the cause of phase imbalance.
greater than the 47 Phase Loss of one leg of the wiring from machine to load could cause this
imbalance protection limit, and 47 situation.
Phase imbalance protection
element has been configured as
alarm.
TIM-ID: 0000056402 - 001
51-1 OVRCURR TRP
51-1 Overcurrent protection trip
Pre-Alarm
Appearance in event log: 51-1 OVRCURR TRP P
Generator current is higher than 1. Check generator wiring (→ Page 314).
the 51-1 overcurrent limit in at 2. Check machine configuration (refer to spec sheet).
least one phase, and 51-1 3. Check load sharing devices in multiple generator applications.
overcurrent element has been 4. Check load for source of overcurrent condition.
51-1 OVRCURR TRP

Appearance in event log: 51-1 OVRCURR TRP A
the 51-1 Overcurrent limit in at 2. Check machine configuration (refer to spec sheet).
Overcurrent element has been 4. Check load for source of overcurrent condition.
51-2 OVRCURR TRP

Pre-Alarm
Appearance in event log: 51-2 OVRCURR TRP P
51-2 OVRCURR TRP

TIM-ID: 0000056402 - 001
Appearance in event log: 51-2 OVRCURR TRP A

59-1 OVRVOLT TRP
59-1 Overvoltage trip
Pre-Alarm
Appearance in event log: 59-1 OVERVOLT TRP P
Generator voltage is higher than 1. Check generator wiring (→ Page 314).
the 59-1 Overvoltage limit in at 2. Check machine configuration (refer to spec sheet).
Overvoltage element has been 4. Check load for faults that could cause high voltage conditions.
59-1 OVRVOLT TRP

Appearance in event log: 59-1 OVERVOLT TRP A
59-2 OVRVOLT TRP

Pre-Alarm
Appearance in event log: 59-2 OVERVOLT TRP P
59-2 OVRVOLT TRP

TIM-ID: 0000056402 - 001
Appearance in event log: 59-2 OVERVOLT TRP A

78 VECTOR SHIFT TRIP
78 Vector shift protection trip
Pre-Alarm
Appearance in event log: 78 VECTOR SHIFT TRIP P
A phase shift in the generator 1. Check vector shift setting.
voltage is detected (this often 2. Check mains voltage.
occurs when the grid is lost), and 3. Check engine governor.
78 Vector shift element has been
78 VECTOR SHIFT TRIP

78 Vector shift protection trip
Appearance in event log: 78 VECTOR SHIFT TRIP A
A phase shift in the generator 1. Check vector shift setting.
voltage is detected (this often 2. Check mains voltage.
occurs when the grid is lost), and 3. Check engine governor.
78 Vector shift element has been
81 ROC DF/DT TRIP

81 Rate of change of frequency protection trip
Pre-Alarm
Appearance in event log: 81ROC DF/DT TRIP P
A sudden change of load occurs, 1. Check ROCOF setting.
the pickup setting is reached and 2. Check engine governor.
the activation delay has expired,
and 81 ROC DF/DT has been
81 ROC DF/DT TRIP

81 Rate of change of frequency protection trip
TIM-ID: 0000056402 - 001
Appearance in event log: 81 ROC DF/DT TRIP P A

A sudden change of load occurs, 1. Check ROCOF setting.
the pickup setting is reached and 2. Check engine governor.
the activation delay has expired,
and 81 ROC DF/DT has been
81O OVRFREQ TRP
81-O Overfrequency trip
Pre-Alarm
Appearance in event log: 81O OVRFREQ TRP P
Generator frequency is higher 1. Check the rated frequency setting.
than the 81-O Overfrequency 2. Check speed bias into the engine governor.
limit, and 81-O Overfrequency 3. Check engine governor.
element has been configured as 4. Check any load sharing devices in multiple generator applications.
pre‑alarm.
81O OVRFREQ TRP

81-O Overfrequency trip
Appearance in event log: 81O OVRFREQ TRP A
Generator frequency is higher 1. Check the rated frequency setting.
than the 81-O Overfrequency 2. Check speed bias into the engine governor.
limit, and 81-O Overfrequency 3. Check engine governor.
alarm.
81U UNDFREQ TRP

81-U Underfrequency trip
Pre-Alarm
Appearance in event log: 81U UNDFREQ TRP P
Generator frequency is lower than 1. Check the rated frequency setting.
the 81-U Underfrequency limit, 2. Check speed bias into the engine governor.
and 81-U Underfrequency 3. Check engine governor.
pre‑alarm
81U UNDFREQ TRP

81-U Underfrequency trip
TIM-ID: 0000056402 - 001
Appearance in event log: 81U UNDFREQ TRP A

Generator frequency is lower than 1. Check the rated frequency setting.
the 81-U Underfrequency limit, 2. Check speed bias into the engine governor.
and 81-U Underfrequency 3. Check engine governor.
alarm.
AEM COMM FAIL
Analog Expansion Module communications failure
Pre-Alarm
Appearance in event log: AEM COMM FAIL P
Analog Expansion Module (AEM) 1. Check that the AEM is powered when communication is expected.
communications failure 2. Check CAN bus wiring from AEM to the controller-2020.
3. Check that a 120 Ω termination resistors (one on each end if the
main wire, two total) are in place.
AEM OUTx OUT RNG

Analog Expansion Module output x is out of range
Status
Programmable string; default appearance in event log: AEM OUTx OUT RNG
Status indication on the front 1. Check the parameter which drives the analog output, and verify
panel, and control panel that the parameter is within its valid range.
communication software for 2. Check that the range used in mapping the parameter range to the
Analog Expansion Module (AEM) analog output range is correct.
output x (x = 1 to 4) is out of
range.
AEM OUTx OUT RNG

Pre-Alarm
Programmable string; default appearance in event log: AEM OUTx OUT RNG P
Analog Expansion Module (AEM) 1. Check the parameter which drives the analog output, and verify
output x (x = 1 to 4) is out of that the parameter is within its valid range.
range. 2. Check that the range used in mapping the parameter range to the
analog output range is correct.
AEM OUTx OUT RNG

Programmable string; default appearance in event log: AEM OUTx OUT RNG A
TIM-ID: 0000056402 - 001

Analog Expansion Module (AEM) 1. Check the parameter which drives the analog output, and verify
output x (x = 1 to 4) is out of that the parameter is within its valid range.
range. 2. Check that the range used in mapping the parameter range to the
analog output range is correct.
AL ECU FAULTY
Engine Control Unit is faulty
Pre-Alarm
Appearance in event log: AL ECU FAULTY P
The engine governor is faulty and 1. Check that engine governor power is good (→ Page 312).
sent the pre‑alarm to the 2. Check for other engine governor related pre‑alarms, status and
controller. MTU fault codes (→ Page 230).
3. Contact Service, if necessary.
ALG IN x O1
Analog input x over limit 1
Status
Programmable string; default appearance in event log: ALG IN x_O1
Status indication on the front 1. Check the external device which drives the analog input and
panel, and control panel caused the limit to be exceeded.
communication software for 2. Take any necessary action.
analog input x (x = 1 to 8) is over
limit 1.
ALG IN x O1
Pre-Alarm
Programmable string; default appearance in event log: ALG IN x_O1 P
Analog input x (x = 1 to 8) over 1. Check the external device which drives the analog input and
limit 1 has been programmed as a caused the limit to be exceeded.
pre‑alarm, and limit 1 has been 2. Take any necessary action.
exceeded.
ALG IN x O1
Programmable string; default appearance in event log: ALG IN x_O1 A
TIM-ID: 0000056402 - 001
limit 1 has been programmed as caused the limit to be exceeded.
an alarm, and limit 1 has been 2. Take any necessary action.
exceeded.
ALG IN x O2
Status
Programmable string; default appearance in event log: ALG IN x_O2
Status indication on the front 1. Check the external device which drives the analog input and
analog input x (x = 1 to 8) is over
limit 2.
ALG IN x O2
Pre-Alarm
Programmable string; default appearance in event log: ALG IN x_O2 P
limit 2 has been programmed as a caused the limit to be exceeded.
pre‑alarm, and limit 2 has been 2. Take any necessary action.
exceeded.
ALG IN x O2
Programmable string; default appearance in event log: ALG IN x_O2 A
limit 2 has been programmed as caused the limit to be exceeded.
an alarm, and limit 2 has been 2. Take any necessary action.
exceeded.
ALG IN x OOR
Analog input x out of range
Status
Programmable string; default appearance in event log: ALG IN x_OOR
TIM-ID: 0000056402 - 001
Status indication on the front 1. Check the external device which drives the analog input and went
panel, and control panel outside the valid range.
analog input x (x = 1 to 8) is out of 3. Verify the range programmed for the external device is correct for
range. the application.
ALG IN x OOR
Pre-Alarm
Programmable string; default appearance in event log: ALG IN x_OOR P
Analog input x (x = 1 to 8) out of 1. Check the external device which drives the analog input and went
range has been programmed as a outside the valid range.
pre‑alarm, and the input is outside 2. Take any necessary action.
the valid range. 3. Verify the range programmed for the external device is correct for
the application.
ALG IN x OOR
Programmable string; default appearance in event log: ALG IN x_OOR A
Analog input x (x = 1 to 8) out of 1. Check the external device which drives the analog input and went
range has been programmed as outside the valid range.
an alarm, and the input is less 2. Take any necessary action.
than the limit. 3. Verify the range programmed for the external device is correct for
the application.
ALG IN x U1
Analog input x under limit 1
Status
Programmable string; default appearance in event log: ALG IN x_U1
panel, and control panel below the underlimit setting.
analog input x (x = 1 to 8) is under
limit 1.
ALG IN x U1
Pre-Alarm
TIM-ID: 0000056402 - 001
Programmable string; default appearance in event log: ALG IN x_U1 P

Analog input x (x = 1 to 8) under 1. Check the external device which drives the analog input and went
limit 1 has been programmed as a below the underlimit setting.
pre‑alarm, and the input is less 2. Take any necessary action.
than limit 1.
ALG IN x U1
Programmable string; default appearance in event log: ALG IN x_U1 A
limit 1 has been programmed as below the underlimit setting.
than limit 1.
ALG IN x U2
Status
Programmable string; default appearance in event log: ALG IN x_U2
analog input x (x = 1 to 8) is under
limit 2.
ALG IN x U2
Pre-Alarm
Programmable string; default appearance in event log: ALG IN x_U2 P
limit 2 has been programmed as a below the underlimit setting.
pre‑alarm, and the input is less 2. Take any necessary action.
than limit 2.
ALG IN x U2
Programmable string; default appearance in event log: ALG IN x_U2 A
TIM-ID: 0000056402 - 001
limit 2 has been programmed as below the underlimit setting.
than limit 2.
ALT WIRE TMP HI
Alternator wiring temperature too high
Pre-Alarm
Appearance in event log: ALT WIRE TMP HI P
The engine governor has 1. Check the alternator temperature.
determined the alternator wiring 2. Check alternator cooling devices for proper operation.
temperature is too high and sent 3. Check for engine governor related pre‑alarms, status, and MTU
the pre‑alarm to the controller. fault codes (→ Page 230).
ATS INPUT CLOSED

ATS input closed
Status
Appearance in event log: ATS INPUT CLOSED
The contact used for the u (none)
Automatic Transfer Switch (ATS)
input has closed.
AUTO RESTART
Automatic restart in progress
Status
Appearance in event log: AUTO RESTART
Automatic restart in progress u (none)
AUTO RESTART FAIL

Automatic restart failure
Appearance in event log: AUTO RESTART FAIL A
The automatic restart feature is 1. Check the alarm list and the event log to find what alarms are
enabled. The controller cleared preventing the unit from restarting.
the generator faults and tried to 2. Correct the conditions indicated by those alarms.
TIM-ID: 0000056402 - 001
restart the programmed number

of times, but could not restart.
Most likely there are other alarms
active at the same time.
BATT CHRG FAIL
Battery charger failure
Pre-Alarm
Appearance in event log: BATT CHRG FAIL P
The contact input to which the u Check the battery charger and battery charger fail detection
battery charger failure devices and wiring.
programmable function has been
assigned has been turned on, and
battery charger failure has been
BATT CHRG FAIL

Battery charger failure
Appearance in event log: BATT CHRG FAIL A
The contact input to which the u Check the battery charger and battery charger fail detection
battery charger failure devices and wiring.
programmable function has been
assigned has been turned on, and
battery charger failure has been
BATT OVERVOLT
Battery overvoltage
Pre-Alarm
Appearance in event log: BATT OVERVOLT P
The battery voltage is above the 1. Check the battery charging circuit and correct any conditions
limit set for the battery which could cause overcharging.
overvoltage pre‑alarm. 2. Check the battery voltage level setting for rated battery voltage in
the controller and ensure it matches a range appropriate for the
nominal battery voltage.
BATTLE OVERRIDE
Battle override
TIM-ID: 0000056402 - 001
Pre-Alarm
Appearance in event log: BATTLE OVERRIDE P
Battle override (shutdown u Remove the battle override to resume normal operation of engine
override) – all engine and and generator protection.
generator protection is bypassed.
CEM COMM FAIL
Contact Expansion Module (CEM) communications failure
Pre-Alarm
Appearance in event log: CEM COMM FAIL P
Contact Expansion Module (CEM) 1. Check that the CEM is powered when communication is expected.
communications failure 2. Check CAN bus wiring from CEM to controller.
CEM HW MISMATCH
CEM hardware mismatch
Pre-Alarm
Appearance in event log: CEM HW MISMATCH P
The number of outputs on the 1. Check the number of outputs on the CEM.
Contact Expansion Module (CEM) 2. Correct the setting for the number of CEM outputs.
communicating with the controller
does not match the number of
CEM outputs programmed as a
setting in the controller.
CHECKSUM FAIL
Checksum failure
Pre-Alarm
Appearance in event log: CHECKSUM FAIL P
The controller has detected a 1. Push the RESET button on the front panel, or power cycle the
checksum error in internal controller.
memory. 2. If the pre‑alarm occurs each time the controller is powered up,
This can happen after flashing contact Service.
new firmware and/or language
files into a controller, for example.
COMBINED RED
Combined RED alarm
Pre-Alarm; however, the engine governor may shut down the engine
TIM-ID: 0000056402 - 001
Appearance in event log: COMBINED RED P

The engine governor has 1. Check the alarm and pre‑alarm lists, as well as the MTU fault codes
determined that at least one to find what caused the combined red alarm.
alarm is active in the engine. 2. Perform the corrective actions for the items that are causes of the
combined red alarm.
3. Consult MTU documentation for additional procedures to diagnose
the causes of engine-related issues.
COMBINED YELLOW
Combined YELLOW warning
Appearance in event log: COMBINED YELLOW P
The engine governor has 1. Check the alarm and pre-alarm lists, as well as the MTU fault codes
determined that at least one to find what caused the combined yellow alarm.
warning or pre‑alarm is active in 2. Perform the corrective actions for the items that are causes of the
the engine. combined yellow alarm.
CONF PROT x
Configurable protection element x
Status
Programmable string; default appearance in event log: CONF PROT x
Status indication on the front u Check the parameter which caused the limit to be exceeded, and
panel, and control panel take any necessary action.
communication software for
configurable protection element x
(x = 1 to 8) is out of programmed
range.
CONF PROT x
Pre-Alarm
Programmable string; default appearance in event log: CONF PROT x P
Configurable Protection element x 1. Check the parameter which caused the limit to be exceeded.
(x = 1 to 8) has been programmed 2. Take any necessary action.
as a pre‑alarm, and the
programmed range has been
exceeded.
CONF PROT x
TIM-ID: 0000056402 - 001

Programmable string; default appearance in event log: CONF PROT x A
Configurable Protection element x 1. Check the parameter which caused the limit to be exceeded.
(x = 1 to 8) has been programmed 2. Take any necessary action.
as a pre‑alarm, and the
programmed range has been
exceeded.
CONFIG ELEMENT x
Configurable element x
Pre-Alarm
Programmable string; default appearance in event log: CONF ELEMENT x P
Configurable element x 1. Check the logic in the PLC logic which is driving the input of the
(x = 1 to 8) has been programmed configurable element.
as a pre‑alarm, and the input to 2. Take any necessary corrective action.
the element in the PLC logic is
true.
CONFIG ELEMENT x
Configurable element x
Programmable string; default appearance in event log: CONF ELEMENT x A
Configurable element x 1. Check the logic in the PLC logic which is driving the input of the
(x = 1 to 8) has been programmed configurable element.
as an alarm, and the input to the 2. Take any necessary corrective action.
element in the PLC logic is true.
COOL LVL SNDR FL

Coolant level sender fail
Appearance in event log: COOL LVL SNDR FL A
The coolant level sender has u Check coolant level sender and replace, if necessary.
failed.
COOL SNDR FAIL

Coolant temperature sender fail
Status
Appearance in event log: COOL SNDR FAIL
The input from the sender is u Check the sender, the sender wiring, and the sender common
TIM-ID: 0000056402 - 001
outside the valid range for the wiring from the engine block to the controller.
device.
COOL SNDR FAIL
Pre-Alarm
Appearance in event log: COOL SNDR FAIL P
device, and the coolant
temperature sender fail is
COOL SNDR FAIL

Appearance in event log: COOL SNDR FAIL A
device, and the coolant
temperature sender fail is
DEMAND START
Demand Start request
Status
Appearance in event log: DEMAND START
An automatic machine start due u (none)
to system demand has occurred.
DEMAND STOP
Demand Stop request
Status
Appearance in event log: DEMAND STOP
TIM-ID: 0000056402 - 001
An automatic machine stop due to u (none)

system demand has occurred.
MGC HEARTBEAT FAIL
MGC heartbeat failure
Pre-Alarm
Appearance in event log: MGC HEARTBEAT FAIL P
An I/O module has lost the 1. Verify all CAN bus communications cables are in place, properly
heartbeat from the controller. wired, and properly terminated.
2. Check that the I/O modules that are present in the system are
enabled in the controller Settings.
3. Check the I/O modules to be sure they are powered up and
functioning.
DIAG TRBL CODE

Diagnostic trouble codes
Pre-Alarm
Appearance in event log: DIAG TRBL CODE P
Diagnostic trouble codes have 1. Check the meaning of the reported diagnostic codes in the engine
been received from the engine documentation, or contact Service.
governor. 2. Remedy the issues reported by the diagnostic codes.
DIAL OUT FAILED

Modem dial out Failure
Status
Appearance in event log: DIAL OUT FAILED
Modem dial out has failed. 1. Check phone lines and phone connection.
2. Verify dial out phone numbers are correct.
3. Check that the pager ID is correct.
DIAL OUT SUCCESS

Modem dial out success
Status
Appearance in event log: DIAL OUT SUCCESS
TIM-ID: 0000056402 - 001
Modem dial out has successfully 1. Check phone lines and phone connection.
accomplished. 2. Verify dial out phone numbers are correct.
3. Check that the pager ID is correct.
ECU SHUTDOWN
Shutdown by ECU
Alarm – causes machine shutdown, but presumably, it has shut down due to an unknown cause before this is
announced
Appearance in event log: ECU SHUTDOWN A
The engine stopped, but the u Check the engine governor for data indicating the cause of the
controller did not knowingly cause shutdown.
the stop. The assumed source of
the stop is the engine governor,
so, an engine governor shutdown
alarm is announced.
EMERGENCY STOP
Emergency stop
Appearance in event log: EMERGENCY STOP A
The emergency stop input has 1. Release the EMERGENCY STOP button.
opened. 2. If the alarm will not clear when the OFF button is pressed, check
the wiring of the emergency stop circuit and verify that when the
switch is not pushed or closed, there is a short circuit between
terminals 46 and 47. There should be an open circuit between
terminals 46 and 47 when the EMERGENCY STOP switch is pushed
or is open.
ENG KW OVRLD-1
Engine kW overload 1
Pre-Alarm
Appearance in event log: ENG KW OVRLD-1 P
The kW output of the generator is 1. Check generator wiring, machine configuration, load sharing
above the limit for the kW devices in multiple generator applications and the load.
overload 1 protection element. 2. Shed some load, if necessary.
ENG KW OVRLD-2
TIM-ID: 0000056402 - 001
Pre-Alarm
ENG KW OVRLD-3
Pre-Alarm
ENGINE RUNNING
Engine running
Status
Appearance in event log: ENGINE RUNNING
The engine governor has u (none)
determined the engine is running
and sends the status to the
controller.
FUEL LEAK 1
Fuel leak 1
Pre-Alarm
Appearance in event log: FUEL LEAK 1
The engine governor has sent a 1. Check the fuel tanks and fuel lines for leakage.
FUEL LEAK 1 indication to the 2. Check the fuel leak detect sensor, and verify if fuel is actually
controller. present on the sensor.
FUEL LEAK 2
Fuel leak 2
Pre-Alarm
Appearance in event log: FUEL LEAK 2
The engine governor has sent a 1. Check the fuel tanks and fuel lines for leakage.
FUEL LEAK 2 indication to the 2. Check the fuel leak detect sensor, and verify if fuel is actually
TIM-ID: 0000056402 - 001
controller. present on the sensor.
FUEL LEAK DETECT
Fuel leak detect
Pre-Alarm
Appearance in event log: FUEL LEAK DETECT P
The contact input to which the 1. Check the fuel tanks and fuel lines for leakage.
fuel leak detect programmable 2. Check the fuel leak detect sensor, and verify if fuel is actually
function has been assigned has present on the sensor.
been turned on, and fuel leak
detect has been configured as a
pre‑alarm.
FUEL LEAK DETECT

Fuel leak detect
Appearance in event log: FUEL LEAK DETECT A
The contact input to which the 1. Check the fuel tanks and fuel lines for leakage.
fuel leak detect programmable 2. Check the fuel leak detect sensor, and verify if fuel is actually
function has been assigned has present on the sensor.
been turned on, and fuel leak
detect has been configured as
alarm.
FUEL LEVL SENDR

Fuel level sender fail
Pre-Alarm
Appearance in event log: FUEL LEVL SENDR P
device, and the fuel level sender
fail is configured as pre‑alarm.
FUEL LEVL SENDR

TIM-ID: 0000056402 - 001
Appearance in event log: FUEL LEVL SENDR A

device and the fuel level sender
fail is configured as alarm.
FUEL LEVL SENDR FAIL
Status
Appearance in event log: FUEL LEVL SENDR
device.
GEN TEST LOADED

Generator exerciser test with load
Status
Appearance in event log: GEN TEST LOADED
The generator exerciser has u (none)
started a test run session with the
breaker closed.
GEN TEST UNLOADED

Generator exerciser test without load
Status
Appearance in event log: GEN TEST UNLOADED
The generator exerciser has u (none)
started a test run session with the
breaker open.
GLBL SNDR FAIL

Global sender fail
Appearance in event log: GLBL SNDR FAIL A
A sender has failed, and the 1. Consult the alarms status to determine which sender has failed.
sender fail detection for the failed 2. Check the sender, the sender wiring, and the sender common
sender is configured as alarm. wiring from the engine block to the controller.
TIM-ID: 0000056402 - 001
GN BKR CL FL
Generator breaker close failure
Pre-Alarm
Appearance in event log: GN BKR CL FL P
The controller has issued a 1. This is a latched pre‑alarm and can be cleared only by pushing the
breaker close output, but the RESET button on the front of the controller or putting the machine
breaker status has not reported into OFF mode.
the breaker closed within the time 2. Check the wiring from the controller to the breaker.
allowed by the Breaker Close Wait 3. Verify the controller is receiving correct open-closed status from
time. the breaker.
4. Verify the breaker is receiving open and close commands from the
controller.
5. If pulsed breaker commands are employed, make sure the pulse is
long enough for the breaker to change states. Consider
lengthening the Breaker Close Wait time.
GN BKR OP FL
Generator breaker open failure
Pre-Alarm
Appearance in event log: GN BKR OP FL P
breaker open output, but the RESET button on the front of the controller or putting the machine
the breaker open within the time 2. Check the wiring from the controller to the breaker.
time. the breaker.
controller.
GN BKR SYN FL
Generator breaker synchronization failure
Pre-Alarm
Appearance in event log: GN BKR SYN FL P
TIM-ID: 0000056402 - 001
The Synchronizer Fail Activation 1. This is a latched pre‑alarm and can be cleared only by pushing the
Delay timer expired while the RESET button on the front of the controller or putting the machine
generator was trying to into OFF mode.
synchronizer and close the 2. Check the wiring from the controller to the breaker.
generator breaker. 3. Verify the controller is receiving correct open-closed status from
the breaker.
4. Consider lengthening the Synchronizer Fail Activation Delay.
5. Check speed controller tuning, re-tune to make it more aggressive,
if possible.
HI COOLANT TMP
Pre-Alarm
Appearance in event log: HI COOLANT TMP P
The engine coolant temperature is 1. Check engine thermostat.
above the limit set for the high 2. Check engine coolant level.
coolant temperature pre‑alarm. 3. Check that coolant pump is operating properly.
4. Check radiator and coolant passages for obstructions.
HI COOLANT TMP
Appearance in event log: HI COOLANT TMP A
The engine coolant temperature is 1. Check engine thermostat.
above the limit set for the High 2. Check engine coolant level.
coolant temperature alarm. 3. Check that coolant pump is operating properly.
4. Check radiator and coolant passages for obstructions.
HI DAY TANK LEVEL

High day tank level
Pre-Alarm
Appearance in event log: HI DAY TANK LEVEL P
The engine governor has 1. Check the level in the day tank.
determined the fuel level in the 2. Check the wiring to the level sender in the day tank, and check the
day tank is too high and sent the sender itself.
pre‑alarm to the controller. 3. Verify tank filling devices turn off when the tank is filled to the
proper level.
4. Check for engine governor related pre‑alarms, status, and MTU
fault codes.
HI ECU VOLTS
High ECU supply voltage
Pre-Alarm
TIM-ID: 0000056402 - 001
Appearance in event log: HI_ECU_VOLTS P

The engine governor has 1. Check batteries and generator.
determined its supply voltage is 2. Check for engine governor related pre‑alarms, status, and MTU
high and sent the pre‑alarm to the fault codes.
controller. 3. Contact Service, if necessary.
HI EXHAUST A T
High exhaust gas temperature on side A
Pre-Alarm
Appearance in event log: HI EXHAUST A T P
The engine governor has 1. Reduce power.
determined the side A exhaust 2. Check for engine governor related pre‑alarms, status, and MTU
gas temperature is too high and fault codes.
sent the pre‑alarm to the 3. Contact Service, if necessary.
controller.
HI EXHAUST B T
High exhaust gas temperature on side B
Pre-Alarm
Appearance in event log: HI EXHAUST B T P
The engine governor has 1. Reduce power.
determined the side B exhaust 2. Check for engine governor related pre‑alarms, status, and MTU
gas temperature is too high and fault codes.
sent the pre‑alarm to the 3. Contact Service, if necessary.
controller.
HI PRESSURE IN 1
High pressure input 1
Pre-Alarm
Appearance in event log: HI PRESSURE IN 1 P
The engine governor has 1. Check the pressure at the input.
determined the pressure at input 2. Check the pump.
1 is too high and sent the 3. Check the passages for leaks or restrictions.
pre‑alarm to the controller. 4. Check for engine governor related pre‑alarms, status, and MTU
fault codes.
HI PRESSURE IN 2
High pressure input 2
Pre-Alarm
TIM-ID: 0000056402 - 001
Appearance in event log: HI PRESSURE IN 2 P

The engine governor has 1. Check the pressure at the input.
determined the pressure at input 2. Check the pump.
2 is too high and sent the 3. Check the passages for leaks or restrictions.
pre‑alarm to the controller. 4. Check for engine governor related pre‑alarms, status, and MTU
fault codes.
HI SUPPLY VOLTS
High supply voltage
Pre-Alarm
Appearance in event log: HI SUPPLY VOLTS P
The engine governor has 1. Check batteries and generator.
determined the supply voltage is 2. Check for engine governor related pre‑alarms, status, and MTU
high and sent the pre‑alarm to the fault codes.
HI T FUEL
High fuel temperature
Pre-Alarm
Appearance in event log: HI T FUEL P
The engine governor has 1. Check tank temperature.
determined the fuel temperature 2. Check for engine governor related pre‑alarms, status, and MTU
is too high and sent the pre‑alarm fault codes.
to the controller. 3. Contact Service, if necessary.
HIGH AMB TEMP

High ambient temperature
Pre-Alarm
Appearance in event log: HIGH AMB TEMP P
The engine governor has 1. Check the ambient temperature, and verify that all devices
determined the ambient intended to maintain temperature are working properly.
temperature is too high and sent 2. Check for engine governor related pre‑alarms, status, and MTU
the pre‑alarm to the controller. fault codes.
HIGH CHARGE AIR TEMP

High charge-air temperature
Appearance in event log: HIGH CHARGE AIR TEMP P
TIM-ID: 0000056402 - 001
The engine governor has 1. Check the radiator and the charge-air passages for obstructions.
determined the charge-air 2. Check for sufficient cooling air for air cooled charge-air coolers,
temperature is too high and sent and sufficient engine coolant for water cooled charge-air coolers.
the pre‑alarm to the controller. 3. Consult MTU documentation for additional procedures to diagnose
HIGH CHARGE AIR TEMP
High charge-air temperature
Appearance in event log: HIGH CHARGE AIR TEMP A
The engine governor has 1. Check the radiator and the charge-air passages for obstructions.
determined the charge-air 2. Check for sufficient cooling air for air cooled charge-air coolers,
temperature is too high and sent and sufficient engine coolant for water cooled charge-air coolers.
the alarm to the controller. 3. Consult MTU documentation for additional procedures to diagnose
HIGH COIL TEMP 1

High temperature coil 1
Pre-Alarm
Appearance in event log: HIGH COIL TEMP 1 P
The engine governor has 1. Check the coil (winding) temperature.
determined the coil (winding) 1 2. Check cooling devices for proper operation.
temperature is too high and sent 3. Check coolant media for proper coolant flow.
the pre‑alarm to the controller. 4. Check coolant passages for leaks or restrictions.
fault codes.
HIGH COIL TEMP 2

High temperature coil 2
Pre-Alarm
fault codes.
TIM-ID: 0000056402 - 001
HIGH COIL TEMP 3
High temperature Coil 3
Pre-Alarm
fault codes.
HIGH COOLANT TEMP

Pre-Alarm
Appearance in event log: HIGH COOLANT TEMPERATURE P
The engine governor has 1. Check for proper radiator air flow.
determined the engine coolant 2. Check engine thermostat.
temperature is too high and sent 3. Check engine coolant passageways for obstructions.
the pre‑alarm to the controller. 4. Check engine coolant pump for adequate coolant circulation.
5. Check engine coolant level to be sure the correct amount of
coolant is in the system.
HIGH COOLANT TEMP

Appearance in event log: HIGH COOLANT TEMPERATURE A
The engine governor has 1. Check for proper radiator air flow.
determined the engine coolant 2. Check engine thermostat.
temperature is too high and sent 3. Check engine coolant passageways for obstructions.
the alarm to the controller. 4. Check engine coolant pump for adequate coolant circulation.
5. Check engine coolant level to be sure the correct amount of
coolant is in the system.
TIM-ID: 0000056402 - 001

HIGH ECU TEMPERATURE
High ECU temperature
Appearance in event log: HIGH ECU TEMPERATURE P
The engine governor has 1. Check for adequate air flow or coolant circulation around the
determined the engine governor engine governor.
temperature is too high and sent 2. Consult MTU documentation for additional procedures to diagnose
the pre‑alarm to the controller. the causes of engine-related issues.
HIGH FUEL LEVEL

High fuel level
Pre-Alarm
Appearance in event log: HIGH FUEL LEVEL P
The fuel level reading is above the 1. Avoid overfilling tank.
level specified in the High fuel 2. If an automatic fuel pump is used to fill the tank, check the fuel
level pre‑alarm element. pump and associated wiring and verify pump shuts off when it
should.
HIGH FUEL RAIL PRESS

High fuel rail pressure
Appearance in event log: HIGH FUEL RAIL PRESS P
The engine governor has 1. Check fuel filters, fuel lines, fuel rail and fuel injectors for
determined the fuel rail pressure obstructions.
is too high and sent the pre‑alarm 2. Check fuel pump for proper pump pressure.
to the controller. 3. Consult MTU documentation for additional procedures to diagnose
HIGH INTRCOOLER TEMP

High intercooler temperature
Appearance in event log: HIGH INTRCOOLER TEMP P
TIM-ID: 0000056402 - 001
The engine governor has 1. Check for proper charge-air flow.

determined the intercooler 2. Check charge-air coolant passageways for obstructions.
temperature is too high and sent 3. Check charge-air coolant level to be sure the correct amount of
the pre‑alarm to the controller. coolant is in the system.
HIGH OIL TEMPERATURE
High oil temperature
Appearance in event log: HIGH OIL TEMPERATURE P
The engine governor has 1. Check the oil cooler and the oil passages for obstructions.
determined the oil temperature is 2. Check for sufficient cooling air for air cooled oil coolers, and
too high and sent the pre‑alarm to sufficient engine coolant for liquid cooled oil coolers.
the controller. 3. Consult MTU documentation for additional procedures to diagnose
HIGH OIL TEMPERATURE

High oil temperature
Appearance in event log: HIGH OIL TEMPERATURE A
The engine governor has 1. Check the oil cooler and the oil passages for obstructions.
determined the oil temperature is 2. Check for sufficient cooling air for air cooled oil coolers, and
too high and sent the alarm to the sufficient engine coolant for water cooled oil coolers.
controller. 3. Consult MTU documentation for additional procedures to diagnose
HIGH STRG TANK LEVEL

High storage tank level
Pre-Alarm
Appearance in event log: HIGH STRG TANK LEVEL P
The engine governor has 1. Check the level in the storage tank.
determined the fuel level in the 2. Check the wiring to the level sender in the tank and check the
storage tank is too high and sent sender itself.
the pre‑alarm to the controller. 3. Verify tank filling devices turn off when the tank is filled to the
proper level.
fault codes.
TIM-ID: 0000056402 - 001
ID MISSING
LSM-2020 ID missing
Pre-Alarm
Appearance in event log: ID MISSING P
The controller is not detecting one 1. Verify other generators are on line.
or more machines that have been 2. Check network cabling and components for network issues.
specified to be present on the 3. Verify that all devices on the network are industrially rated
inter-genset communications designed to comply with IEC 61000-4 series of specifications.
network. 4. As a last resort, power cycle the LSM, and the network devices to
see if communications is restored.
functioning.
6. Check the settings for the expected generator sequencing IDs and
check it against the sequencing IDs of the actual machines.
ID REPEAT
LSM-2020 ID repeated
Pre-Alarm
Appearance in event log: ID REPEAT P
The controller detects more than 1. Verify other generators are on line.
on machine with the same 2. Check the sequencing ID in each unit, and verify all are unique.
sequencing ID. This is necessary for network integrity even if sequencing is not
enabled.
3. Check network cabling and components for network issues.
4. Verify that all devices on the network are industrially rated
designed to comply with IEC 61000-4 series of specifications.
IDLE SPD LO
Idle speed low
Pre-Alarm
Appearance in event log: IDLE SPEED LO P
The engine governor has 1. Check the idle speed.
determined the idle speed is low 2. Check for engine governor related pre‑alarms, status, and MTU
and sent the pre‑alarm to the fault codes.
TIM-ID: 0000056402 - 001
INPUT x
Contact input x (programmable)
Pre-Alarm
Programmable string; default appearance in event log: INPUT x P
Contact input x (x = 1 to 40) has 1. Check the external device which triggered the input.
been programmed as a pre‑alarm, 2. Take any necessary action.
and the input has been triggered.
INPUT x
Contact input x (programmable)
Programmable string; default appearance in event log: INPUT x A
Contact input x (x = 1 to 40) has 1. Check the external device which triggered the input.
been programmed as an alarm, 2. Take any necessary action.
and the input has been triggered.
LO AFTERCLR COOL LVL

Low aftercooler coolant level
Appearance in event log: LO AFTERCLR COOL LVL A
The engine governor has 1. Check charge-air coolant level to be sure the correct amount of
determined the charge-air coolant coolant is in the system.
level is too low and sent the alarm 2. Consult MTU documentation for additional procedures to diagnose
to the controller. the causes of engine-related issues.
LO CHG AIR CLNT LVL

Low charge-air coolant level
Pre-Alarm
Appearance in event log: LO CHG AIR CLNT LVL P
The engine governor has 1. Check charge-air coolant level.
determined the charge-air coolant 2. Check for engine governor related pre‑alarms, status, and MTU
TIM-ID: 0000056402 - 001
level is low and sent the pre‑alarm fault codes.

to the controller. 3. Contact Service, if necessary.
LO DAY TANK LEVEL
Low day tank level
Pre-Alarm
Appearance in event log: LO DAY TANK LEVEL P
The engine governor has 1. Check the level in the day tank.
determined the fuel level in the 2. Check the wiring to the level sender in the day tank and check the
day tank is too low and sent the sender itself. Verify tank filling devices turn on when the tank is
pre‑alarm to the controller. below the level at which pumping should start.
fault codes.
LO ECU VOLTS
Low ECU supply voltage
Pre-Alarm
Appearance in event log: LO ECU VOLTS P
The engine governor has 1. Check batteries and charge as necessary.
determined its supply voltage is 2. Check generator.
low and sent the pre‑alarm to the 3. Check for engine governor related pre‑alarms, status, and MTU
controller. fault codes.
LO FUEL DLV PRESSURE

Low fuel delivery pressure
Pre-Alarm
Appearance in event log: LO FUEL DLV PRESSURE P
The engine governor has 1. Check fuel filters and fuel lines for obstructions.
determined the fuel delivery 2. Check fuel pump for proper pump pressure.
pressure is too low and sent the 3. Consult MTU documentation for additional procedures to diagnose
pre‑alarm to the controller. the causes of engine-related issues.
LO SUPPLY VOLTS
Low supply voltage
Pre-Alarm
TIM-ID: 0000056402 - 001
Appearance in event log: LO SUPPLY VOLTS P

The engine governor has 1. Check batteries and charge as necessary.
determined the supply voltage is 2. Check generator.
LOGIC OUTPUT
Logic output pre-alarm
Pre-Alarm
Appearance in event log: LOGIC OUTPUT P
The PLC logic in the controller is 1. Check the logic in the controller that drives the logic pre‑alarm PLC
setting the logic pre‑alarm PLC logic element.
logic element to true. 2. Correct the conditions that caused the logic pre‑alarm PLC logic
element to be triggered.
LOGIC OUTPUT
Logic output alarm
Appearance in event log: LOGIC OUTPUT A
The PLC logic in the controller is 1. Check the logic in the controller that drives the logic alarm PLC
setting the logic alarm PLC logic logic element.
element to true. 2. Correct the conditions that caused the logic alarm PLC logic
element to be triggered.
LOSS OF VOLT
Voltage sensing failure
Status
Appearance in event log: LOSS OF VOLT
The generator is not sensing 1. Check machine wiring and potential transformer wired.
voltage on at least one phase 2. Check the load for conditions which would cause a low voltage
where voltage should be present. reading on one or more phases.
LOSS OF VOLT
Pre-Alarm
Appearance in event log: LOSS OF VOLT P
TIM-ID: 0000056402 - 001
where voltage should be present reading on one or more phases.
and the voltage sensing failure
element is configured as
pre‑alarm.
LOSS OF VOLT
Appearance in event log: LOSS OF VOLT A
where voltage should be present reading on one or more phases.
and thevoltage sensing failure
element is configured as alarm.
LOSS REM COMS

Loss of module communication fail
Pre-Alarm
Appearance in event log: LOSS REM COMS P
Loss of remote module u (none)
communications string used in
event log and/or alarm and
pre‑alarm annunciation (not used
at this time).
LOST ECU COMM

Loss of ECU communications
Pre-Alarm
Appearance in event log: LOST ECU COMM P
Communications with the engine 1. Check that the engine governor is powered when communications
governor is lost when it is pulsed is expected.
or while communicating when the 2. Check CAN bus wiring from engine governor to controller.
engine is not running or starting. 3. Check that a 120 Ω termination resistors (one on each end if the
LOST ECU COMM

Loss of ECU communications
TIM-ID: 0000056402 - 001
Appearance in event log: LOST ECU COMM A

Communications with the engine 1. Check that the engine governor is powered when communications
governor is lost when the engine is expected.
is running or trying to start. 2. Check CAN bus wiring from engine governor to controller.
LOW BATT VOLT
Low battery voltage
Pre-Alarm
Appearance in event log: LOW BATT VOLT P
The battery voltage is below the 1. Check the battery voltage level, the battery charging circuits, and
limit set for the low battery connections from the battery to the engine.
voltage pre‑alarm. 2. Charge battery, if necessary.
LOW CHARGE AIR PRESS

Low charge-air pressure
Appearance in event log: LOW CHARGE AIR PRESS P
The engine governor has 1. Check turbocharger.
determined the charge-air 2. Check charge air passages for obstructions.
LOW COOL LEVEL

Low coolant level
Pre-Alarm
Appearance in event log: LOW COOL LEVEL P
The engine coolant level is below 1. Check engine coolant level and add some, if necessary.
the limit set for the low coolant 2. Check and correct any coolant leaks if the level is low.
level pre‑alarm.
LOW COOL LEVEL

Low coolant level
Appearance in event log: LOW COOL LEVEL A
The engine coolant level is below 1. Check engine coolant level and add some, if necessary.
the limit set for the low coolant 2. Check and correct any coolant leaks if the level is low.
TIM-ID: 0000056402 - 001
level alarm.
LOW COOL TMP
Low coolant temperature
Pre-Alarm
Appearance in event log: LOW COOL TMP P
The engine coolant temperature is u Check engine block heater or any other devices which maintain
below the limit set for the low minimum coolant temperatures when the engine is not running.
coolant temperature pre‑alarm.
LOW COOL TMP

Low coolant temperature
Appearance in event log: LOW COOL TMP A
The engine coolant temperature is u Check engine block heater or any other devices which maintain
below the limit set for the low minimum coolant temperatures when the engine is not running.
coolant temperature alarm.
LOW COOLANT LEVEL

Low coolant level
Appearance in event log: LOW COOLANT LEVEL P
The engine governor has 1. Check for proper engine coolant level and coolant leakage.
determined the engine coolant 2. Check wiring of engine coolant level sensor.
level is too low and sent the 3. Consult MTU documentation for additional procedures to diagnose
LOW FUEL DELIV PRESS

Low fuel delivery pressure
Appearance in event log: LO FUEL DLV PRESSURE P
The engine governor has 1. Check fuel filters and fuel lines for obstructions.
determined the fuel delivery 2. Check fuel pump for proper pump pressure.
TIM-ID: 0000056402 - 001
LOW FUEL LEVEL
Low fuel level
Pre-Alarm
Appearance in event log: LOW FUEL LEVEL P
The fuel level is below the level 1. Add fuel.
set in the low fuel level pre‑alarm 2. If an automatic fuel pump is employed to fill the tank, verify pump
element. turns on when it should.
LOW FUEL LEVEL

Low fuel level
Appearance in event log: LOW FUEL LEVEL A
The fuel level is below the level 1. Add fuel.
set in the low fuel level alarm 2. If an automatic fuel pump is employed to fill the tank, verify pump
element. turns on when it should.
LOW FUEL RAIL PRESS

Low fuel rail pressure
Appearance in event log: LOW FUEL RAIL PRESS P
The engine governor has 1. Check fuel filters, fuel lines, fuel rail and fuel injectors for leakage
determined the fuel rail pressure or obstructions.
is too low and sent the pre‑alarm 2. Check fuel pump for proper pump pressure.
to the controller. 3. Consult MTU documentation for additional procedures to diagnose
LOW OIL PRES

Low oil pressure
Pre-Alarm
Appearance in event log: LOW OIL PRES P
The engine oil pressure is below 1. Check the engine oil level and add oil, if necessary.
TIM-ID: 0000056402 - 001
the limit set for the low oil 2. Check oil pump.
pressure pre‑alarm. 3. Check for obstructions in the oil lubrication passages.
LOW OIL PRES
Low oil pressure
Appearance in event log: LOW OIL PRES A
The engine oil pressure is below 1. Check the engine oil level and add oil, if necessary.
the limit set for the low oil 2. Check oil pump.
pressure alarm. 3. Check for obstructions in the oil lubrication passages.
LOW OIL PRESSURE

Low oil pressure
Appearance in event log: LOW OIL PRESSURE P
The engine governor has 1. Check oil level in engine.
determined the oil pressure is too 2. Check oil filter and lines for obstructions.
low and sent the pre‑alarm to the 3. Check oil pump for proper pump pressure.
LOW OIL PRESSURE

Low oil pressure
Appearance in event log: LOW OIL PRESSURE A
The engine governor has 1. Check oil level in engine.
determined the oil pressure is too 2. Check oil filter and lines for obstructions.
low and sent the alarm to the 3. Check oil pump for proper pump pressure.
LOW STRG TANK LEVEL

Storage tank level too low
Pre-Alarm
Appearance in event log: LOW STRG TANK LEVEL P
TIM-ID: 0000056402 - 001
The engine governor has 1. Check the level in the tank.

determined the fuel level in the 2. Check the wiring to the level sender in the tank and check the
storage tank is too low and sent sender itself.
the pre‑alarm to the controller. 3. Verify tank filling devices turn on when the tank is below the level
at which pumping should start.
fault codes.
LSM AVR OUT LMT
Load Share Module AVR output limit
Pre-Alarm
Appearance in event log: LSM AVR OUT LMT P
The Analog Voltage Regulator 1. Check wiring and external devices to make sure the bias output
(AVR) bias signal has hit the low and load share lines are not driven by an external device.
or high limit of its range. 2. Verify the selected range for the bias output is compatible with the
Usually this indicates some sort of AVR bias input range.
wiring error or settings error 3. Perform tests in the troubleshooting section of the manual to verify
which causes the bias output to that changing bias output voltage or current values will change the
be incompatible with the bias generator's output voltage in the desired manner.
range on the AVR.
LSM COMMS FAIL

Load Share Module communications failure
Pre-Alarm
Appearance in event log: LSM COMMS FAIL P
The controller is not receiving a 1. Verify all CAN bus communications cables are in place, properly
heartbeat from the Load Share wired, and properly terminated.
Module (LSM). 2. Check that the I/O modules that are present in the system are
enabled in the controller settings.
functioning.
LSM GOV OUT LMT

Load Share Module GOV output limit
Pre-Alarm
Appearance in event log: LSM GOV OUT LMT P
The Load Share Module (LSM) 1. Check wiring and external devices to make sure the bias output
governor bias signal has hit the and load share lines are not driven by an external device.
low or high limit of its range. 2. Verify the selected range for the bias output is compatible with the
Usually this indicates some sort of governor bias input range.
wiring error or settings error 3. Perform tests in the troubleshooting section of the manual to verify
which causes the bias output to that changing bias output voltage or current values will change the
be incompatible with the bias generator's RPM in the desired manner.
TIM-ID: 0000056402 - 001
range on the governor.
LSM HEARTBEAT FAIL
Load Share Module heartbeat failed
Pre-Alarm
Appearance in event log: LSM HEARTBEAT FAIL P
The controller is not receiving a 1. Verify all CAN bus communications cables are in place, properly
heartbeat from the Load Share wired, and properly terminated.
Module (LSM). 2. Check that the I/O modules that are present in the system are
enabled in the controller settings.
functioning.
LSM INTERGEN COM FAIL

Load Share Module intergen communications failure
Pre-Alarm
Appearance in event log: LSM INTERGEN COM FAIL P
The controller lost 1. Verify other generators are on line.
communications with the other 2. Check network cabling and components for network issues.
generators on the Inter-Genset 3. Verify that all devices on the network are industrially rated
communications network. designed to comply with IEC 61000-4 series of specifications.
Typically, this indicates some sort 4. As a last resort, power cycle the Load Share Module (LSM) and the
of network issue is blocking network devices to see if communications is restored.
communications between the
generators.
MAINT INTERVAL
Maintenance interval
Pre-Alarm
Appearance in event log: MAINT INTERVAL P
The maintenance interval has 1. Service the machine.
expired indicating it is time to 2. Reset the pre‑alarm on the front panel under SETTINGS → SYSTEM
service the unit. SETTINGS → MAINT RESET by setting MAINT RESET to YES. It will
reset the pre‑alarm and change its value back to NO.
MF TRANSFER
TIM-ID: 0000056402 - 001
Mains fail transfer complete

Status
Appearance in event log: MF TRANSFER
A transfer of the load from the u (none)
utility to the generator after a
mains failure has been
successfully completed.
MF TRANSFER FAIL
Mains fail transfer fail
Status
Appearance in event log: MF TRANSFER FAIL P
A transfer of the load from the 1. Check that bus sensing indicates a failed or dead bus status when
mains to the generator has not the bus is not stable.
been accomplished in the time 2. Verify that the breaker status for the generator breaker and mains
allowed by the Mains Fail Max breaker are received by the controller.
Transfer time setting. 3. Check the time required for a transfer to occur, and enough time is
allowed by the Mains Fail Max Transfer time setting.
MN BKR CL FL
Main breaker close failure
Pre-Alarm
Appearance in event log: MN BKR CL FL P
The controller has issued a mains 1. This is a latched pre‑alarm and can be cleared only by pushing the
breaker close output, but the reset button on the front of the controller or putting the machine
the breaker closed within the time 2. Check the wiring from the controller to the breaker.
time. the breaker.
controller.
MN BKR OP FL
Main breaker open failure
Pre-Alarm
Appearance in event log: MN BKR OP FL P
breaker open output, but the reset button on the front of the controller or putting the machine
the breaker open within the time 2. Check the wiring from the controller to the breaker.
TIM-ID: 0000056402 - 001
time. the breaker.
controller.
MN BKR SYN FL
Main breaker synchronization failure
Pre-Alarm
Appearance in event log: MN BKR SYN FL P
The Synchronizer Fail Activation 1. This is a latched pre‑alarm and can be cleared only by pushing the
Delay timer expired while the reset button on the front of the controller or putting the machine
generator was trying to into OFF mode.
synchronizer and close the mains 2. Check the wiring from the controller to the breaker.
breaker. 3. Verify the controller is receiving correct open-closed status from
the breaker. Consider lengthening the Synchronizer Fail Activation
Delay.
4. Check speed controller tuning, re-tune to make it more aggressive
if possible.
MPU FAIL
Magnetic Pickup failure
Pre-Alarm
Appearance in event log: MPU FAIL P
The Magnetic Pickup (MPU) that 1. Check the MPU sensor, and verify that it is creating pulses.
senses flywheel teeth for speed 2. Check the wiring from the MPU sensor to the controller,, and
sensing is not being monitored by correct any issues.
the controller and the speed
source is set for MPU or GEN
(generator frequency). Loss of
MPU causes a pre‑alarm, and the
controller uses generator
frequency as the speed source to
continue running.
MPU FAIL
Magnetic Pickup failure
Appearance in event log: MPU FAIL A
The Magnetic Pickup (MPU) that 1. Check the MPU sensor, and verify that is creating pulses.
senses flywheel teeth for speed 2. Check the wiring from the MPU sensor to the controller, and
TIM-ID: 0000056402 - 001
sensing is not being monitored by correct any issues.

the controller, and the speed
source is set for MPU. Loss of
MPU causes an alarm.
MULTIPLE AEM
Multiple Analog Expansion Modules detected
Pre-Alarm
Appearance in event log: MULTIPLE AEM P
More than one Analog Expansion 1. Remove all but one AEM if more than one is present.
Module (AEM) has been detected 2. Check CAN bus connections, terminations, etc. and verify good
on the CAN bus I/O network. CAN bus communications are occurring.
MULTIPLE CEM
Multiple Contact Expansion Modules detected
Pre-Alarm
Appearance in event log: MULTIPLE CEM P
More than one Contact Expansion 1. Remove all but one CEM if more than one is present.
Modules (CEM) has been detected 2. Check CAN bus connections, terminations, etc. and verify good
MULTIPLE LSM
Multiple Load Share Modules detected
Pre-Alarm
Appearance in event log: MULTIPLE LSM P
More than one Load Share 1. Remove all but one LSM if more than one is present.
Modules (LSM) has been detected 2. Check CAN bus connections, terminations, etc. and verify good
NORM SHUTDOWN
Normal shutdown
Status
Appearance in event log: Normal Shutdown
The engine has shut down since u (none)
all sources of run request have
been removed.
TIM-ID: 0000056402 - 001
OIL SNDR FAIL
Oil pressure sender fail
Status
Appearance in event log: OIL SNDR FAIL
device.
OIL SNDR FAIL

Pre-Alarm
Appearance in event log: OIL SNDR FAIL P
device, and the Oil Pressure
sender fail is configured as
pre‑alarm.
OIL SNDR FAIL

Appearance in event log: OIL SNDR FAIL A
device, and the Oil Pressure
sender fail is configured as alarm.
OVERCRANK
Overcrank
Appearance in event log: OVERCRANK A
TIM-ID: 0000056402 - 001
The engine has exceeded the 1. Check that the engine is receiving fuel and that the starter is
allowed cranking time or number rotating the engine adequately for engine cranking.
of crank cycles, and engine still 2. Investigate and correct issues that could prevent the engine from
has not started. starting.
OVERSPEED
Overspeed
Pre-Alarm
Appearance in event log: OVERSPEED P
The engine governor has 1. Check the speed sensor and speed sensor wiring.
determined the engine speed is to 2. Take measures to prevent electrical noise from coupling into speed
high and sent the pre‑alarm to the sender wiring.
controller. 3. Check engine governor and settings.
OVERSPEED
Overspeed
Appearance in event log: OVERSPEED A
The engine RPM has exceeded the 1. Check the rated RPM setting, the speed bias into the engine
overspeed alarm limit. governor, and the engine governor.
2. Check any load sharing devices in multiple generator applications.
PRIMING FAULT
Priming fault
Pre-Alarm
Appearance in event log: PRIMING FAULT P
The engine governor has 1. Check charge-air coolant level.
determined a priming fault has 2. Check the priming fluid level and priming pump.
occurred and sent the pre‑alarm 3. Check priming passages for restrictions or leaks.
to the controller. 4. Check for engine governor related pre‑alarms, status, and MTU
fault codes.
PROT SHUTDOWN
Protective shutdown
Status
TIM-ID: 0000056402 - 001
Appearance in event log: Protective Shutdown

The engine has shut down to a 1. Determine the source of the shut down.
protective shut down. 2. Take action to correct the cause of the shutdown.
RTD IN x O1
Resistive Temperature Device input x over limit 1
Status
Programmable string; default appearance in event log: RTD IN x_O1
Status indication on the front 1. Check the external device which drives the RTD input and caused
panel, and control panel the limit to be exceeded.
Resistive Temperature Device
(RTD) input x (x = 1 to 8) is over
limit 1.
RTD IN x O1
Pre-Alarm
Programmable string; default appearance in event log: RTD IN x_O1 P
Resistive Temperature Device 1. Check the external device which drives the RTD input and caused
(RTD) input x (x = 1 to 8) over the limit to be exceeded.
limit 1 has been programmed as a 2. Take any necessary action.
pre‑alarm, and limit 1 has been
exceeded.
RTD IN x O1
Programmable string; default appearance in event log: RTD IN x_O1 A
limit 1 has been programmed as 2. Take any necessary action.
an alarm, and limit 1 has been
exceeded.
RTD IN x O2
Status
TIM-ID: 0000056402 - 001
Programmable string; default appearance in event log: RTD IN x_O2

Status indication on the front 1. Check the external device which drives the RTD input and caused
panel, and control panel the limit to be exceeded.
(RTD) input x (x = 1 to 8) is over
limit 2.
RTD IN x O2
Pre-Alarm
Programmable string; default appearance in event log: RTD IN x_O2 P
pre‑alarm, and limit 2 has been
exceeded.
RTD IN x O2
Programmable string; default appearance in event log: RTD IN x_O2 A
an alarm, and limit 2 has been
exceeded.
RTD IN x OOR
Resistive Temperature Device input x out of range
Status
Programmable string; default appearance in event log: RTD IN x_OOR
Status indication on the front 1. Check the external device which drives the RTD input and went
panel, and control panel outside the valid range.
(RTD) input x (x = 1 to 8) is out of
range.
RTD IN x OOR
Pre-Alarm
TIM-ID: 0000056402 - 001
Programmable string; default appearance in event log: RTD IN x_OOR P

Resistive Temperature Device 1. Check the external device which drives the RTD input and went
(RTD) input x (x = 1 to 8) out of outside the valid range.
range has been programmed as a 2. Take any necessary action.
pre‑alarm, and the input is outside
the valid range.
RTD IN x OOR
Programmable string; default appearance in event log: RTD IN x_OOR A
(RTD) input x (x = 1 to 8) out of outside the valid range.
range has been programmed as 2. Take any necessary action.
an alarm, and the input is less
than the limit.
RTD IN x U1
Resistive Temperature Device input x under limit 1
Status
Programmable string; default appearance in event log: RTD IN x_U1
(RTD) input x (x = 1 to 8) is under
limit 1.
RTD IN x U1
Pre-Alarm
Programmable string; default appearance in event log: RTD IN x_U1 P
(RTD) input x (x = 1 to 8) under below the underlimit setting.
pre‑alarm, and the input is less
than limit 1.
RTD IN x U1
TIM-ID: 0000056402 - 001
Programmable string; default appearance in event log: RTD IN x_U1 A

than limit 1.
RTD IN x U2
Status
Programmable string; default appearance in event log: RTD IN x_U2
(RTD) input x (x = 1 to 8) is under
limit 2.
RTD IN x U2
Pre-Alarm
Programmable string; default appearance in event log: RTD IN x_U2 P
pre‑alarm, and the input is less
than limit 2.
RTD IN x U2
Programmable string; default appearance in event log: RTD IN x_U2 A
than limit 2.
RUNUP SPD LO
Runup speed low
Pre-Alarm
TIM-ID: 0000056402 - 001
Appearance in event log: RUNUP SPEED LO P

The engine governor has 1. Check the start up speed.
determined the runup speed is 2. Check the runup speed and the governor.
SCREEN ERROR
Screen error
Status
Appearance in event log: SCREEN ERROR
The processor tried to display 1. Power cycle the controller.
something on the front panel but 2. If the error still occurs, re-program the controller Firmware and
data missing or corrupt data Language Module.
prevented it.
This message will not affect the
operation of the unit, but it may
affect viewing of some of the front
panel screens.
SPD SNDR FAIL

Speed sender failed
Status
Appearance in event log: SPD SNDR FAIL
The engine is running, the speed 1. Check the MPU speed source, if an MPU is a speed source.
source is set to use MPU or GEN 2. Check the wiring from the MPU to the controller.
(generator frequency) as the
speed source, and no input is
detected from the Magnetic
Pickup Unit (MPU).
SPD SNDR FAIL

Speed sender failed
Appearance in event log: SPD SNDR FAIL A
The engine is running or trying to 1. Check the Magnetic Pickup Unit (MPU) speed source if an MPU is a
start, and no engine speed source speed source.
is detected. 2. Check that generator frequency is being monitored by the
Speed source selections are MPU, controller if generator frequency is a valid speed source.
GEN (generator frequency), or
MPU-GEN in which case MPU is
used if it is detected. Otherwise, it
TIM-ID: 0000056402 - 001
will revert to generator frequency

as the speed source and report an
MPU FAIL pre‑alarm.
SPEED DMD FL
Speed demand fail
Pre-Alarm
Appearance in event log: SPEED DMD FL P
The engine governor has not 1. Check speed setting transmitter and cabling, replace as necessary.
received a valid speed demand 2. Fault is rectified when engine is restarted.
and sent the pre‑alarm to the 3. Check for engine governor related pre‑alarms, status, and MTU
SPEED TOO LOW

Engine speed too low
Pre-Alarm
Appearance in event log: SPEED TOO LOW P
The engine governor has 1. Check for engine governor related pre‑alarms, status, and MTU
determined the engine speed is fault codes.
too low and sent the pre‑alarm to 2. Contact Service, if necessary.
the controller.
SS OVERRIDE ON
Shutdown override active
Pre-Alarm
Appearance in event log: SS OVERRIDE ON P
The engine governor has u Remove the Safety System Shutdown Override to clear the
determined the Safety System pre‑alarm.
Shutdown Override is in effect
and sent the pre‑alarm to the
controller.
START SPEED LOW

Start speed low
Pre-Alarm
Appearance in event log: START SPEED LOW P
TIM-ID: 0000056402 - 001

The engine governor has 1. Check the start up speed.
determined the start speed is low 2. Check the starter for adequate RPM.
and sent the pre‑alarm to the 3. Check the start up circuitry connection.
controller. 4. Check for engine governor related pre‑alarms, status, and MTU
fault codes.
THRM CPL x O1
Thermocouple input x over limit 1
Status
Programmable string; default appearance in event log: THRM CPL x_O1
Status indication on the front 1. Check the external device which drives the thermocouple input and
thermocouple input x (x = 1 to 2)
is over limit 1.
THRM CPL x O1
Pre-Alarm
Programmable string; default appearance in event log: THRM CPL x_O1 P
Thermocouple input x (x = 1 to 2) 1. Check the external device which drives the thermocouple input and
over limit 1 has been programmed caused the limit to be exceeded.
as a pre‑alarm, and limit 1 has 2. Take any necessary action.
been exceeded.
THRM CPL x O1
Programmable string; default appearance in event log: THRM CPL x_O1 A
as an alarm, and limit 1 has been 2. Take any necessary action.
exceeded.
THRM CPL x O2
Status
Programmable string; default appearance in event log: THRM CPL x_O2
TIM-ID: 0000056402 - 001
is over limit 2.
THRM CPL x O2
Pre-Alarm
Programmable string; default appearance in event log: THRM CPL x_O2 P
as a pre‑alarm, and limit 2 has 2. Take any necessary action.
been exceeded.
THRM CPL x O2
Programmable string; default appearance in event log: THRM CPL x_O2 A
as an alarm, and limit 2 has been 2. Take any necessary action.
exceeded.
THRM CPL x OOR

Thermocouple input x out of range
Status
Programmable string; default appearance in event log: THRM CPL x_OOR
panel, and control panel went outside the valid range.
is out of range.
THRM CPL x OOR

Pre-Alarm
Programmable string; default appearance in event log: THRM CPL x_OOR P
TIM-ID: 0000056402 - 001
out of range has been went outside the valid range.
programmed as a pre‑alarm, and 2. Take any necessary action.
the input is outside the valid
range.
THRM CPL x OOR
Programmable string; default appearance in event log: THRM CPL x_OOR A
out of range has been went outside the valid range.
programmed as an alarm, and the 2. Take any necessary action.
input is less than the limit.
THRM CPL x U1
Thermocouple input x under limit 1
Status
Programmable string; default appearance in event log: THRM CPL x_U1
panel, and control panel went below the underlimit setting.
is under limit 1.
THRM CPL x U1
Pre-Alarm
Programmable string; default appearance in event log: THRM CPL x_U1 P
under limit 1 has been went below the underlimit setting.
the input is less than limit 1.
THRM CPL x U1
Programmable string; default appearance in event log: THRM CPL x_U1 A
TIM-ID: 0000056402 - 001
input is less than limit 1.
THRM CPL x U2
Status
Programmable string; default appearance in event log: THRM CPL x_U2
panel, and control panel went below the underlimit setting.
is under limit 2.
THRM CPL x U2
Pre-Alarm
Programmable string; default appearance in event log: THRM CPL x_U2 P
the input is less than limit 2.
THRM CPL x U2
Programmable string; default appearance in event log: THRM CPL x_U2 A
input is less than limit 2.
WEAK BATTERY
Weak battery voltage
Pre-Alarm
Appearance in event log: WEAK BATTERY P
TIM-ID: 0000056402 - 001
The battery voltage measured 1. Check the battery voltage level, the battery charging circuits, and
while the engine is cranking is connections from the battery to the engine.
below the limit set for the weak 2. Charge battery, if necessary. (The pre‑alarm will not clear until a
battery voltage pre‑alarm. crank cycle occurs where the battery voltage is above the limit set
for the weak battery voltage pre‑alarm.)
7.4 List of MTU fault codes in numerical order (ADEC-ECU8)
003 – HI T-FUEL
ZKP-Number: 2.0122.931
Fuel temperature high – Limit value 1
Pre-alarm
Fuel tank may be exposed to heat. 1. Check tank temperature.
2. Contact Service if no fault is detected.
004 – SS T-FUEL
Fuel temperature too high – Limit value 2
Alarm – causes engine shutdown
Fuel tank may be exposed to heat. 1. Check tank temperature.
005 – HI T-CHARGE AIR

Charge-air temperature high – Limit value 1
Pre-alarm
Radiator does not work properly. 1. Reduce power.
2. Check radiator.
006 – SS T-CHARGE AIR

Charge-air temperature too high – Limit value 2
Radiator does not work properly. 1. Check radiator.
TIM-ID: 0000001019 - 006

015 – LO P-LUBE OIL
Lube oil pressure low – Limit value 1
Pre-alarm
Little oil. 1. Check oil level (→ Page 294).
016 – SS P-LUBE OIL

Lube oil pressure too low – Limit value 2
Too little oil. 1. Check oil level (→ Page 294).
019 – HI T-EXHAUST A
Exhaust gas temperature on side A high – Limit value 1
Pre-alarm
Cabling damage. 1. Check cabling (→ Page 310).
020 – SS T-EXHAUST A
Exhaust gas temperature on side A too high – Limit value 2
021 – HI T-EXHAUST B
TIM-ID: 0000001019 - 006
Exhaust gas temperature on side B high – Limit value 1
Pre-alarm

022 – SS T-EXHAUST B
Exhaust gas temperature on side B too high – Limit value 2
023 – LO COOLANT LEVEL

Engine coolant level low – Limit value 1
Pre-alarm
Leak in tank or in engine coolant 1. Check engine coolant level in expansion tank (→ Page 298).
circuit. 2. Check engine coolant circuit for leakage, and seal any leaks, if
necessary.
025 – HI P-DIFF-LUBE OIL

Differential pressure of oil filter high – Limit value 1
Pre-alarm
Pressure loss via oil filter high. u Replace oil filter (→ Page 297).
026 – SS P-DIFF LUBE OIL

Differential pressure of oil filter too high – Limit value 2
Pressure loss via oil filter too high. 1. Replace oil filter (→ Page 297).
2. If this fault message occurs again after unexpectedly short filter
runtime, check oil filter for deposits, change oil if required
(→ Page 295).
TIM-ID: 0000001019 - 006
030 – SS ENGINE OVERSPEED

Engine overspeed – Limit value 2
No fuel injection. u Attempt to restart. Fault may be rectified when engine is restarted.

031 – HI ETC1 OVERSPEED
Speed of basic charger high – Limit value 1
Pre-alarm
Obstruction in charge-air circuit or 1. Check air filters for damage.
faulty turbocharger. 2. Contact Service if no fault is detected.
032 – SS ETC1 OVERSPEED

Speed of basic charger too high – Limit value 2
Alarm – causes power reduction by ECU
033 – HI P-DIFF-FUEL
Differential pressure of fuel filter high – Limit value 1
Pre-alarm
Fuel filter does not work properly. u Replace fuel filter (→ Page 286).
034 – SS P-DIFF-FUEL
Differential pressure of fuel filter too high – Limit value 2
Alarm
Fuel filter does not work properly. u Replace fuel filter (→ Page 286).
036 – HI ETC2 OVERSPEED

TIM-ID: 0000001019 - 006
Speed of 1st switchable charger high – Limit value 1

Pre-alarm

037 – SS ETC2 OVERSPEED
Speed of 1st switchable charger too high – Limit value 2
Alarm
051 – HI T-LUBE OIL

Lube oil temperature high – Limit value 1
Pre-alarm
Little oil. 1. Reduce power.
2. Check engine oil level (→ Page 294).
052 – SS T-LUBE OIL

Lube oil temperature too high – Limit value 2
Too little oil. 1. Check engine oil level (→ Page 294).
057 – LO P-COOLANT
Coolant pressure low – Limit value 1
Pre-alarm
Leak in tank or engine coolant 1. Check engine coolant level in expansion tank (→ Page 298).
necessary.
TIM-ID: 0000001019 - 006

058 – SS P-COOLANT
Coolant pressure too low – Limit value 2
Alarm – causes engine shutdown or reduction of fuel injection
Leak in tank or engine coolant 1. Check engine coolant level in expansion tank (→ Page 298).
necessary.
059 – SS T-COOLANT L3
Coolant temperature high/ low – Limit value 3
Radiator or cooling system does 1. Let engine cool down.
not work properly (e.g. damage, 2. Check radiator, clean if necessary.
leaks, coolant level low). 3. Check engine coolant circuit for leakage, and seal any leaks, if
necessary.
4. Contact Service if no fault detected.
060 – SS T-COOLANT L4
Coolant temperature too high/ too low – Limit value 4
Radiator or cooling system does 1. Let engine cool down.
not work properly (e.g. damage, 2. Check radiator, clean if necessary.
leaks, coolant level low). 3. Check engine coolant circuit for leakage, and seal any leaks, if
necessary.
4. Contact Service if no fault detected.
065 – LO P-FUEL
Fuel supply pressure low – Limit value 1
Pre-alarm
TIM-ID: 0000001019 - 006

Leaky or obstructed fuel lines or 1. Check fuel lines for leaks.
fuel (pre-)filter. 2. Clean and flush fuel prefilter, if fitted.
3. Replace filter element of fuel prefilter, if fitted.
4. Replace fuel filter (→ Page 286).
5. Bleed air out from fuel.

066 – SS P-FUEL
Fuel supply pressure too low – Limit value 2
Leaky or obstructed fuel lines or 1. Check fuel lines for leaks.
fuel (pre-)filter. 2. Clean and flush fuel prefilter, if fitted.
3. Replace filter element of fuel prefilter, if fitted.
4. Replace fuel filter (→ Page 286).
067 – HI T-COOLANT
Coolant temperature high – Limit value 1
Pre-alarm
Radiator or engine coolant circuit 1. Reduce power.
do not work properly (e.g. 2. Check radiator, clean if necessary.
damage, leaks, coolant level low). 3. Check engine coolant circuit.
068 – SS T-COOLANT
Coolant temperature too high – Limit value 2
Radiator or engine coolant circuit 1. Let engine cool down.
do not work properly (e.g. 2. Check radiator, clean if necessary.
damage, leaks, coolant level low). 3. Check engine coolant circuit.
081 – AL RAIL LEAKAGE

Leakage (common rail)
Alarm
TIM-ID: 0000001019 - 006
On starting: Pressure gradient in 1. Check engine for leakage.

rail is too low, or HP system is 2. If none found, restart as per operating instructions (air in system).
leaking, or air is in system.

On stopping: Pressure gradient in 1. Seal off system.
rail is too high. 2. Contact Service.

082 – HI P-FUEL (COMMON RAIL)
Fuel pressure (common rail) high
Pre-alarm – causes engine speed reduction
The start of injection moved too 1. Check HP fuel control block cabling.
late, suction restrictor is jamming 2. Check HP system for leakage.
or wiring of suction restrictor is 3. Contact Service if no fault is detected.
faulty.
083 – LO P-FUEL (COMMON RAIL)

Fuel pressure (common rail) low
Suction restrictor is faulty or leak 1. Check HP fuel control block cabling.
is in HP fuel system. 2. Contact Service if no fault is detected.
089 – SS ENGINE SPEED TOO LOW

Engine speed too low
Alarm – causes engine shutdown for safety reason
Diverse reasons possible. u Check for additional messages.
090 – SS IDLE SPEED NOT REACHED

Idle speed not reached
Alarm – causes start termination
Diverse reasons possible. 1. Check for additional messages.
2. Contact Service.
091 – SS RELEASE SPEED NOT REACHED

TIM-ID: 0000001019 - 006
Release speed not reached
Diverse reasons possible. u Check for additional messages.

092 – SS STARTER SPEED NOT REACHED
Starter speed not reached
Starter does not turn or turns 1. Check for additional messages.
slowly, e. g. due to low battery 2. Recharge battery.
charge or low fuel. 3. If engine is under load, check fuel supply.
4. Contact Service.
093 – SS T-PREHEAT
Preheated coolant temperature too low – Limit value 2
Alarm – causes start interlock or start termination
Coolant temperature is too low for 1. Check preheater.
engine start. 2. Preheat the coolant.
094 – LO T-PREHEAT
Preheated coolant temperature low – Limit value 1
Pre-alarm
Coolant temperature is too low for 1. Check preheater.
engine start. 2. Preheat the coolant.
095 – AL PRELUBRICATION FAULT

Pre-lubrication fault
Alarm
Priming oil pressure was not u Contact Service.
reached.
TIM-ID: 0000001019 - 006
102 – AL FUEL CONS. COUNTER DEFECT

Fuel consumption counter defect
Alarm
Electronic fault: Fuel consumption u Replace engine governor.
counter is defect.

104 – AL ENG HOURS COUNTER DEFECT
Engine hours counter defect
Alarm
Electronic fault: Engine operating u Replace engine governor.
hours counter is defect.
118 – LO ECU POWER SUPPLY VOLTAGE

Engine governor power supply voltage low – Limit value 1
Pre-alarm
Battery charge or engine governor 1. Check engine governor supply voltage.
power is low. 2. Check batteries and charge, if necessary.
3. Check generator (→ Page 313), (→ Page 314).
119 – LOLO ECU POWER SUPPLY VOLTAGE

Engine governor power supply voltage too low – Limit value 2
Alarm – causes start interlock
power is too low. 2. Check batteries and charge, if necessary.
120 – HI ECU POWER SUPPLY VOLTAGE

Engine governor power supply voltage high – Limit value 1
Pre-alarm
power is high. 2. Check batteries.
TIM-ID: 0000001019 - 006

121 – HIHI ECU POWER SUPPLY VOLTAGE
Engine governor power supply voltage too high – Limit value 2
Alarm – causes start interlock or engine shutdown
power is too high. 2. Check batteries.
122 – HI T-ECU
Engine governor temperature high – Limit value 1
Pre-alarm
Electronic is overheated. 1. Reduce power.
2. Check engine-generator set room ventilation.
141 – AL POWER TOO HIGH

Maximum power value exceeded within the last 24 hours
Alarm
Internal engine governor fault. u Reduce power.
142 – AL MCR EXCEEDED 1 HOUR

Maximum continuous rate exceeded for more than one hour within the last 12 hours
Alarm
Internal engine governeor fault. u Reduce power.
TIM-ID: 0000001019 - 006

176 – AL LIFEDATA NOT AVAILABLE
Life data not available
Alarm
No (suitable) Life Data backup u Contact Service.
system available.
Backup system has no Life Data
function when timeout following
engine governor reset expires or
CAN bus to backup system is
disrupted.
177 – AL LIFEDATA RESTORE INCOMPLETE

Life data restore incomplete
Alarm
CRC checksum (cyclic redundancy u Contact Service.
check) is faulty (stated for each
module).

Upload is incomplete during a u Contact Service.
restore data upload process (into
ADEC).
180 – AL CAN1 NODE LOST

CAN bus 1 node lost
Alarm
Connection to a station (node) on 1. Check devices connected to CAN bus.
CAN bus 1 has failed. 2. Check cabling.
TIM-ID: 0000001019 - 006

181 – AL CAN2 NODE LOST
CAN bus 2 node lost
Alarm
Connection to a station (node) on 1. Check devices connected to CAN bus.
CAN bus 2 has failed. 2. Check cabling.
182 – AL CAN WRONG PARAMETERS

CAN wrong parameters
Alarm
Incorrect parameter values u Contact Service.
entered in data record.
183 – AL CAN NO PU-DATA

CAN PU data not available
Alarm
A CAN mode has been selected in 1. Check devices connected to CAN bus.
which communication with the PU 2. Contact Service if no fault is detected.
data module is initialized.
However, the required PU data
module is unavailable or invalid.
PU is a software tool to define the
configuration of and the
communication in the engine-
generator set.
184 – AL CAN PU-DATA FLASH ERROR

CAN PU data flash error
TIM-ID: 0000001019 - 006
Alarm
Programming error on attempting u Contact Service.
to copy a received PU data
module into the Flash module.
PU is a software tool to define the
configuration of and the
communication in the engine-
generator set.

186 – AL CAN1 BUS OFF
CAN controller 1 in "Bus Off" state
Alarm – switches to CAN bus 2
Short circuit, massive disruptions 1. Inspect CAN bus for short circuit and rectify short circuit, if
or incompatible baud rate. necessary.
2. Check shielding and improve it, if necessary.
3. Contact Service.
187 – AL CAN1 ERROR PASSIVE

CAN controller 1 with error
Alarm
Missing listening nodes, minor 1. Inspect CAN bus for short circuit and rectify short circuit, if
disruptions, or temporary bus necessary.
overload. 2. Check shielding and improve it, if necessary.
3. Contact Service.
188 – AL CAN2 BUS OFF

CAN controller 2 in "Bus Off" state
Alarm – switches to CAN bus 1
Short circuit, massive disruptions 1. Inspect CAN bus for short circuit and rectify short circuit, if
or incompatible baud rate. necessary.
2. Check shielding and improve it, if necessary.
3. Contact Service.
189 – AL CAN2 ERROR PASSIVE

CAN controller 2 with error
Alarm
TIM-ID: 0000001019 - 006

Missing listening nodes, minor 1. Inspect CAN bus for short circuit and rectify short circuit, if
disruptions, or temporary bus necessary.
overload. 2. Check shielding and improve it, if necessary.
3. Contact Service.

201 – SD T-COOLANT
Coolant temperature signal error
Alarm
Faulty engine coolant temperature 1. Check engine coolant temperature sensor and cabling (B6).
sensor, short circuit, or cabling 2. Replace, if necessary.
damage. 3. Restart. Fault may be rectified when engine is restarted.
202 – SD T-FUEL
Fuel temperature signal error
Alarm
Faulty fuel temperature sensor, 1. Check fuel temperature sensor and cabling (B33).
short circuit, or cabling damage. 2. Replace, if necessary.
3. Restart. Fault may be rectified when engine is restarted.
203 – SD T-CHARGE AIR

Charge-air temperature signal error
Alarm
Faulty charge-air temperature 1. Check charge-air temperature sensor and cabling (B9).
206 – SD T-EXHAUST A
Exhaust gas temperature signal error (A-side)
Alarm
Faulty exhaust gas temperature- 1. Check exhaust gas temperature-sensor and cabling (B4.21).
TIM-ID: 0000001019 - 006

207 – SD T-EXHAUST B
Exhaust gas temperature signal error (B-side)
Alarm
Faulty exhaust gas temperature- 1. Check exhaust gas temperature-sensor and cabling (B4.22).
208 – SD P-CHARGE AIR

Charge-air pressure signal error
Alarm
Faulty charge-air pressure sensor, 1. Check charge-air pressure sensor and cabling (B10).
211 – SD P-LUBE OIL

Lube oil pressure signal error
Alarm
Faulty lube oil pressure sensor, 1. Check lube oil pressure sensor and cabling (B5).
212 – SD P-COOLANT
Coolant pressure signal error
Alarm
Faulty coolant pressure sensor, 1. Check coolant pressure sensor and cabling (B16).
TIM-ID: 0000001019 - 006

215 – SD P-HD
High pressure signal error
Alarm
Faulty rail pressure sensor, HP 1. Check rail pressure sensor and cabling (B48).
controller in emergency mode, 2. Replace, if necessary.
short circuit, or cabling damage. 3. Restart. Fault may be rectified when engine is restarted.
216 – SD T-LUBE OIL

Lube oil temperature signal error
Alarm
Faulty lube oil temperature 1. Check lube oil temperature sensor and cabling (B7).
219 – SD T-INTAKE AIR

Intake air temperature signal error
Alarm
Faulty intake air temperature 1. Check intake air temperature sensor and cabling (B3).
220 – SD LEVEL COOLANT WATER

Engine coolant level signal error
Alarm
Faulty engine coolant level sensor, 1. Check engine coolant level sensor and cabling (F33).
TIM-ID: 0000001019 - 006
3. Restart. Fault is rectified when electronics are switched back on

221 – SD P-DIFF LUBE OIL
Differential lube oil pressure signal error
Alarm
Faulty sensor for differential 1. Check cabling and sensor for differential pressure of lube oil (B5).
pressure of lube oil, short circuit, 2. Replace, if necessary.
or cabling damage. 3. Restart. Fault may be rectified when engine is restarted.
222 – SD LEVLE LEAKAGE FUEL

ZKP-Number: 1.8004.5824
Leakage fuel level signal error
Alarm
Faulty leak-fuel level sensor, short 1. Check leak-fuel level sensor and cabling (F46).
circuit, or cabling damage. 2. Replace, if necessary.
3. Restart. Fault is rectified when electronics are switched back on
227 – SD P-LUBE OIL BEFORE FILTER

Lube oil pressure before filter signal error
Alarm
Faulty lube oil pressure before 1. Check sensor and cabling (B5.3).
filter sensor, short circuit, or 2. Replace, if necessary.
cabling damage. 3. Restart. Fault may be rectified when engine is restarted.
228 – SD P-FUEL BEFORE FILTER

Fuel pressure signal error
Alarm
Faulty fuel pressure sensor, short 1. Check sensor and cabling (B5.3).
TIM-ID: 0000001019 - 006

229 – SD ENG SPD SNSRS
Stop camshaft signal error
Alarm – causes engine stop
Faulty camshaft sensor (and a 1. Check connector and cabling to camshaft sensor B1.
prior crankshaft sensor fault in 2. Replace, if necessary.
the same operating cycle). 3. Restart. Fault is rectified when engine is restarted.
230 – SD CRANKSHFT SPEED

Crankshaft speed signal error
Alarm
Faulty crankshaft speed sensor, 1. Check crankshaft speed sensor and cabling (B13).
short circuit, or cabling damage; 2. Replace, if necessary.
Engine remains operational. 3. Restart. Fault may be rectified when engine is restarted.
231 – SD CAMSHAFT SPEED

Camshaft speed signal error
Alarm
Faulty camshaft speed sensor, 1. Check camshaft speed sensor and cabling (B1).
short circuit, or cabling damage; 2. Replace, if necessary.
Engine remains operational. 3. Restart. Fault may be rectified when engine is restarted.
232 – SD CHARGER 1 SPEED

Primary turbocharger speed signal error
Alarm
Faulty primary turbocharger 1. Check sensor and cabling (B44.1).
speed sensor, short circuit, or 2. Replace, if necessary.
TIM-ID: 0000001019 - 006

239 – SD P-DIFF FUEL
Differential fuel pressure signal error
Alarm
Faulty differential fuel pressure 1. Check for additional messages.
sensor, short circuit, or cabling 2. Check sensor and cabling (B5.3).
damage 3. Replace, if necessary.
240 – SD P-FUEL
Fuel pressure signal error
Alarm
Faulty fuel pressure sensor, short 1. Check fuel pressure sensor and cabling (B34).
circuit, or cabling damage; Engine 2. Replace, if necessary.
remains operational.
245 – SD ECU POWER SUPPLY VOLTAGE

Engine governor power supply voltage signal error
Alarm
Internal engine governor failure. 1. Execute engine governor self-test.
2. Replace engine governor in case of fault.
266 – SD SPEED DEMAND

Speed demand signal error
Alarm
Faulty analog speed setting, short 1. Check speed setting transmitter and cabling.
TIM-ID: 0000001019 - 006
3. Contact Service if problem cannot be solved.

269 – SD LOADP. ANALOG FILT
Analog load pulse signal error
Alarm
Filtered analog signal of load 1. Check cabling (→ Page 310).
pulse not available, short circuit, 2. Replace, if necessary.
or cabling damage. 3. Restart. Fault is rectified when engine is restarted.
270 – SD FREQUENCY INPUT

Frequency input signal error
Alarm
Faulty frequency input, short 1. Check cabling (→ Page 310).
circuit, or cabling damage. 2. Contact Service.
321 – AL WIRING CYLINDER A1

Cabling error cylinder A1
Alarm – causes misfiring
Faulty wiring to solenoid valve 1. Check wiring.
cylinder A1. 2. Contact Service.


TIM-ID: 0000001019 - 006



331 – AL WIRING CYLINDER B1

Cabling error cylinder B1
cylinder B1. 2. Contact Service.

TIM-ID: 0000001019 - 006




341 – AL OPEN LOAD CYLINDER A1

TIM-ID: 0000001019 - 006
Open load (injector cabling disrupted) of cylinder A1
Disconnection in wiring to 1. Check wiring.
solenoid valve cylinder A1. 2. Contact Service.





TIM-ID: 0000001019 - 006

351 – AL OPEN LOAD CYLINDER B1
Open load (injector cabling disrupted) of cylinder B1
solenoid valve cylinder B1. 2. Contact Service.




TIM-ID: 0000001019 - 006

361 – AL POWER STAGE LOW

Power stage low
Alarm – may cause engine shutdown
Defect in engine governor. 1. Start engine governor self-test.
3. If self-test diagnoses "Electronics OK", check for additional fault
messages (e.g. cabling fault).
362 – AL POWER STAGE HIGH

Power stage high
363 – AL STOP POWER STAGE

Stop power stage
TIM-ID: 0000001019 - 006


365 – AL STOP MV-WIRING GROUND
Magnetic valve wiring connected to ground
Cabling error. 1. Check cabling.
2. Replace wiring harness if necessary.
3. Attempt restart.
371 – AL WIRING TO 1
Transistor wiring to 1 defect
Alarm
Short circuit or line break at u Check cabling.
transistor output 1 (TO 1).
381 – AL WIRING TOP 1

Transistor wiring top 1 defect
Alarm
transistor output plant-side 1
(TOP 1).

Alarm
(TOP 2).
TIM-ID: 0000001019 - 006

Alarm
(TOP 3).

Alarm
(TOP 4).
390 – AL MCR EXCEEDED

Maximum continuous rate exceeded
Alarm – engine power is limited to admissible continuous power
Speed limiter/MCR function: The 1. If alarm is only temporary, no action is required.
Maximum Continuous Rate has 2. If alarm is continuously active, contact Service.
been exceeded.
400 – AL OPEN LOAD DIGITAL INPUT 1

Open load (line disruption) at digital input 1
Alarm
Faulty cabling or missing 1. Check cabling.
resistance via switch at digital 2. Check input of target device.
TIM-ID: 0000001019 - 006
input 1. 3. Contact Service if no fault is detected.

Alarm

Alarm

Alarm

Alarm
TIM-ID: 0000001019 - 006

Alarm

Alarm

Alarm
408 – AL OPEN LOAD ESI

Open Load (Line Disruption) at Emergency Stop input ESI
Alarm
resistance via switch at input for 2. Check input of target device.
TIM-ID: 0000001019 - 006
emergency stop. 3. Contact Service if no fault is detected.

410 – LO U-PDU
Voltage Injector Power Driver (PDU) low – Limit value 1
Pre-alarm
Cabling damage, power supply 1. Check cabling.
fault, or engine governor fault. 2. Check power supply.
3. Execute engine governor self-test.
4. Replace engine governor in case of fault device.
411 – LOLO U-PDU

Voltage Injector Power Driver (PDU) too low – Limit value 2
Alarm
412 – HI U-PDU
Voltage Injector Power Driver (PDU) high – Limit value 1
Pre-alarm
413 – HIHI U-PDU

Voltage Injector Power Driver (PDU) too high – Limit value 2
TIM-ID: 0000001019 - 006
Alarm

414 – HI LEVEL WATER FUEL PREFILTER
Water level in fuel prefilter high – Limit value 1
Alarm
Too much water in fuel prefilter. u Empty fuel prefilter.
417 – SD LEVEL WATER FUEL PREFILTER

Water level singal error in fuel prefilter
Alarm
Faulty sensor for water level in 1. Check sensor and cabling.
fuel prefilter, short circuit, or 2. Replace if necessary.
438 – LO P-FUEL 2 (COMMON RAIL)

Fuel pressure (common rail 2) low
Suction restrictor is faulty or leak 1. Check HP fuel control block cabling.
is in HP fuel system. 2. Contact Service if no fault detected.
439 – HI P-FUEL 2 (COMMON RAIL)

Fuel pressure (common rail 2) high
The start of injection moved too 1. Check HP fuel control block cabling.
late, suction restrictor is jamming 2. Check HP system for leakage.
or wiring of suction restrictor is 3. Contact Service if no fault detected.
faulty.
TIM-ID: 0000001019 - 006

441 – AL RAIL 2 LEAKAGE
Leakage (common rail 2)
Alarm
On starting: Pressure gradient in 1. Check engine for leakage.
rail is too low, or HP system is 2. If none found, restart as per operating instructions (air in system).
leaking, or air is in system

On stopping: Pressure gradient in 1. Seal off system.
rail is too high 2. Contact Service.
444 – SD U-PDU
Voltage Injector Power Driver (PDU) signal error
Alarm
Sensor fault at injector output u Replace engine governor.
stage or engine governor internal
fault.
445 – SD P-AMBIENT AIR

Ambient air pressure signal error
Alarm
Faulty ambient air pressure 1. Check sensor and cabling.
sensor, short circuit, or cabling 2. Replace if necessary.
446 – SD P-HD2
Rail pressure signal error
TIM-ID: 0000001019 - 006
Alarm
Faulty rail pressure sensor, short 1. Check cabling and sensor (B48).
circuit, or cabling damage. 2. Replace if necessary.

448 – HI P-CHARGE AIR
Charge-air pressure high – Limit value 1
Pre-alarm
Turbocharger does not work 1. Reduce power.
properly. 2. Check turbocharger.
449 – SS P-CHARGE AIR

Charge-air pressure too high – Limit value 2
Turbocharger does not work 1. Reduce power.
properly. 2. Check turbocharger.
450 – SD IDLE-END TRQ

Idle/End-Torque input [%] signal error
Alarm
Faulty input signal for initial/final 1. Check signal transmitter and cabling.
torque, short circuit, or cabling 2. Replace, if necessary.
damage. 3. Restart. Fault is rectified when engine is restarted.
454 – SS POWER REDUCTION ACTIVE

Power reduction active
Alarm – activates power reduction
Engine operating outside standard 1. Check for additional messages.
limits. 2. Determine and rectify reason for power reduction.
TIM-ID: 0000001019 - 006
The following causes may also

lead to this message: Intake
depression, exhaust back
pressure, charge-air coolant
temperature or intake air
temperature out of limits.

470 – SD T-ECU
ECU temperature signal error
Alarm
Faulty temperature sensor of 1. Check sensor and cabling.
engine governor, short circuit, or 2. Replace, if necessary.
4. If fault is not cleared, replace engine governor.
472 – AL STOP SD
Stop engine
Alarm
Shutdown channels have "sensor 1. Check cabling.
fault". 2. Contact Service if no fault is detected.
474 – AL WIRING FO
Wiring error at channel FO
Alarm
Line break or short circuit at 1. Check cabling.
channel FO (frequency output at 2. Contact Service if no fault is detected.
engine governor).
475 – AL CR TRIGGER ENGINE STOP

Crash recorder triggers engine stop
Alarm
Tripped by crash recorder u Replace engine governor.
triggering due to engine
TIM-ID: 0000001019 - 006
shutdown.

476 – AL CRASH REC. INIT. ERROR
Crash recorder initialization error
Alarm
Internal initialization crash 1. Check setting with DiaSys.
recorder failure. 2. Contact Service.
478 – AL COMB. ALARM YEL (PLANT)

Combined alarm Yellow from system
Pre-alarm
2. If fault can not be cleared, contact Service.
479 – AL COMB. ALARM RED (PLANT)

Combined alarm Red from system
Alarm
2. If fault can not be cleared, contact Service.
480 – AL EXT. ENGINE PROTECTION

External engine protection active
Alarm
External engine protection feature 1. Check plant signal.
is active. 2. Contact Service.
Monitoring of plant signal by
engine governor is active (plant-
side).
TIM-ID: 0000001019 - 006
510 – AL OVERRIDE APPLIED

Override applied
Alarm
Override has been activated. u Deactivate override pushbutton again.

515 – AL STARTER NOT ENGAGED
Starter on POM could not be engaged
Alarm
Number of starting attempts has 1. Repeat start.
been executed, starting procedure 2. Check POM (Power Output Module), starter and wiring.
is aborted.
543 – AL MULTIPLE FDH SLAVES

Multiple FDH slaves configured as backup medium
More than one device configured u Contact Service.
as backup medium for "Field Data
Handling" (FDH) feature.
544 – AL CONFIGURATION CHANGED

System configuration changing
Alarm
The system configuration has 1. The fault remains until undo procedure or data is transferred by a
been changed, e.g. due to valid maintenance case.
replacement of an ECU. 2. The fault is then automatically cleared.
549 – AL POWER CUT-OFF DETECTED

This is an alarm from the emergency stop counter function
ECU power was disconnected 1. Check engine governor supply voltage.
while the engine was running. 2. Check batteries and charge, if necessary.
TIM-ID: 0000001019 - 006
Could lead to possible 3. Check generator.

overpressure in the high pressure
system which could damage
engine.

555 – AL CALL MTU FS
Call MTU Field Service
This alarm is activated if the u Request activation code via Internet or contact Service.
engine governor feature "Field This alarm will stay active even after switching the system off and
Data Handling" (FDH) has carried on again until a valid activation code has been entered via the
out a maintenance job which led display and key control of the SAM.
to a change of the engine
parameters.
576 – AL ESCM OVERRIDE

Exceeding of the corrected current MCR or DBR/MCR value
Alarm
Engine overload. u Reduce power.
594 – AL L1 PRV DEFECT

Pressure relief valve (common rail) defect
Pressure relief valve of first u Contact Service.
common rail is defect.

Pressure relief valve (common rail) defect
Pressure relief valve of first 1. Shut down manually without further delay if the engine does not
common rail is defect. shut itself down immediately after the alarm is signaled.
TIM-ID: 0000001019 - 006
2. Contact Service.

Pressure relief valve (common rail 2) defect
Pressure relief valve of second u Contact Service.
common rail is defect.

Pressure relief valve (common rail 2) defect
Pressure relief valve of second 1. Shut down manually without further delay if the engine does not
common rail is defect. shut itself down immediately after the alarm is signaled.
2. Contact Service.
610 – AL WIRING SUCTION RESTRICTOR 1

PWM channel suction restrictor defect
Alarm
Open load or short circuit on PWM u Contact Service.
channel suction restrictor.
611 – AL WIRING SUCTION RESTRICTOR 2

PWM channel suction restrictor 2 defect
Alarm
channel suction restrictor 2.
612 – AL WIRING PRESSURE CONTROL VALVE 1

TIM-ID: 0000001019 - 006
PWM channel pressure control valve defect
Alarm
channel pressure control valve.

613 – AL WIRING PRESSURE CONTROL VALVE 2
PWM channel pressure control valve 2 defect
Alarm
channel pressure control valve 2.
615 – AL EIL PROTECTION

Protection module alarm due to EIL
Pre-alarm
Alarm for Protection Module in u Contact Service.
response to faulty or manipulated
EIL (Electronic Identification
Label).
616 – AL EIL ERROR

Protection module EIL defect or manipulated
Pre-alarm
The EIL (Electronic Identification u Contact Service.
Label) is faulty or manipulated.
692 – AL ECU POWER OFF/ON REQUIRED

ECU configuration changed
Pre-alarm
The engine controller u Switch power off/on.
configuration has changed. The
system needs a re-start.
TIM-ID: 0000001019 - 006

696 – AL SMARTCONNECT USB ERROR
The USB interface on SmartConnect module does not function.
Pre-alarm
A fault at the USB interface of the 1. Check the contact and the wiring.
SmartConnect module has 2. If no error found, contact Service.
occured.
697 – AL SMARTCONNECT RS485 ERROR

The RS485 interface on SmartConnect module does not function.
Pre-alarm
A fault at the RS485 interface of 1. Check the contact and the wiring.
the SmartConnect module has 2. If no error found, contact Service.
occured.
698 – SD STOP BUTTON

STOP button signal error
Pre-alarm
Channel signals open load or u Contact Service.
internal error.
698 – SD START BUTTON

START button signal error
Pre-alarm
Channel signals open load. u Contact Service.
701 – SD UP BUTTON
TIM-ID: 0000001019 - 006
UP button signal error
Pre-alarm

702 – SD DOWN BUTTON
DOWN button signal error
Pre-alarm
internal error.
703 – SD EXT SPEED DEMAND SWITCH

Pre-alarm
704 – SD SPEED DEMAND INCREASE

Pre-alarm
internal error.
705 – SD BINARY SPEED LIMITATION

Pre-alarm
internal error.
706 – SD DROOP 2 SWITCH

Pre-alarm
TIM-ID: 0000001019 - 006

internal error.

707 – SD FREQUENCY SWITCH
Pre-alarm
internal error.
709 – SD OVERRIDE BUTTON

Pre-alarm
internal error.
710 – SD ALARM RESET

Pre-alarm
internal error.
711 – SD CYLINDER CUT OUT

Pre-alarm
internal error.
712 – SD REQUEST BIN OUT TEST

Pre-alarm
TIM-ID: 0000001019 - 006

internal error.

713 – SD EXT ENGINE PROTECTION
Pre-alarm
internal error.
714 – SD PRELUBRICATION SIGNAL

Pre-alarm
715 – SD EXT INCREASED IDLE BIN

Pre-alarm
716 – SD EXT INCREASE IDLE BIN (BRAKE)

Pre-alarm
717 – SD REQUEST PLANT DBR

Pre-alarm
TIM-ID: 0000001019 - 006

8 Maintenance
8.1 Maintenance notes on MGC Series
All references to DGC-2020 should be replaced with MTU Onsite Energy's MGC Series Controller informa-
tion. These updates will be reflected in a subsequent release of the documentation guide.
For detailed MGC Series technical information, refer to the MGC Series Controller Content chapter in this
publication.
TIM-ID: 0000058638 - 001
274 | Maintenance | 131345844E 2015-12

9 Maintenance – Maintenance Schedule Matrix
and Maintenance Tasks
9.1 Maintenance schedule preface
MTU maintenance concept
Emission regulations prohibit alteration, removal or addition of any mechanical or electronic component or
calibration that could affect the emissions characteristics of the engine. Maintenance, replacement, or repair
of emission control devices and systems can only be performed using MTU approved components or equiva-
lents. Failure to adhere to these guidelines may be a violation of the Clean Air Act.
MTU Maintenance Schedules ensure the reliability and performance of MTU engines and must be adhered to
during the full life of the engine.
The maintenance system for MTU products is based on a preventive maintenance concept. Preventive main-
tenance facilitates advance planning and ensures a high level of equipment availability.
Special operating conditions and technical requirements may require additional maintenance work and/or
modification of the maintenance intervals. In order to be authorized to carry out the individual maintenance
jobs, maintenance personnel must have achieved a level of training and qualification appropriate to the com-
plexity of the task in hand. The various Qualification Levels QL1 to QL4 reflect the levels of training offered in
MTU courses and the contents of the tool kits required:
QL1: Operational monitoring and maintenance which can be carried out during a break in operation without
disassembling the engine-generator set.
QL2: Component exchange (corrective only).
QL3: Maintenance work which requires partial disassembly of the engine-generator set.
QL4: Maintenance work which requires complete disassembly of the engine-generator set.
The maintenance schedule matrix normally finishes with extended component maintenance. Following this,
maintenance work is to be continued at the intervals indicated.
The "Task" numbers specified in the measures list identify the respective maintenance item.
Notes on maintenance
Specifications for fluids and lubricants, guideline values for their maintenance and change intervals and lists
of recommended fluids and lubricants are contained in the MTU Fluids and Lubricants Specifications
A001061 and in the fluids and lubricants specifications produced by the component manufacturers. They
are, therefore, not included in the system maintenance schedule (exception: deviations from the Fluids and
Lubricants Specifications). All fluids and lubricants used must meet MTU specifications and be approved by
the relevant component manufacturer.
Amongst other items, the operator/customer must carry out the following additional maintenance work:
• Protect components made of rubber or synthetic material from oil. Never treat them with organic deter-
gents. Wipe with a dry cloth only.
• Fuel prefilter or fuel/water separator:
TIM-ID: 0000001058 - 006
The maintenance interval depends on how dirty the fuel is. The paper inserts in fuel prefilters must be
changed every two years at the latest (Task 9998).
• Battery:
Battery maintenance depends on the level of use and the ambient conditions. The battery manufacturer's
instructions must be obeyed.
The relevant manufacturer's instructions apply with respect to the maintenance of any components which do
not appear in this system maintenance schedule.
This system maintenance schedule may include components which are not included in the MTU Onsite Ener-
gy supply scope; these may be disregarded.
131345844E 2015-12 | Maintenance – Maintenance Schedule Matrix and Maintenance Tasks | 275
Out-of-service periods
If the engine-generator set is to remain out of service for more than one month, carry out engine preserva-
tion procedures in accordance with the Fluids and Lubricants Specifications, MTU Publication No. A001064
and also see the manufacturers instructions from the non-engine components.
Application Group
3D Short-time operation, fuel stop
TIM-ID: 0000001058 - 006
276 | Maintenance – Maintenance Schedule Matrix and Maintenance Tasks | 131345844E 2015-12
9.2 Maintenance schedule matrix
0-3,000 Operating hours
Item Operating hours [h]
1,000
1,500
2,000
2,500
3,000
Limit
Daily
500
Engine-generator set operation
Engine-generator set operation - X
Engine-generator set operation 1m
Engine
Engine oil filter 2a
Fuel filter 2a X X X X X X
Fuel prefilter 2a X X X X X X
Belt drive 2a X X X
Valve gear 9a X
Belt drive 3a X
Belt drive 2a X
Air filters 3a X
Generator
Generator 1m
Generator 1a
Generator 1a
Preheater / Jacket water heater
Preheater / Jacket water heater 1a
Preheater / Jacket water heater 10 a
Engine-generator set control panel
DGC-2020 10 a
Cooler
Radiator 6m X X X X X X
w = weeks
m = months
a = years
TIM-ID: 0000001059 - 006
131345844E 2015-12 | Maintenance – Maintenance Schedule Matrix and Maintenance Tasks | 277
9.3 Maintenance tasks
Qualifi- Interval Limit Item Maintenance tasks Task
cation [h]
level
Engine-generator set operation
QL1 Daily - Engine-generator set operation Check engine-generator set oil level (→ Page 294). W0100
Carry out visual inspection of engine-generator set for general condition and W0101
leaks.
Inspect service indicator of air filter (→ Page 293). W0103
QL1 - 1m Engine-generator set operation Test run at not below 1/3 load and at least until steady-state temperature is W0134
reached (monthly) (→ Page 279).
Engine
QL1 - 2a Engine oil filter Fit new engine oil filters each time the engine oil is changed or, at the latest, W1008
on expiry of the time limit (given in years) (→ Page 297).
QL1 500 2a Fuel filter Fit new fuel filter or new fuel filter insert (→ Page 286). W1001
QL1 500 2a Fuel prefilter Fit new fuel prefilter or new fuel prefilter insert (→ Page 289) W1675
QL1 1000 2a Belt drive Check belt condition and tension. Fit new belt(s) if necessary (→ Page 305), W1003
(→ Page 306).
QL1 2000 9a Valve gear Check valve clearance, adjust if required (→ Page 281). W1207
ATTENTION! First adjustment after 1,000 hours!
QL1 3000 3a Belt drive Fit new drive belt for battery-charging generator (if fitted) and for water W1505
pump (→ Page 308).
QL1 3000 2a Belt drive Fit new belt drive for fan (→ Page 308). W1483
QL1 3000 3a Air filters Fit new air filters (→ Page 291). W1005
Generator
QL1 - 1m Generator Carry out visual inspection of generator for general condition (→ Page 313). W1445
QL1 - 1a Generator Inspect wiring for defects (→ Page 314). W1446
QL1 - 1a Generator Re-grease antifriction bearings (→ Page 315). W1318
Preheater / Jacket water heater
QL1 - 1a Preheater / Jacket water heat- Check and tighten electrical connections at the control box (This is not appli- W1450
er cable to your system.).
QL1 - 1a Preheater / Jacket water heat- Check and tighten electrical connections at element enclosure (→ Page 319). W1451
er
QL1 - 1a Preheater / Jacket water heat- Check and clean heating element and tank (→ Page 320). W1452
er
QL1 - 5a Preheater / Jacket water heat- Replace thermostat (→ Page 318). W1453
er
QL1 - 10 a Preheater / Jacket water heat- Replace contactor (This is not applicable to your system.). W1454
er
Engine-generator set control panel
QL1 - 10 a DGC-2020 Replace backup battery (if fitted) (→ Page 317). W1444
Cooler
QL1 500 6m Radiator Check cooler elements externally for contamination and leaks (→ Page 323). W1510
w = weeks
m = months
TIM-ID: 0000001060 - 006
a = years
278 | Maintenance – Maintenance Schedule Matrix and Maintenance Tasks | 131345844E 2015-12
10 Task Description
10.1 Engine-Generator Set
10.1.1 Engine-generator set – Test run
Preconditions
☑ Engine-generator set is stopped.
☑ Engine-generator set is ready for operation and is in AUTO mode.
WARNING
Live parts, rotating and moving parts and a high level of engine noise.
Risk of electric shock, crushing, parts of the body being caught or pulled in or damage to hear-
ing!
• Before starting, ensure that no other persons are in or near the danger zone.
• Carry out safety precautions to prevent persons entering the danger zone.
• Ensure that all protective guards and covers are installed, if the engine has been started in order to
perform maintenance tasks
• Always start the engine according to the procedure described in the Operation and Maintenance
Manual.
WARNING
erator set.
WARNING
Risk of poisoning!
WARNING
TIM-ID: 0000001021 - 011
Test run
1. Start the engine-generator set using manual start procedure (→ Page 149). If the engine-generator set
doesn't start, refer to troubleshooting (→ Page 165).
2. Carry out test run at a minimum of 30 % load and at least until steady-state temperature is reached (approxi-
mately for 10 to 15 minutes).
3. Carry out exercising checks (→ Page 152).
4. Stop the engine-generator set (→ Page 150).
131345844E 2015-12 | Task Description | 279

10.2 Engine
10.2.1 Engine – Barring with starting system
Preconditions
☑ External pushbutton 'Bar engine without starting' is provided.
DANGER
Rotating and moving engine parts.
• Before cranking the engine with starter system, make sure that there are no persons in the engine's
danger zone.
Engine – Barring with starting system

1. Press pushbutton 'Bar engine without starting' and keep depressed.
2. Let the crankshaft rotate until oil pressure is indicated, but not longer than 10 seconds.
3. Repeat procedure after approx. 20 seconds if necessary.
TIM-ID: 0000000013 - 006
280 | Engine | 131345844E 2015-12

10.2.2 Valve clearance – Check and adjustment
Preconditions
☑ Engine is stopped and starting disabled.
☑ Engine coolant temperature is max. 40 °C.
☑ Valves are closed.
Special tools, Material, Spare parts

Designation / Use Part No. Qty.
Feeler gage Y20010128 1
Torque wrench, 20–100 Nm F30026582 1
Box wrench, 14 mm F30028346 1
Allen key, 2–10 mm F30453050 1
Barring gear F6790714 1
Preparatory steps
1. Remove cylinder head cover (→ Page 284).
2. Remove cover on the bottom of flywheel housing, A side.
3. Install barring gear at opening.
4. Rotate crankshaft with barring gear in engine direction of rotation until "OT-A1" mark and pointer are aligned.
Diagram for 8 V engines (two

crankshaft positions)
1 Cylinder A1 is in firing TDC
2 Cylinder A1 is in overlap TDC
I Inlet valve
X Exhaust valve
Figure 39: Valve clearance adjustment 8 V

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131345844E 2015-12 | Engine | 281

I Inlet valve
X Exhaust valve

I Inlet valve
X Exhaust valve
Checking valve clearance at two crankshaft positions

1. Check TDC position of piston in cylinder A1:
• If the rocker arms are unloaded on cylinder A1, the piston is in firing TDC.
• If the rocker arms are under load on cylinder A1, the piston is in overlap TDC.
2. Check valve clearance with cold engine:
• Inlet = 0.3 ±0.05 mm;
• Exhaust = 0.6 ±0.05 mm.
TIM-ID: 0000000899 - 009
3. Check all valve clearances in two crankshaft positions (firing TDC and overlap TDC of cylinder A1) as per
diagram.
4. Use feeler gage to determine the distance between valve bridge and rocker arm.
5. If the deviation from the reference value exceeds 0.1 mm, adjust valve clearance.
282 | Engine | 131345844E 2015-12

Adjusting valve clearance
1. Loosen locknut (1) and unscrew adjusting
screw (2) by a few threads.
2. Insert feeler gage between valve bridge and
rocker arm (3).
3. Readjust adjusting screw (2) so that the feel-
er gage just passes through the gap.
Figure 42: Checking valve clearance

4. Tighten locknut (1) to specified torque using a torque wrench, holding adjusting screw (2) firm with Allen
key (5 mm).
Name Size Type Lubricant Value/Standard
Nut M10 x 1 Tightening torque 43+4 Nm
5. Check if the feeler gage just passes through between valve bridge and rocker arm (3).
Result: If not, adjust valve clearance.
Final steps
1. Remove barring gear.
2. Install cover.
3. Install cylinder head cover (→ Page 284).
TIM-ID: 0000000899 - 009
131345844E 2015-12 | Engine | 283

10.2.3 Cylinder head cover – Removal and installation
Preconditions

Ratchet F30027340 1
Removing and installing cylin-

der head cover
Note: Cover the engine beneath the cylinder head
with cloths to collect emerging oil.
1. Remove screws.
2. Remove cylinder head cover.
3. Clean mating faces.
4. Check condition of profile gasket and replace
if required.
Figure 43: Removing and installing cylinder head cover

5. Fit cylinder head cover and tighten screws with torque wrench to the specified tightening torque.
Screw with twin col- M8 Preload torque 10 Nm
lar
6. Tighten screws with torque wrench to the specified tightening torque.

Screw with twin col- M8 Tightening torque 20 Nm
lar
TIM-ID: 0000000900 - 003
284 | Engine | 131345844E 2015-12

10.2.4 Fuel system – Venting
Preconditions
WARNING
Fuels are combustible.
Risk of fire and explosion!
• Avoid open flames, electrical sparks and ignition sources.
• Do not smoke.
Venting fuel system

1. Unlock fuel priming pump, screw out han-
dle (2).
2. Loosen nut (1) on banjo union.
Note: Catch emerging fuel with a suitable cloth.
3. Operate the pump with the handle (2) until
bubble-free fuel emerges.
4. Tighten nut (1) on banjo union.
5. Lock fuel priming pump, screw in handle (2).
Figure 44: Venting fuel system

TIM-ID: 0000000901 - 003
131345844E 2015-12 | Engine | 285

10.2.5 Fuel filter – Replacement
Preconditions

Filter wrench F30379104 1
Engine oil
Easy-change filter (→ Spare Parts Catalog) 1
WARNING
• Do not smoke.
Replacing fuel filter

1. Remove easy-change filter using the filter
wrench.
2. Clean sealing surface on filter head.
3. Slightly lubricate seal on the easy-change fil-
ter.
4. Screw on easy-change filter by hand until the
seal makes contact and then tighten by hand.
Figure 45: Replacing fuel filter

TIM-ID: 0000000902 - 003
286 | Engine | 131345844E 2015-12

10.2.6 Dual fuel/water separator – Differential pressure check
DANGER
Unguarded rotating and moving engine components.
Risk of serious injury – danger to life!
• Take special care when working on a running engine.
WARNING
Engine noise above 85 dB (A).
Noting or marking the position

of the pressure-indicating point-
er
u After installation of a new filter element, read
the pressure level on the gauge (1) and note
the position of the pressure-indicating pointer
or apply the "red line" decal provided.
Figure 46: Dual fuel/water separator – Differential pressure

gauge
Checking differential pressure

1. With the engine running at full load or rated power, read the pressure level on the gauge (1).
2. If the indicated differential pressure is ≥ 0.25 bar, replace the filter element of the fuel/water separator
(→ Page 289).
TIM-ID: 0000001125 - 007
131345844E 2015-12 | Engine | 287

10.2.7 Single or dual fuel/water separator – Draining
Preconditions
☑ Only for single fuel/water separator: Engine is stopped and starting disabled.

Diesel fuel
Gasket (→ Spare Parts Catalog)
WARNING
• Do not smoke.
Note: The figure shows a dual fuel/water separator. It is also valid for a single fuel/water separator.
Dual fuel/water separator –
Lever position
u The filter that operates on a dual fuel/water
separator depends on the position of the
diverter lever (4):
a Lever in vertical upper position: both
filters operate (as shown in the figure).
b Lever in horizontal right position: the
left filter operates, the right filter is by-
passed.
c Lever in vertical lower position: both
filters do not operate.
d Lever in horizontal left position: the
right filter operates, the left filter is by-
passed.
Figure 47: Dual fuel/water separator – Lever position
Single or dual fuel/water separator – Draining

1. Only for dual fuel/water separator: Position the diverter lever (4) to the bypass position on the filter being
serviced to stop the fuel supply for this side.
2. Open drain valve (5) of the filter to be drained.
3. Drain water and contaminants from the filter until pure fuel emerges.
4. Close drain valve (5).
TIM-ID: 0000001014 - 009
5. Remove tommy screw (1).

6. Remove the lid (2).
7. Fill the unit with clean fuel.
8. Replace the lid (2) with a new lid gasket.
9. Tighten tommy screw (1) snug-fit by hand only.
10. Only for dual fuel/water separator: Reposition the lever to the flow position.
11. Only for dual fuel/water separator: If necessary, repeat for servicing the opposite side.
12. Only for single fuel/water separator: Start the engine.
13. Check for leaks.
288 | Engine | 131345844E 2015-12

10.2.8 Single or dual fuel/water separator – Filter element replacement
Preconditions
☑ Only for single fuel/water separator: Engine is stopped and starting disabled.

Diesel fuel
Filter element (→ Spare Parts Catalog)
Gasket (→ Spare Parts Catalog)
WARNING
• Do not smoke.
Note: The figure shows a dual fuel/water separator. It is also valid for a single fuel/water separator.
Dual Fuel/water separator
(three) – Lever position
u The filter that operates on a dual fuel/water
separator depends on the position of the
diverter lever (4):
a Lever in vertical upper position: both
filters operate (as shown in the figure).
b Lever in horizontal right position: the
left filter operates, the right filter is by-
passed.
c Lever in vertical lower position: both
filters do not operate.
d Lever in horizontal left position: the
right filter operates, the left filter is by-
passed.
Figure 48: Fuel/water separator (three) – Lever position

TIM-ID: 0000001013 - 009
131345844E 2015-12 | Engine | 289

Single or dual fuel/water separator – Filter element replacement
1. Only for dual fuel/water separator: Position the diverter lever (4) to the bypass position on the filter being
serviced to stop the fuel supply for this side.
2. Open drain valve (5) of the contaminated filter.
3. Drain water and contaminants from the filter.
4. Close drain valve (5).
5. Remove tommy screw (1).
6. Remove the lid (2).
7. Remove the filter element (inside 3) by holding the molded handle and slowly pulling upward with a twisting
motion.
8. Insert the new filter element with a slow downward twisting motion.
9. Fill the unit with clean fuel.
10. Replace the lid (2) with a new lid gasket.
11. Tighten tommy screw (1) snug-fit by hand only.
12. Only for dual fuel/water separator: Reposition the lever to the flow position.
13. Only for single fuel/water separator: Start the engine.
14. Check for leaks.
TIM-ID: 0000001013 - 009
290 | Engine | 131345844E 2015-12

10.2.9 Air filter – Replacement
Preconditions
Standard air filter

1. Remove air filter(s) and install new one(s) (→ Page 292).
2. Reset signal ring of service indicator (→ Page 293).
Heavy duty air filter

1. Remove filter element(s) and filter insert(s), install new one(s) (→ Page 292).
2. Reset signal ring of service indicator (→ Page 293).
TIM-ID: 0000000194 - 007
131345844E 2015-12 | Engine | 291

10.2.10 Air filter – Removal and installation
Preconditions

Air filter (→ Spare Parts Catalog)
Filter insert (→ Spare Parts Catalog)
Filter element (→ Spare Parts Catalog)
Standard air filter

1. Release clamp (2).
2. Remove air filter (1) and clamp (2) from
flange of intake housing (3).
3. Verify that there are no objects in the flange
of the intake housing (3) and clean it.
4. Place new air filter (1) with clamp (2) onto in-
take housing (3).
5. Tighten clamp (2).
Figure 49: Standard air filter with clamp and flange on intake
housing
Heavy duty air filter

1. Release latches (1).
2. Remove cover (2).
3. Remove filter insert (3) and filter element (4).
4. Wipe out filter housing (5) and cover (2) with
moist cloth.
5. Insert new filter element (4) and filter in-
sert (3).
6. For installation, follow reverse sequence of
working steps.
TIM-ID: 0000001015 - 008
Figure 50: Heavy-duty air filter components
292 | Engine | 131345844E 2015-12

10.2.11 Service indicator – Signal ring position check
Preconditions
Checking signal ring position of

service indicator
1. If the signal ring (2) is completely visible in
the red area of the service indicator control
window (3), replace air filter (→ Page 291).
2. After installation of new filter, press reset
button (1).
Result: Signal ring returns to initial position.
Figure 51: Service indicator on air filter

TIM-ID: 0000000177 - 007
131345844E 2015-12 | Engine | 293

10.2.12 Engine oil – Level check
Preconditions
Checking oil level prior to en-

gine start
1. Remove oil dipstick (1) from guide tube and
wipe it.
2. Insert oil dipstick (1) into guide tube up to the
stop, withdraw after approx. 10 seconds and
check oil level.
3. Oil level must be between “min.” and “max.”
marks.
4. If necessary, top up to “max.” mark
(→ Page 295).
5. Insert oil dipstick (1) in guide tube up to the
stop.
Figure 52: Engine oil – Level check
Checking oil level after engine is stopped

1. 5 minutes after stopping the engine, remove oil dipstick (1) from the guide tube and wipe it.
2. Insert oil dipstick (1) into guide tube up to the stop, withdraw after approx. 10 seconds and check oil level.
3. Oil level must be between “min.” and “max.” marks.
4. If necessary, top up to “max.” mark (→ Page 295).
5. Insert oil dipstick (1) in guide tube up to the stop.
TIM-ID: 0000000907 - 003
294 | Engine | 131345844E 2015-12

10.2.13 Engine oil – Change
Preconditions
☑ Engine is at operating temperature.
☑ MTU Fluids and Lubricants Specifications (A001063/..) are available.

Ratchet F30027340 1
Engine oil
Sealing ring (→ Spare Parts Catalog)
WARNING
Hot oil.
Oil can contain combustion residues which are harmful to health.
Risk of injury and poisoning!
• Wear protective clothing, gloves, and goggles / safety mask.
• Do not inhale oil vapor.
Draining oil at drain plug on oil

pan
1. Provide a suitable container to collect the oil.
2. Remove drain plug (2) and drain oil.
Figure 53: Changing engine oil

3. Insert drain plug (2) and use torque wrench to tighten to specified tightening torque.
TIM-ID: 0000000906 - 004

Drain plug Tightening torque (Engine oil) 100 Nm
4. Replace engine oil filter (→ Page 297).
131345844E 2015-12 | Engine | 295

Filling with new oil
1. Open cap (1) on cylinder head cover.
2. Fill with oil; Oil filling capacity (→ Technical data).
3. Close cap (1) on cylinder head cover.
4. Check engine oil level (→ Page 294).
TIM-ID: 0000000906 - 004
296 | Engine | 131345844E 2015-12

10.2.14 Engine oil filter ‒ Replacement
Preconditions

Ratchet F30027340 1
Socket, 32 mm F30006120 1
Engine oil
Oil filter element (→ Spare Parts Catalog)
WARNING
Hot oil.
Oil can contain combustion residues which are harmful to health.
Risk of injury and poisoning!
• Do not inhale oil vapor.
Engine oil filter ‒ Replacement

1. Unscrew the oil filter covers (1) approx. 3 to
4 revolutions.
2. Wait 10 minutes until the oil has drained from
the filter housings.
3. Remove cover (1) with oil filter element (3)
and remove oil filter element (3) by pressing
on the bottom edge from the side.
4. Check condition of sealing ring (2) on cover.
5. Replace sealing ring (2) if damaged.
6. Coat sealing ring (2) with oil.
7. Insert new oil filter element (3) in cover (1)
and press in until it locks in place.
Figure 54: Engine oil filter ‒ Replacement

8. Screw on cover (1) with oil filter element (3) and tighten to the specified torque with a torque wrench.
TIM-ID: 0000000908 - 004
Cover Tightening torque (Engine oil) 35 Nm
9. Replace other engine oil filters in the same way.

10. Check oil level (→ Page 294)
131345844E 2015-12 | Engine | 297

10.2.15 Engine coolant – Level check
Preconditions
WARNING
Coolant is hot and under pressure.
Risk of injury and scalding!
• Let the engine cool down.
Checking engine coolant level at

filler neck
1. Turn breather valve on coolant expansion
tank counterclockwise to the first stop and
allow pressure to escape.
2. Continue to turn breather valve counterclock-
wise and remove.
3. Check coolant level (coolant must be visible
at the lower edge of the cast-in eye or at the
marking plate).
4. Top up with treated coolant as necessary
(→ Page 301).
5. Check breather valve (visual inspection) and
clean if necessary.
6. Position breather valve on filler neck and
close.
Figure 55: Marking plate
Checking engine coolant level by means of level sensor

1. Switch on engine control system and check readings on the display.
2. Top up with treated coolant as necessary (→ Page 301).
TIM-ID: 0000000911 - 005
298 | Engine | 131345844E 2015-12

10.2.16 Engine coolant – Change
Coolant
Engine coolant change

1. Drain engine coolant (→ Page 300).
2. Fill with engine coolant (→ Page 301).
TIM-ID: 0000000036 - 031
131345844E 2015-12 | Engine | 299

10.2.17 Engine coolant – Draining
Preconditions

Engine oil
Sealing ring (→ Spare Parts Catalog)
WARNING
Preparatory steps
1. Provide an appropriate container to drain the coolant into.
2. Switch off preheater, if installed.
Engine coolant – Draining

1. Turn breather valve of filler neck on coolant
expansion tank counterclockwise to first stop
and allow pressure to escape.
2. Continue to turn breather valve counterclock-
wise and remove.
3. Draw off separated corrosion inhibitor oil in
expansion tank through the filler neck.
4. Open drain plugs and drain engine coolant at
the following drain points:
• on crankcase, left side
• on crankcase, right side
Figure 56: Engine coolant – Draining

5. Insert drain plugs with new sealing ring and use torque wrench to tighten to specified tightening torque.
Drain plug Tightening torque (Engine oil) 100 Nm
TIM-ID: 0000000910 - 003
6. Position breather valve on filler neck and close.
300 | Engine | 131345844E 2015-12

10.2.18 Engine coolant – Filling
Preconditions

Coolant
WARNING
WARNING
NOTICE
Cold coolant in hot engine can cause thermal stress.
Possible formation of cracks in the engine!
• Fill / top up coolant only into cold engine.
Preparatory steps
1. Turn breather valve (1) of coolant expansion
tank counterclockwise until the first stop and
allow pressure to escape.
2. Continue to turn valve cover (1) counter-
clockwise and remove.
TIM-ID: 0000000909 - 007
Figure 57: Coolant filling point
Coolant – Filling
1. Fill coolant through filler neck on expansion tank or through filling line until coolant level reaches lower edge
of cast-in eye or marking plate.
2. Check proper condition of breather valve (1), clean sealing faces if required.
3. Fit breather valve (1) and close it.
131345844E 2015-12 | Engine | 301

Final steps
1. Start the engine and operate it at idle speed for some minutes.
2. Check coolant level (→ Page 298), top up with coolant if required.
TIM-ID: 0000000909 - 007
302 | Engine | 131345844E 2015-12

10.2.19 Engine coolant pump – Relief bore check
DANGER
Rotating and moving engine parts.
• Only run the engine at low power. Keep away from the engine's danger zone.
WARNING
Engine coolant pump – Relief

bore check
1. Check relief bore (1) for coolant discharge.
• Permissible engine coolant discharge: Up
to 0.1 ml per hour respectively 100 ml per
1,000 operating hours.
2. If discharge exceeds the specified limits, con-
tact Service.
3. If relief bore (1) is dirty:
a) Stop engine (→ Page 150) and disable en-
gine start.
b) Clean relief bore (1) with a wire.
Figure 58: Engine coolant pump – Relief bore check

TIM-ID: 0000000912 - 003
131345844E 2015-12 | Engine | 303

10.2.20 Drive belt – Adjustment
Preconditions
Fan drive – Belt tension adjust-

ment
1. Undo screws (2).
2. Screw in nut (1) to set the required belt ten-
sion.
3. Tighten screws (2).
4. Check drive belt tension for compliance with
specifications (→ Page 306).
Figure 59: Fan drive – Belt tension adjustment
Engine coolant pump drive –

Belt tension adjustment (engine
with mechanical belt tensioner)
1. Slacken off screws (1) and locknut (3).
2. Screw in adjusting screw (2) to set the re-
quired drive belt tension.
3. Tighten screws (1) and locknut (3).
4. Check drive belt tension for compliance with
specifications (→ Page 306).
Figure 60: Coolant pump drive – Belt tension adjustment

TIM-ID: 0000000895 - 003
304 | Engine | 131345844E 2015-12

10.2.21 Drive belt – Condition check
Preconditions
Checking condition
Figure 61: Drive belt – Condition
Item Findings Action

Drive belt A Singular cracks None
Drive belt B Cracks on entire circumference Fit new part (→ Page 308)
Drive belt C Chunking
Drive belt Fouling by oil, overheating
TIM-ID: 0000000896 - 005
131345844E 2015-12 | Engine | 305

10.2.22 Drive belt – Tension check
Preconditions

Belt tension tester, 500–1400 N Y20097430 1
Belt tension tester, 1300–3100 N Y20097431 1
Fan drive – Belt tension check

1. Remove protective cover.
2. Set belt tension tester onto the drive belt in
the middle between the belt pulleys (ar-
rowed).
3. Using pushbutton, press vertically on top side
of drive belt exerting even pressure until
spring disengages noticeably.
4. Do not press any further, otherwise the dis-
play value will be falsified.
5. Take off tension tester without changing the
position of the display arm.
6. Read off measured value at the intersection
of display arm and "KG" scale. For specifica-
tions, refer to table below.
Figure 62: Fan drive – Belt tension check
Application Measured value Measured value Measured value

Initial assembly Operating tension after Minimum operating
1 hour tension
Fan drive belt 2250 N 1620 N 1080 N
7. If the measured values deviate from the specifications above, adjust drive belt tension (→ Page 304).
8. Install protective cover.
TIM-ID: 0000000897 - 003
306 | Engine | 131345844E 2015-12

Belt tension check (engine with
mechanical belt tensioner)
2. Set belt tension tester onto the drive belt in
the middle between the belt pulleys (ar-
rowed).
3. Using pushbutton, press vertically on top side
of drive belt exerting even pressure until
spring disengages noticeably.
4. Do not press any further, otherwise the dis-
play value will be falsified.
5. Take off tension tester without changing the
position of the display arm.
6. Read off measured value at the intersection
of display arm and "KG" scale. For specifica-
tions, refer to table below.
Figure 63: Belt drive for coolant pump – Belt tension check
Application Measured value Measured value Measured value

Initial assembly Operating tension after Minimum operating
1 hour tension
Fan drive belt 1000 N 720 N 480 N
7. If the measured values deviate from the specifications above, adjust drive belt tension (→ Page 304).
TIM-ID: 0000000897 - 003
131345844E 2015-12 | Engine | 307

10.2.23 Drive belt – Replacement
Preconditions

Drive belt (→ Spare Parts Catalog)
Fan drive – Drive belt replace-

ment
1. Remove protective cover from cooler.
2. Remove fan.
3. Loosen securing screws (3).
4. Screw out tension nut (1) as far as necessary
to allow drive belt removal.
5. Check belt pulley on cooler bearing mount
and crankshaft for contamination and clean if
necessary.
Note: When placing the drive belt in the grooves, no
force must be applied.
6. Fit new drive belt.
7. The fan bearing mount must be in contact
with the retainer (2) to allow belt tensioning.
8. Adjust and check drive belt tension
(→ Page 304).
9. Install fan. Figure 64: Fan drive – Drive belt replacement
Battery-charging generator and

engine coolant pump – Drive
belt replacement
2. Remove drive belt from fan drive
(→ Page 308).
3. Remove brace (2).
4. Use appropriate tool to release the automatic
belt tensioner at hexagon (3) and take off
drive belt (1).
TIM-ID: 0000000898 - 003
5. Fit new drive belt (1) and unload belt tension-

er.
6. Install drive belt on fan drive (→ Page 308).
Figure 65: Battery-charging generator and coolant pump –
Drive belt replacement
308 | Engine | 131345844E 2015-12

Drive belt replacement (engine
with mechanical belt tensioner)
2. Remove drive belt from fan drive
(→ Page 308).
3. Slacken off screws (1) and locknut (3).
4. Release adjusting screw (2) on mechanical
belt tensioner (4) and take off drive belt.
5. Fit new drive belt (5) and tighten adjusting
screw (2) on mechanical belt tensioner to set
the required tension (→ Page 304).
6. Install drive belt on fan drive (→ Page 308).
Figure 66: Coolant pump drive – Drive belt replacement
(mechanical belt tensioner)
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10.2.24 Engine cabling – Check
Preconditions

Solvent (isopropyl alcohol) X00058037 1
Engine cabling – Check

1. Check securing screws of cable clamps on engine and tighten loose screw connections.
2. Ensure that cables are securely seated in clamps and cannot move freely.
3. Check if all cable clips are closed and intact.
4. Replace faulty cable clips.
5. Check cable clamps for secure fit, tighten loose clamps.
6. Replace faulty cable clamps.
7. Visually inspect the following electrical components for damage:
• Connector housings
• Contacts
• Plug connectors
• Cables and terminals
• Plug-in contacts
Result: If cable conductors are damaged, contact Service.
Note: Close connectors that are not plugged in with the protective cap supplied.
8. Use isopropyl alcohol to clean dirty connector housings, plug connectors and contacts.
9. Ensure that all connecting plugs of the sensors are correctly engaged.
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10.2.25 Engine governor and connector – Cleaning
Preconditions

Solvent (isopropyl alcohol) X00058037 1
NOTICE
Insertion of unsuitable test probe, e.g. test prod.
The contacts in the plug connection can be bent!
• Carry out check of plug connection only with test connectors.
Engine governor and connector – Cleaning

1. Use isopropyl alcohol to remove coarse dirt from housing surface.
2. Use isopropyl alcohol to remove dirt from the connector and cable surfaces.
3. Check legibility of cable labels. Clean or replace illegible labels.
Heavily contaminated connectors on engine governor – Cleaning

Note: Close connectors that are not plugged in with the protective cap supplied.
1. Release latches of connectors and withdraw connectors.
2. Clean connector housings, connector socket housings and all contacts with isopropyl alcohol.
3. When connectors, sockets and all contacts are dry: Fit connectors and latch them.
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10.2.26 Engine governor – Checking plug connections
Preconditions
Checking engine governor plug

connections
1. Check firm seating of all connectors on the
engine governor. Ensure that the clips (1) are
engaged.
2. Check firm seating of all screws (2) on engine
governor cable clamps. Make sure that cable
clamps are not defective.
Figure 67: ECU-8 – Checking plug connections
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10.3 Generator
10.3.1 Generator – Check
Preconditions
☑ Engine-generator set is stopped and starting disabled.
☑ Circuits are disconnected.
☑ Lockout/tagout procedure is completed.
☑ Auxiliary equipment (if supplied, e.g. battery charger, water heater) is de-energized.
DANGER
WARNING
Preparatory step
u Remove the cover of the outlet box.
Checking the generator

Inspect generator for external con- Dirt or debris found. Remove any dirt or debris with
tamination. vacuum cleaner or brush.
Inspect all parts for wear and dam- Wear or damage visible. Contact Service.
age.
Check that heat strips (if fitted) Heat strips are not warm. Contact Service.
are operational.
Inspect air intake and outlet open- Dirt or blockages visible. Remove any dirt with vacuum
ings. cleaner or brush.
Remove foreign material to keep
the openings unobstructed.
Final step
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u Install the cover of the outlet box.
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10.3.2 Generator – Wiring check
Preconditions
DANGER
WARNING
Preparatory step
u Remove the cover of the outlet box.
Checking the generator wiring

Check all electrical connections. Connections loose. Tighten connections.
Contacts corroded. Contact Service.
Check wiring for damage to the in- Insulation damaged or oil-soaked. Replace insulation.
sulation.
Inspect varnish coatings on the Coating deteriorated. Contact Service.
windings.
Final step
u Install the cover of the outlet box.
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10.3.3 Generator – Greasing antifriction bearing
Preconditions
☑ MTU Onsite Energy Fluids and Lubricants Specifications (A001064/..) are available.

Mobil Polyrex EM
DANGER
WARNING
Preparatory steps
1. Depending on the generator housing, remove
the louver cover of the outlet box or of the
exciter assembly to access the greasing
plugs (1), (2).
2. Wipe clean the fill pipe plug (1), the drain
pipe plug (2), and surrounding parts.
3. Remove the plugs (1), (2).
4. Remove any hard grease from the drain hole.
Use a piece of wire, if necessary.
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Figure 68: Grease plugs on generator bearing
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Adding grease
1. Identify the generator model number. The generator model number can be found on the generator manufac-
turer's nameplate or in the technical data/specification sheet of the engine-generator set. The first digits of
the generator model number identify the frame size, e.g. frame size of model "572RSL7724" is "572". The
frame size determines the amount of grease to be added.
2. Insert a 1/8" N.P.T. grease fitting in the fill pipe.
Note: • Use the proper amount of grease. Too much grease can be as harmful as not enough grease.
• Use only clean grease from clean, closed containers and avoid contamination.
3. Add grease according to the amounts indicated in the table below using a low pressure grease gun.
Frame size Amount of grease

Ounces Cubic inches Teaspoons
572, 573 1.5 2.6 8.5
Final steps
1. Start the engine-generator set with drain plug removed. The fill pipe may be open or closed.
2. Run the engine-generator set about 15 minutes to allow the excess grease to drain.
3. Stop the engine-generator set.
4. Wipe off any drained grease.
5. Fit fill and drain pipe plugs.
6. Install the louver cover of the outlet box or of the exciter assembly.
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10.4 Engine-Generator Set Control Panel
10.4.1 Control panel MGC Series – Backup battery replacement
Preconditions
☑ Operating voltage is not present.
Replacing the backup battery

Note: Battery location differs between various con-
trol panels.
1. Unlock and open the front door of the control
panel. The backup battery is located on the
rear side of the display (1).
2. Remove the backup battery (3) with flat nose
pliers, or use a screwdriver to pry it out of the
socket (2).
Note: The replacement battery must be the same
size as the old battery.
3. Insert the new battery with correct polarity.
4. Close the front door of the control panel, and
lock it.
5. Return the control panel to service.
Figure 69: Backup battery location in control panel

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10.5 Jacket Water Heater
10.5.1 Jacket water heater – Thermostat replacement
Preconditions
☑ All power sources for the heater are disconnected.

Thermostat (→ Spare Parts Catalog) 1
WARNING
Component is hot.
Risk of burning!
• Wear protective gloves.
Replacing the thermostat

1. Remove the cover of the electrical box by
loosening the four screws.
2. Disconnect the wires on the thermostat (1).
3. Loosen the small screw (3) and pull out the
thermostat.
4. Replace with new thermostat and tighten the
small screw.
5. Connect all wires.
6. Adjust the new thermostat to the same tem-
perature as the old one by turning clock-
wise (2).
7. Mount the cover by fitting the four screws.
Figure 70: Thermostat of jacket water heater

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10.5.2 Jacket water heating element – Wiring check
Preconditions
WARNING
Component is hot.
Risk of burning!
Checking enclosure wiring

1. Remove the electrical box by loosening the four bolts.
2. Inspect electrical connections on both ends:
Check for dry environment Moisture (impacts conductivity). Dry it.
Check electrical connections Connections loose. Tighten connections.
Connections corroded. Clean connections with a wire
brush.
Table 4: Heating element wiring check list

3. Fit the electrical box by tightening the four bolts.
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10.5.3 Jacket water heating element and tank – Check
Preconditions

O-ring (→ Spare Parts Catalog) 1
WARNING
Component is hot.
Risk of burning!
WARNING
NOTICE
Cold coolant in hot engine can cause thermal stress.
Possible formation of cracks in the engine!
• Fill / top up coolant only into cold engine.
Preparatory steps
Note: If the system is configured with user supplied, non-restrictive shut-off valves (isolation valves) in the coolant
lines, maintenance on the heating system is allowed without draining the complete engine coolant.
1. If user supplied, non-restrictive shut-off valves are mounted, drain the "heater coolant circuit" only:
a) Close the valves of fill line and return line.
b) Loosen the clamps of both lines on the jacket water heater side.
c) Collect the coolant in a suitable bowl.
2. If those valves are not mounted:
a) Drain the complete engine coolant circuit (→ Page 300).
b) Loosen the clamps of fill line and return line on the jacket water heater side.
Checking heating element and tank for contamination

1. Loosen the four bolts to remove the electrical box with the heating element.
2. Inspect the interior of the tank for contaminations. If required, clean it with a wire brush and/or a damp
cloth.
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3. Inspect the heating element for contaminations. If required, clean with a wire brush.
4. Fit a new O-ring and ensure it is in place.
5. Install the cleaned or replaced heating element in the tank.
6. Tighten the electrical box with the four bolts.

Final steps
1. Connect fill line and return line to the jacket water heater by tightening their clamps.
2. If user-supplied valves are mounted, evacuate the air from the coolant circuit.
a) Open the user-supplied valve of the return line.
b) Loosen the clamp of the fill line near the valve.
c) Wait until coolant has reached this end of the fill line.
d) Tighten the clamp of the fill line.
3. Fill coolant until the needed level is reached (→ Page 301).
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10.5.4 Jacket water heater – Hoses check
Preconditions
WARNING
Hot components/surfaces.
Risk of burns!
• Allow the engine to cool down to below 50 °C before beginning work.
• Wear suitable protective equipment/thermal gloves.
• Avoid unprotected contact with hot surfaces.
WARNING
Visual inspection of hoses

1. Verify that the heater is operable (hose from jacket water heater to the engine is warmer than others).
2. Inspect heater and hoses for leaks. Contact Service if leaks found.
3. Check for hard, brittle hoses. Contact Service if such hoses found.
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10.6 Radiator
10.6.1 Radiator – Check the core for leaks and contamination
Preconditions
☑ For remote radiator: All power sources for the radiator are disconnected.
DANGER
nections.
WARNING
Checking radiator core for leaks and contamination

Check the core for coolant leaks. Leaks Contact Service.
Check the front core face (on fan Dust, or foreign matters Clean the clogged core
side) for contamination. (→ Page 324).
Contact Service if any major
cleaning is required.
Check all other components exter- Dust and/or debris Vacuum or brush off.
nally for dirt.
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10.6.2 Radiator – Core face cleaning
Preconditions
DANGER
nections.
WARNING
Compressed air gun ejects a jet of pressurized air.
Risk of injury to eyes and damage to hearing, risk of rupturing internal organs!
• Never direct air jet at people.
• Always wear safety goggles/face mask and ear defenders.
WARNING
Chemical substances in cleaners.
Risk of irritation and chemical burns!
• Always obey manufacturer's instructions for use.
NOTICE
Cleaning agents should not be left to take effect for too long.
Damage to components is possible!
• Observe manufacturer's instructions.
NOTICE
Inappropriate cleaning tool.
Risk of damage to component!
• Observe manufacturer's instructions.
• Use appropriate cleaning tool.
Cleaning with industrial vacuum cleaner

Note: An industrial vacuum cleaner may only be used from the fan side of the radiator.
1. Remove complete fan guard to access to the fan side.
2. Vacuum away the dirt.
3. Remount the complete fan guard.
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Cleaning with air gun and, if re-
quired, with industrial pressure
washer
1. From the rear core face (1), blow out the fins
with a jet of compressed air working in the
opposite direction of the cooling air flow.
Note: The air gun nozzle (2) must maintain the air
jet only in a right angle (90°) to the core
face (1). Non-compliance results in damage
to the fins and loss of cooling.
2. Remove and dispose of any debris blown
from the core before engine-generator set
start-up.
3. If cooling elements are still badly soiled,
clean the core face with an industrial pres-
sure washer from the rear core (1). A hot-wa-
ter washer should preferably be used. A suit- Figure 71: Radiator cleaning specifications
able proprietary degreasing agent (as recom-
mended by the manufacturer of the pressure
washer) should be added to the water, but
this must not contain ammonia as it will cor-
rode the core.
Note: Ensure the following targets. Non-compliance
results in damage to the fins and loss of cool-
ing.
• Apply the water jet in the opposite direc-
tion to the cooling air flow.
• Keep the nozzle (2) of the water jet at a
right angle (90°) to the core face (1).
• The distance (d) between the core face
and the nozzle must not be less than
450 mm (18 inches) for pressures up to
206 bar (3,000 PSI). For pressures above
this limit, the distance must be increased
accordingly.
• The diameter (Ø) of the water jet must not
be less than 200 mm (8 inches).
4. Dry the core and the surrounding area thor-
oughly before engine-generator set start-up.
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11 Fluids and Lubricants Specifications
11.1 Preface
11.1.1 General information
Used symbols and means of representation
The following instructions are highlighted in the text and must be observed:
This symbol indicates instructions, tasks and operations that must be followed to avoid hazards
to persons as well as damage to or destruction of material.
Note:
A note provides special instructions that must be observed when performing a task.
Fluids and lubricants

The service life, operational reliability and function of the drive systems are largely dependent on the fluids
and lubricants employed. The correct selection and treatment of these fluids and lubricants are therefore
extremely important.
This publication specifies fluids and lubricants for diesel engine-generator sets with MTU engines from Series
1600, 2000 and 4000 from MTU Onsite Energy.
Test standard Designation
DIN Federal German Standards Institute
EN European Standards
ISO International Standards Organization
ASTM American Society for Testing and Materials
IP Institute of Petroleum
Table 5: Test standards for fluids and lubricants
Applicability of this publication

The Fluids and Lubricants Specifications are revised or supplemented as required. Before using them, make
sure you have the latest version (publication number A001064/..). The latest version is available at:
www.mtuonsiteenergy.com - "Spare parts and service" under "MTU_ValueService Dokumentation".
Warranty
Use of the approved fluids and lubricants, either under the brand name or in accordance with the specifica-
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tions given in this publication, constitutes part of the warranty conditions.

The supplier of the fluids and lubricants is responsible for the worldwide standard quality of the named prod-
ucts.
Fluids and lubricants for diesel engine-generator sets can be hazardous materials. Certain regu-
lations must be obeyed when handling, storing and disposing of these substances.
These regulations are contained in the manufacturers' instructions, legal requirements and technical guide-
lines valid in the individual countries. Great differences can apply from country to country and a generally
valid guide to applicable regulations for fluids and lubricants is therefore not possible within this publication.
326 | Fluids and Lubricants Specifications | 131345844E 2015-12

Users of the products named in these specifications are therefore obliged to inform themselves of the locally
valid regulations. MTU accepts no responsibility whatsoever for improper or illegal use of the fluids and lubri-
cants which it has approved.
MTU Onsite Energy recommends consultation with the suppliers of all fluids and lubricants to request the
relevant safety data sheets prior to storing, handling and using these fluids and lubricants.
Safe disposal
To prevent environmental pollution and infringements of statutory requirements, used fluids
and lubricants must be disposed of in accordance with local regulations.
Never dispose of or burn the used oil in the fuel tank.
The regulations for the disposal of fluids and lubricants differs from place to place. Environmental protection
is one of the fundamental corporate objectives of MTU Onsite Energy. We therefore recommend the recy-
cling of fluids and lubricants wherever possible. If recycling is not possible, MTU Onsite Energy recommends
consulting the local waste-disposal authorities before disposing of fluids and lubricants to determine the best
option. Users of the products named in these specifications are therefore obliged to inform themselves of
the locally valid regulations. MTU accepts no responsibility whatsoever for improper or illegal use of the flu-
ids and lubricants which it has approved.
All brand names are registered trademarks of the manufacturer concerned.
Preservation
All information on preservation, re-preservation and de-preservation including the approved preservatives is
available in the publication "MTU Preservation and Re-preservation Specifications" for diesel engine-genera-
tor sets with MTU engines from Series 1600, 2000 and 4000 (publication number A001071/..). The latest
version is available at: www.mtuonsiteenergy.com- "Spare parts and service" under "MTU_ValueService Do-
kumentation".
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11.2 Lubricants
11.2.1 Engine Oils
11.2.1.1 Requirements to be met by engine oils

Dispose of used fluids and lubricants in accordance with local regulations!
Used oil must never be disposed of via the fuel tank!
Mixing different engine oils is strictly prohibited!

Changing to another oil grade can be done together with an oil change. The remaining oil
quantity in the engine oil system is not critical in this regard.
Requirements of the engine oils for MTU approval

The MTU conditions for diesel engine oil approval are specified in MTU Factory Standards for Deliveries
(MTL).
• MTL 5044: Engine oils for diesel engines; Requirements
• MTL 5051: First-use oil and corrosion-inhibiting oil for internal preservation of engines
The standards can be ordered by quoting this reference number.
Manufacturers of engine oils are notified in writing if their product is approved.
The use of engine oils not approved by MTU can mean that statutory emission limits can no
longer be observed. This can be a punishable offense.
MTU Onsite Energy must be consulted prior to using an engine oil that does not fully comply
with the published engine oil specifications and properties.
The approved engine oils are divided into the following MTU Quality Categories:.
Oil category Quality
Oil category 1 Standard quality / Single and multi-grade oils
Oil category 2 Higher quality / Single and multi-grade oils
Oil category 2.1 Multi-grade oils with a low ash-forming additive content (low-SAPS oils)
Oil category 3 Highest quality / Multi-grade oils
Oil category 3.1 Multi-grade oils with a low ash-forming additive content (low-SAPS oils)
Table 6: Engine oils – MTU quality categories

List of approved engine oils, see (→ Page 357).
Selection of a suitable engine oil is based on fuel quality, projected oil drain interval and onsite climatic con-
ditions. There is currently no international industry standard that takes account of these criteria.
Low-SAPS oils
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Low SAPS oils are oils with a low sulfur and phosphor content and an ash-forming additive content of ≤1%.
They are only approved if the sulfur content in the fuel does not exceed 500 mg/kg. When using diesel parti-
cle filters, it is advisable to use these oils to avoid fast coating of the filter with ash particles.
Oils in oil categories 2.1 or 3.1 are low-SAPS oils and require fuels with a maximum sulfur con-
tent of 500 mg/kg.
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MTU trademark oils
MTU offers trademark oils that comply with the published specifications for engine oil. These oils are special-
ly formulated for diesel engine-generator sets from MTU Onsite Energy with MTU Series 1600, 2000 and
4000 engines. Lists of approved engine oils, see (→ Page 357).
Series 2000 and 4000 Gx1 engines allow both the use of the approved engine oils and the use of engine oils
that meet all performance requirements and properties, see (→ Table 7) and (→ Table 8).
Performance requirements
Oil category Specification Applies to
Oil category 1 min. API CG-4/CH-4 and • Series 2000
ACEA E2–96 • Series 4000
Oil category 2 ACEA E7–08 • All series
Oil category 2.1 ACEA E9 or • All series
API CJ4
Oil category 3 ACEA E4–08 • All series
Oil category 3.1 ACEA E6–08 • All series
Table 7: Engine oil – performance requirements
Chemical-physical properties
Parameters Test method Limit value
Total base number ASTM D2896 > 8 mg KOH/g
ISO 3771
Shear stability ASTM D3945 or Limit values of respective viscosity
CEC-L-14-A-88 grade
Deposit test DIN 51535 Max. 120 mg
(required in the case of multi-
grade oils and closed crankcase
ventilation)
Table 8: Engine oil – chemical/physical properties
Use of high-sulfur diesel fuel

The following measures must be taken in the case of diesel fuels with a sulfur content above 0.5%:
• Use of an engine oil with a total base number (TBN) of more than 8 mgKOH/g
• Shortening of oil drain intervals
Details of the recommended minimum total base numbers for new and used oils, depending on sulfur con-
tent of diesel fuel, see (→ Figure 72).
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Figure 72: Total base number for engine oil depending on sulfur content of the diesel fuel
A Total base number in C Min. total base number for
mgKOH/g, ISO 3771 used oil
B Recommended min. total D Sulfur content of fuel in %
base number for fresh oil by weight
Total base numbers (TBN) for the approved engine oils, see "Approved engine oils" chapter (→ Page 357).
Special additives
Engine oils approved have been specially developed for diesel engines and have all necessary properties.
Further additives are therefore superfluous and may even be harmful.
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11.2.1.2 Viscosity grades
Selection of the viscosity grade is based primarily on the ambient temperature at which the diesel engine-
generator set is to be started and operated.
Note: All diesel engine-generator sets used in environments below 32 °C (90 °F) must have coolant preheat-
ers (water jacket heaters) to maintain an engine temperature of 32 °C (90 °F).
If the relevant performance criteria are observed, the engines can be operated both with single-grade and
multi-grade oils, depending on application. Reference values for the temperature limits in the individual vis-
cosity grades, see (→ Figure 73).
If the prevailing temperature is too low, the engine oil must be preheated.
Figure 73: Viscosity grade

1) For Series 2000 and 4000 2) For Series 1600 only.
only.
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11.2.1.3 Oil change intervals
When changing to an engine oil in Category 3, note that the improved cleaning effect of these
engine oils can result in the loosening of engine contaminants (e.g. carbon deposits).
It may be necessary therefore to reduce the oil change interval and oil filter service life (one
time during change).
Engine oil drain intervals depend on the engine-oil quality, its conditioning, the operating conditions and the
fuel used.
The oil change intervals indicated in the table are recommended reference values based on experience in
operation, see (→ Table 9). They are valid if diesel fuels with sulfur content < 0.5 percent by weight are used
and for applications with standard load profile.
Oil category Typical oil change intervals for diesel engines in

Series 2000 and 4000 Series 1600
Without centrifugal oil fil- With centrifugal oil filter
ter or bypass filter
1 250 operating hours 500 operating hours Not specified
2 500 operating hours 1000 operating hours 500 operating hours
or max. 1 year
2.1 1) 500 operating hours 1000 operating hours 500 operating hours
or max. 1 year
3 750 operating hours 1500 operating hours 1000 operating hours
or max. 1 year
3.1 1) 750 operating hours 1500 operating hours 1000 operating hours
or max. 1 year
Table 9: Oil change intervals

1)
Low-SAPS oils may be used if the sulfur content in the fuel is max. 500 mg/kg.
The defined limit values for the used oil must be observed, see (→ Page 333).
In individual cases the service life of the engine oil can be optimized by regular laboratory analysis and ap-
propriate engine inspections in consultation with the MTU service point responsible.
Reasons for defining other intervals

The engine oil must be changed and the oil change interval must be shortened if the engine oil exceeds the
specified limit values (→ Page 333) before the specified change interval has been reached, see (→ Table 9).
The oil operating times must be determined by oil analysis if one or more of the following difficult operating
conditions are encountered:.
Difficult operating conditions:
• Extreme climatic conditions
• High start-up frequency
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• Frequent and prolonged idling or low-load operation

• High sulfur content in the fuel of 0.5 to 1.5% by weight
Applications with low annual runtimes:
• For applications involving low runtimes, the engine oil must be changed every two years at the latest irre-
spective of its category.
• Where engine oils with higher-grade corrosion-inhibiting characteristics are in use, the oil must be
changed every 3 years at the latest, see (→ Page 357).
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11.2.1.4 Operational monitoring of engine oil
The state of the engine oil can be determined in a test. The MTU test kit or the MTU test pack for North
America can be ordered from MTU. It is also possible to send oil samples to MTU or a laboratory appointed
by MTU.
Use the following guidelines for taking oil samples:
• The first oil sample should be taken from the engine as a “basic sample” after the engine has run for ap-
proximately 1 hour after being filled with fresh oil.
• Further samples are to be analyzed at specific intervals (see "Laboratory Analysis").
• The appropriate engine inspections are to be carried out before and after the oil analyses.
• After completion of all analyses, and depending on the findings, special agreements can be reached for
individual cases.
• Oil samples must always be taken under the same conditions and at the point provided for that purpose
(see Operating Instructions and Maintenance Manual).
Laboratory analyses
Orders for engine oil analyses can be placed with MTU. The oil sample must be taken in accordance with the
Operating Instructions.
The following data is required:
• Oil manufacturer
• Brand name with viscosity grade
• Oil service life to date
• Serial number of engine from which oil sample was taken
The following must be submitted (for each oil change):
• Min. 0.25 liters used oil
• Min. 0.25 liters reference sample (after approx. 1 hour's operation)
• Min. 0.25 liters new oil
Spectrometric oil analysis

Analysis of the engine oil's additive-metal content is carried out by the MTU laboratory to determine the
brand of oil.
MTU does not generally analyze the oil's wear-metal contents in order to determine the degree of engine
wear. These content levels are very much dependent on the following factors, among others:
• Individual engine equipment status
• Tolerance scatter
• Operating conditions
• Duty profile
• Fluids and lubricants
• Miscellaneous assembly materials
In North America, the wear metal analysis can be performed as part of a test package for the engine oil (see
"MTU Test Package for Advanced Fluid Management System for North America").
Unambiguous conclusions as to the wear status of the engine components involved are therefore not possi-
ble. This means that no limit values can be given for wear-metal contents.
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Used-oil analysis
In order to check the used oil, it is recommended that regular oil analyses be carried out. Oil samples should
be taken and analyzed at least once per year and during each oil change and under certain conditions, de-
pending on application and the engine's operating conditions, sampling / analysis should take place more
frequently.
From the indicated test methods and limit values, it emerges when the result of a single oil sample analysis
is to be viewed as abnormal, see (→ Table 10).
An abnormal result requires immediate investigation and remedy of the abnormality.
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The limit values relate to individual oil samples. When these limit values are reached or exceeded, an immedi-
ate oil change is necessary. The results of the oil analysis do not necessarily give an indication of the wear
status of particular components.
In addition to the analytical limit values, the engine condition, its operating condition and any operational
faults are decisive factors with regard to oil changes.
Some of the signs of oil deterioration are:
• Abnormally heavy deposits or precipitates in the engine or engine-mounted parts such as oil filters, centri-
fugal oil filters or separators, especially in comparison with the previous analysis.
• Abnormal discoloration of components.
Analytical limit values for used engine oils

Parameters Test methods Viscosity grade Limit values
Viscosity at 100 °C ASTM D445 SAE 30 max. 15.0 mm²/s
(212 °F) DIN 51562 SAE 5W-30
SAE 10W-30
ASTM D445 SAE 40 max. 19.0 mm²/s
DIN 51562 SAE 10W-40
SAE 15W-40
ASTM D445 SAE 30 min. 9.0 mm²/s
DIN 51562 SAE 5W-30
SAE 10W-30
ASTM D445 SAE 40 min. 10.5 mm²/s
DIN 51562 SAE 10W-40
SAE 15W-40
Flash point ASTM D 92 All classes max. 190 °C (COC)
ISO 2592
ASTM D 93 All classes min. 140 °C (PM)
EN 22719
Soot (% by weight) DIN 51452 Oil category 1 max. 3.0 percent by weight
CEC-L-82-A-97
DIN 51452 Oil categories 2, 2.1, 3 max. 3.5 percent by weight
CEC-L-82-A-97 and 3.1
Total base number ASTM D 2896 All classes Min. 50% of new-oil value
(mg KOH/g) ISO 3771
Water (% by vol.) ASTM D 6304 All classes Max. 0.2 percent by volume
ISO 6296
EN 12937
Oxidation DIN 51453 (only All classes Max. 25 A/cm
possible if no ester
compounds are in-
cluded)
Ethylene glycol ASTM D 2982 All classes Max. 100 mg/kg
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Table 10: Used engine oils – analytical limit values
MTU test kit

Oil analyses can be carried out using the MTU Test Kit. The test kit contains all the equipment required as
well as instructions for use.
The following checks can be performed:
• Determination of oil dispersing capacity (spot test)
• Determination of diesel fuel content in the oil
• Determination of water content in oil
334 | Engine Oils | 131345844E 2015-12

MTU Advanced Fluid Management System – Test Package for North America
Sophisticated diagnostics and methods are available for preventive maintenance in North America to opti-
mize engine oil change intervals and to monitor wear and contaminants. This has the following advantages:
• Optimized oil change intervals
• Extended engine service life
• Detection of minor problems before they become major problems
• Maximization of diesel engine-generator set's reliability
• Higher resale value of diesel engine-generator set
For complete information about the MTU Advanced Fluid Management System available in North America,
please contact an authorized service outlet and request the following publication: MTUDDPFA001.
Test packages for the MTU Advanced Fluid Management System orderable from authorized service outlets in
North America:
• AMP51R for following engine oil parameters
The following engine oil parameters can be determined:
Engine oil parameters AMP51R
24 elementary metals ✔
percent water ✔
Viscosity at 40 °C (104 °F) for ISO engine oils ✔
Viscosity at 100 °C (212 °F) for SAE engine oils ✔
Percent fuel dilution ✔
Percent soot ✔
Oxidation/nitration ✔
Total base number ✔
Total acid number ✔
Table 11: Engine oil parameters in test package

The MTU Advanced Fluid Management System with trend analysis provides information for maximizing sys-
tem reliability. The following guidelines must be followed to obtain the best results.
Samples must be taken:
• While the engine is operating under normal conditions or immediately after stopping the engine while the
engine is still at operating temperature
• Every 250 hours at the same point
• By means of suction pump via dipstick tube or sampling cock in filter return
Note: The software offered by MTU for online reporting with trend analyses shows the procedure for optimiz-
ing evaluation of the gathered information after completion of the analysis.
Note: The MTU Advanced Fluid Management System works together with independent test laboratories ac-
credited according to ISO 17025 A2LA. This accreditation is the highest level of quality obtainable by a test
laboratory in North America.
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131345844E 2015-12 | Engine Oils | 335

11.2.2 Lubricating greases
Requirements
The MTU conditions for lubricating-grease approval are specified in the MTU Factory Standard MTL 5050,
which can be ordered under this reference number.
Grease manufacturers are notified in writing if their product is approved by MTU.
Lubricating greases for general applications

Lithium-saponified greases are to be used for all lubrication points with the exception of:
• Emergency-air shutoff flaps fitted between turbocharger and intercooler (see Special-purpose lubricants)
• Coupling internal centering
Lubricating greases for applications at high temperatures

High-temperature grease (up to 250 °C) must be used for emergency-air shutoff flaps located between tur-
bocharger and intercooler:
• Aero Shell Grease 15
• Optimol Inertox Medium
General purpose greases suffice for emergency-air shutoff flaps located before the turbocharger or after the
intercooler.
Greases for internal centerings of couplings

Greases for internal centerings:
• Esso Unirex N3 (stable up to approx. 160 °C)
Special-purpose lubricants
Oil for turbochargers

Exhaust turbochargers with integrated oil supply are generally connected to the engine oil system.
For ABB turbochargers which are not connected to the engine lube oil system, mineral-based turbine oils
with viscosity grade ISO-VG 68 must be used.
Lubricating greases for curved tooth couplings

Depending on the application, the following lubricants have been approved for curved tooth couplings:
• - Klüber: Structovis BHD MF (highly viscous lubricating oil)
• - Klüber: Klüberplex GE11–680 (adhesive transmission lubricant)
Guidelines on use and service life are contained in the relevant Operating Instructions and Maintenance
Schedules.
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336 | Lubricants | 131345844E 2015-12

11.3 Coolants
11.3.1 Requirements to be met by coolant
Coolant is a ready mix of suitable fresh water and a coolant additive (concentrate) approved by MTU with a
specified mixing ratio.
Conditioning of the coolant takes place outside the engine!

Mixing of different coolant additives and supplementary additives is prohibited!
Coolant manufacturers are informed in writing if their product is approved by MTU.
MTU requirements for the approval of coolants

The entire cooling system must be free of zinc components. This also applies to coolant supply and return/
drain lines as well as to storage bins.
The conditions for the approval of coolant additives for diesel engine-generator sets are specified in the fol-
lowing MTU works standards (MTL):
• MTL 5048 Corrosion-inhibiting antifreeze
• MTL 5049 Water-soluble corrosion inhibitors
To prevent cooling system damage:
• When topping up (following loss of coolant) it must be ensured that not only water but also concentrate is
added. The coolant must be admixed outside of the engine. The specified antifreeze and/or corrosion in-
hibitor concentration must be maintained.
• Do not use concentrations of corrosion-inhibiting additives exceeding 55% by volume (max. antifreeze pro-
tection), see (→ Table 12). Concentrations in excess of this reduce antifreeze protection and heat dissipa-
tion.
• The coolant must be free of oil residues.
• Flushing is required at every change to a different coolant product. This also applies to new engines if they
are preserved with an emulsifiable corrosion inhibitor. The necessary work is described in the chapter
"Flushing and cleaning specifications for engine coolant circuits", see (→ Page 397).
Antifreeze
The choice of antifreeze is based primarily on the ambient temperature at which the diesel engine-generator
set is to be started and operated.
Note: All diesel engine-generator sets used in environments below 32 °C (90 °F) must have coolant preheat-
ers (water jacket heaters) to maintain an engine temperature of 32 °C (90 °F).
To maximize protection and achieve the best overall results, the coolant, water and additive mix produced
must correspond to the recommended degree of protection, see (→ Table 12).
Coolant component Required antifreeze
-40 °C (-40 °F) -45 °C (-49 °F)
Water 50 percent by volume 45 percent by volume
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Corrosion inhibitor 50 percent by volume 55 percent by volume (max.)
Table 12: Recommended mix of water and additive
Corrosion protection
The corrosion-inhibiting effect of coolant is only ensured with the coolant circuit fully filled. Exception is Oil
9156, which maintains its corrosion-inhibiting character even when the coolant is drained due to oil-film for-
mation in the circuit.
131345844E 2015-12 | Coolants | 337

Apart from that, only the corrosion inhibitors approved for internal preservation of the coolant circuit provide
proper corrosion protection when the medium is drained. This means that, after draining of the coolant, the
cooling circuit must be preserved if the coolant is not refilled. The procedure is described in the "MTU Pres-
ervation and Re-preservation Specifications for diesel engine-generator sets with MTU engines from Series
1600, 2000 and 4000" (publication number A001071/...).
All corrosion inhibitors currently approved for internal coolant circuit preservation are water-soluble and do
not provide antifreeze protection. Make sure that the engine is stored safe from frost, because a certain
amount of coolant remains in the engine after draining.
Limit values for ready-to-use coolants

Parameters Minimum Maxi-
mum
Silicate limit value for coolant containing silicate 25 mg/l ―
pH value when using:
• Corrosion inhibitor/antifreeze 7.0 9.0
• Water-soluble corrosion inhibitors for engines containing light metal 7.0 9.0
• Water-soluble corrosion inhibitors for engines not containing light metal 7.0 11.0
Table 13: Ready-to-use coolant – limit values for silicate and pH value
The coolant must be changed in case of non-compliance with the above specifications!
Flush with fresh water before changing from a corrosion-inhibiting antifreeze product contain-
ing silicate (ready mix or concentrate) to a silicate-free product! The same applies when chang-
ing from a silicate-free product to a product containing silicate.
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338 | Coolants | 131345844E 2015-12

11.3.2 Fresh water requirements
Only clean, clear water with values in accordance with those in the following table must be used for prepar-
ing the coolant. If the limit values for the water are exceeded, hardness or mineral content can be decreased
by adding de-mineralized water.
Item Minimum Maximum
Sum of alkaline earth metals *) 0 mmol/l 2.7 mmol/l
(Water hardness) 0°d 15°d
pH value at 20 °C 6.5 8.0
Chloride ions 100 mg/l
Sulfate ions 100 mg/l
Anions total 200 mg/l
Bacteria, fungi, yeasts are not permitted!
*) Common designations for water hardness in various countries:

1 mmol/l = 5.6°d = 100 mg/kg CaCO³
• 1°d = 17.9 mg/kg CaCO³, USA hardness
• 1°d = 1.79° French hardness
• 1°d = 1.25° English hardness
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11.3.3 Coolant additives
All approved coolant additives are listed in the "Approved coolants" section, see (→ Page 380). Restrictions
are listed in the "Remarks" column.
Current special approval in force remains valid.
Corrosion inhibiting antifreeze

Corrosion-inhibiting antifreeze is required for diesel engine-generator sets without coolant preheaters (water
jacket heaters) in heated operating environments and/or in areas where temperatures can fall below freez-
ing.
The corrosion-inhibiting effect is only guaranteed in a completely filled coolant circuit. One exception is
Shell Oil 9156, which protects against corrosion thanks to its oil film, even in drained cooling systems. Oth-
erwise, only corrosion inhibitors approved for the internal preservation of the cooling system by MTU guaran-
tee sufficient corrosion protection even when the coolant is drained.
Only use approved concentrations of corrosion-inhibiting antifreeze to guarantee appropriate corrosion pro-
tection.
The antifreeze concentration in the corrosion-inhibiting coolant must be adapted to the lowest expected tem-
peratures and the corrosion-protection requirements.
Relevant concentration range for operation, see (→ Table 14).
Usage restrictions for corrosion-inhibiting antifreeze

Corrosion-inhibiting antifreeze can be used in stationary applications without any reservations.
Corrosion-inhibiting antifreeze for special applications

Note: No corrosion-inhibiting antifreeze is available for special applications in the case of Series 1600.
Propylene glycol-based corrosion-inhibiting antifreeze is stipulated for use in some types of applications.
These products have a lower thermal conductivity than the usual ethylene glycol products. This brings about
a higher temperature level in the engine.
The product BASF G206 is available for use at extremely low temperatures (< -40°C).
Specifications for recommended concentrations of corrosion-inhibiting antifreeze for the respective tempera-
ture conditions can be found in the "Operational monitoring" section, see (→ Page 342).
Relevant concentration range for operation, see (→ Table 14).
Water-soluble corrosion inhibitors

Note: No water-soluble corrosion inhibitors are available for Series 1600.
Water-soluble corrosion inhibitors are required in the case of higher coolant temperatures or larger tempera-
ture gradients in heat exchangers, e.g. in MTU engines with TB cooling system and plate-core heat exchang-
er.
The water-soluble corrosion inhibitors recommended by MTU ensure adequate protection provided the cor-
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rect concentrations are used. The relevant application concentration range is shown in (→ Table 14).
For approved coolant additives for the individual engine series, refer to chapter “Approved coolants", see
(→ Page 380).
Special arrangements presently in effect remain valid.
340 | Coolants | 131345844E 2015-12

Permissible concentrations of coolant additives
Coolant additive Minimum Maximum
Corrosion-inhibiting antifreeze
• Ethylene glycol, general 35 percent by vol- 50 percent by vol-
– Antifreeze to approx. ume ume
-25° C (-13 °F) -40° C (-40 °F)
• Propylene glycol, general 35 percent by vol- 50 percent by vol-
-18° C (-0 °F) -32° C (-25 °F)
• BASF G206 35 percent by vol- 65 percent by vol-
-18° C (-0 °F) -65° C (-85 °F)
• Arteco Freecor NBI 9 percent by volume 11 percent by vol-
• BASF Glysacorr G93-94 ume
• BP Castrol Extended Life Corrosion Inhibitor
• CCI Corporation A216
• CCI Manufacturing IL Corporation A216
• Chevron Texcool A-200
• Drew Marine Drewgard XTA
• Exxon Mobil Corporation Mobil Delvac Extended Life Cor-
rosion Inhibitor
• Ginouves Georges S.A. York 719
• MTU Coolant CS100
• MTU Detroit Diesel Power Cool Plus 6000
• Old World Industries A216
• MTU America Inc. Power Cool Plus 6000
• Valvoline EMEA Zerex G-93
• MTU Detroit Diesel Power Cool 2000 3 percent by volume 4 percent by volume
• Nalco Alfloc 2000
• Nalco Nalco 2000
• Nalco NALCOOL 2000
• Penray Pencool 2000
• Detroit Diesel Corp. Power Cool 3000 5 percent by volume 6 percent by volume
• Fleetguard DCA-4L
• Arteco Havoline Extended Life Corrosion Inhibitor XLI 7 percent by volume 11 percent by vol-
[EU 032765] ume
• Chevron Texaco Extended Life Corrosion Inhibitor Nitrite
Free [US 236514]
• Nalco Alfloc (Maxitreat) 3477
• Total WT Supra
Table 14: Permissible concentrations of coolant additives

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131345844E 2015-12 | Coolants | 341

11.3.4 Operational monitoring of coolants
Inspection of the fresh water and continuous monitoring of the coolant are essential for trouble-free engine
operation. The fresh water and the coolant should be checked at least once a year or each time it is topped
up.
The state of the coolant can be determined in a test. The MTU test kit or the MTU test pack for North Ameri-
ca can be ordered from MTU. It is also possible to send coolant or fresh-water samples to MTU or a laborato-
ry appointed by MTU.
Laboratory test
Orders for fresh water and coolant analysis may be placed with MTU. Samples of min. 0.25 l must be sup-
plied.
MTU test kit

The test can be performed using the MTU test kit. which contains the necessary equipment, chemicals and
instructions for use.
The following tests can be conducted with the MTU test kit:
• Determination of total hardness (°d)
• pH value
• Chloride content of fresh water
• Determination of corrosion-inhibiting oil content
• Determination of corrosion inhibitor/antifreeze concentration
• Only for Series 2000 and Series 4000 - water-soluble corrosion inhibitor content
Test kits to determine the concentration of other water-soluble corrosion inhibitors, which are approved but
not listed in the tables, are available from the respective coolant manufacturer.
Calibration table for corrosion-inhibiting antifreezes for special applications

Note: No corrosion-inhibiting antifreeze is available for special applications in the case of Series 1600.
The table is used to determine the corrosion-inhibiting antifreeze content for special applications by means
of hand refractometer, see (→ Table 15).
Calibrate the hand refractometer with clean water at coolant temperature. The coolant temper-
ature should be 20 to 30 °C (68 to 86 °F).
Propylene glycol corrosion-in- BASF G206 Corresponds to a concentra-

hibiting antifreeze tion of
26.3 24.8 35 percent by volume
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Reading on hand refractometer at 20 °C (68 °F) (= degrees Brix)
342 | Coolants | 131345844E 2015-12

Propylene glycol corrosion-in- BASF G206 Corresponds to a concentra-
hibiting antifreeze tion of
34.4 51 percent by volume
Reading on hand refractometer at 20 °C (68 °F) (= degrees Brix)
Table 15: Corrosion-inhibiting antifreezes for special applications – calibration table for Series 2000 and 4000
Calibration table for water-soluble corrosion inhibitors

Note: No water-soluble corrosion inhibitors are available for Series 1600.
The table is used to determine the water-soluble corrosion inhibitor content by means of hand refractometer,
see (→ Table 16).
Calibrate the hand refractometer with clean water at coolant temperature. The coolant temper-
ature should be 20 to 30 °C (68 to 86 °F).
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131345844E 2015-12 | Coolants | 343

Product Product Product Product
BASF Glysacorr Arteco Havoline BP Castrol Ext. Life Nalco Alfloc (Maxi-
G93-94 Ext. Life Corrosion Corrosion Inhibitor treat) 3477
Inhibitor XLI
Drew Marine Drew- Chevron Texaco CCI Manufacturing
gard XTA Ext. Life Corrosion IL Corp. A216
Inhibitor Nitrite
Free
Ginouves Georges Caltex XL Corrosion CCI Corporation
S.A. York 719 Inhibitor Concen- A216
trate
MTU Coolant CS Total WT Supra Detroit Diesel Corp.
100 Power Cool Plus
6000
MTU America Inc. Exxon Mobil Corpo-
Power Cool Plus ration Mobil Delvac
6000 Ext. Life Corrosion
Inhibitor
Valvoline EMEA Old World Ind.
Zerex G-93 A216
Reading on hand refractometer at 20 °C (68 °F) (= degrees Brix) Corresponds to a
concentration of
3.5 2.6 4.9 1.75 7 percent by vol-
ume
4.0 3.0 5.6 2.0 8 percent by vol-
ume
4.5 3.4 6.3 2.25 9 percent by vol-
ume
5.0 3.7 7.0 2.5 10 percent by vol-
ume
5.5 4.1 7.7 2.75 11 percent by vol-
ume
6.0 4.4 8.4 3.0 12 percent by vol-
ume
Table 16: Water-soluble corrosion inhibitor – calibration table for Series 2000 and 4000
MTU Advanced Fluid Management System – test package for North America
An innovative system for diagnostics and preventive maintenance is available in North America. This system
allows the following:
• Optimization of the coolant change intervals
• Evaluation of metal migration
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• Evaluation of the coolant's corrosive properties

• Detection of the causes of problems in the cooling system in connection with blown cylinder-head gas-
kets, electrical ground problems, localized overheating and contaminants within and outside the system
For complete information about the MTU Advanced Fluid Management System available in North America,
please contact an authorized service outlet and request the following publication: MTUDDPFA001.
Test packages for the MTU Advanced Fluid Management System orderable from authorized service outlets in
North America:
• C-P92 for monitoring the corrosivity of the coolant and for detecting metal migration
• C-P94 for monitoring the corrosivity of the coolant and for detecting metal migration, blown cylinder-head
gaskets, electrical ground problems and contaminants in the system
344 | Coolants | 131345844E 2015-12

The following coolant parameters can be determined:
Coolant parameters C-P92 C-P94
Twelve elementary metals ✔ ✔
Glycol percentage ✔ ✔
Freezing point ✔ ✔
Boiling point ✔ ✔
pH value ✔ ✔
Total hardness ✔ ✔
SCA number ✔ ✔
Nitrite ✔ ✔
Total dissolved solids ✔ ✔
Specific conductivity ✔ ✔
Sensory parameters (color, oil, fuel, magnetic precipitation, amagnetic precipita- ✔ ✔
tion, odor and foam)
Degradation acids – ✔
Contaminants and inhibitors – ✔
Table 17: Test packages for coolant parameters

The MTU Advanced Fluid Management System with trend analysis provides information for maximizing sys-
tem reliability. The following guidelines must be followed to obtain the best results.
Samples must be taken:
• While the engine is operating under normal conditions or immediately after stopping the engine while the
engine is still at operating temperature
• Every 250 hours at the same point
Note: The software offered by MTU for online reporting with trend analyses shows the procedure for optimiz-
ing evaluation of the gathered information after completion of the analysis.
Note: The MTU Advanced Fluid Management System works together with independent test laboratories ac-
credited according to ISO 17025 A2LA. This accreditation is the highest level of quality obtainable by a test
laboratory in North America.
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131345844E 2015-12 | Coolants | 345

11.3.5 Storage stability of coolant concentrates
The storage stability specification is based on an original sealed and airtight container at a storage tempera-
ture of up to max. 30 °C (86 °F).
Note: For reasons of corrosion protection, do not store in galvanized bins.
Coolant concentrate Limit value Applies to

Corrosion-inhibiting antifreeze 3 years • All series
Products containing propylene glycol
• BASF G206 3 years • Series 2000
• Series 4000
• Detroit Diesel Corp. Power Cool 3000 1 year • Series 2000
• Penray Pencool 3000 • Series 4000
• Arteco Freecor NBI 2 years • Series 2000
• Chevron Texcool A-200 • Series 4000
• MTU Detroit Diesel Power Cool 2000
• Nalco Alfloc 2000
• Nalco Nalco 2000
• Nalco NALCOOL 2000
• BASF Glysacorr G93-94 3 years • Series 2000
• Drew Marine Drewgard XTA • Series 4000
• Ginouves Georges S.A. York 719
• Nalco Alfloc (Maxitreat) 3477
• MTU America Inc. Power Cool Plus 6000
• Valvoline EMEA Zerex G-93
• Arteco Havoline Extended Life Corrosion Inhibitor XLI 5 years • Series 2000
[EU 032765] • Series 4000
• BP Castrol Extended Life Corrosion Inhibitor
• CCI Corporation A216
• CCI Manufacturing IL Corporation A216
• Chevron Texaco Extended Life Corrosion Inhibitor Nitrite
Free [US 236514]
• Exxon Mobil Corporation Corporation Mobil Delvac Ex-
tended Life Corrosion Inhibitor
• Fleetguard DCA-4L
• MTU Detroit Diesel Power Cool Plus 6000
• Old World Industries A216
• Total WT Supra
Table 18: Storage stability of coolant concentrates up to max. 30 °C (86 °F)
For reasons of corrosion protection, do not store in galvanized bins. Take this requirement into
account when coolant must be transferred.
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Containers must be hermetically sealed and stored in a cool, dry place. Frost protection must
be provided in winter.
Further information can be obtained from the product and safety data sheets for the individual
coolants.
346 | Coolants | 131345844E 2015-12

11.4 Fuels
11.4.1 Requirements to be met by diesel fuels
Approved diesel fuels, see (→ Page 355).
Dispose of used fluids and lubricants in accordance with local regulations!

Used oil must never be disposed of via the fuel tank!
The use of fuels which have not been approved may lead to considerable deviations from the
specified engine power and to severe engine damage.
MTU Onsite Energy must be consulted prior to using non-approved fuels!
If fuels which have not been approved are used, shorter oil change intervals are to be expected.
The oil change intervals must be agreed with MTU Onsite Energy prior to using non-approved
fuels!
Selection of a suitable diesel fuel

The quality of the fuel is very important for satisfactory engine performance, long engine service life and ac-
ceptable exhaust emission levels. The engines can be operated with most diesel fuels sold worldwide. The
specified characteristics and limit values guarantee an optimum engine performance. See specifications for
Series 1600 (→ Table 19) and for Series 2000 and 4000 (→ Table 20).
In order to achieve optimum engine performance and satisfactory service life for the entire fuel and injection
system, the limit values for water, total contamination and particle distribution must be complied with in the
engine tank for all approved fuel qualities. Furthermore, it is advisable to integrate an additional filtering sys-
tem in the fuel system.
Emission certification
The certification measurements for verifying observance of the statutory emission limits are carried out with
the respectively prescribed certification fuels. Test limit values and test methods for fuels with comparable
quality are specified in (→ Table 19) for Series 1600 and in (→ Table 20) for Series 2000 and 4000.
Note: 1% by weight = 10000 mg/kg = 10000 ppm
Analytical limit values for diesel fuel

Parameters Test methods Limit values
for Series 1600
Max. total contami- ASTM D6217 EN 12662 24 mg/kg
nation (undissolved
solids)
Max. water content ASTM D6304 EN ISO 12937 200 mg/kg
Max. lubricity ASTM D6079 EN ISO 12156-1 520 µm
(HFRR value), at
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60 °C (140 °F)
Max. particle distri- – ISO 4406 ISO classes 18/17/14
bution for fuel in
tank
Table 19: Fuel – analytical limit values for Series 1600
131345844E 2015-12 | Fuels | 347

for Series 2000
and 4000
Composition – – The diesel fuel must be free of inor-
ganic acids, visible water, solid for-
eign matter and chlorous com-
pounds.
Total contamina- ASTM D 6217 EN ISO 12662 Max. 24 mg/kg
tion (= fuel-insolu-
ble ingredients)
Density at 15 °C ASTM D 1298 EN ISO 3675 min. 0.820 g/ml
(60 °F) ASTM D 4052 EN ISO 12185 max. 0.860 g/ml
API grade at 15 °C ASTM D 287 – Min. 41
60 °F – – Max. 33
Viscosity ASTM D 445 EN ISO 3104 min. 1.5 mm²/s
at 40 °C (104 °F) – – max. 4.5 mm²/s
Flashpoint (closed ASTM D 93 EN ISO 2719 min. 55 °C (131 °F)
crucible)
Boiling curve: ASTM D 86 EN ISO 3405 Values:
• Initial boiling • 160 to 220 °C (320 to 428 °F)
point
• Volume content ASTM D 86 EN ISO 3405 • Max. 65 percent by volume
at 250 °C
(482 °F)
• Volume content ASTM D 86 EN ISO 3405 • Min. 85 percent by volume
at 350 °C
(662 °F)
• Residue and loss ASTM D 86 EN ISO 3405 • Max. 3 percent by volume
FAME (fatty acid – EN 14078 Max. 7 percent by volume
methyl ester) Internal MTU procedure
Water ASTM D 6304 EN ISO 12937 Max. 200 mg/kg
Carbon residue ASTM D 189 EN ISO 10370 Max. 0.30% by weight
from 10% distilla-
tion residue
Oxide ash ASTM D 482 EN ISO 6245 Max. 0.01% by weight
Sulfur 1) ASTM D 5453 EN ISO 20846 Max. 0.5% by weight
ASTM D 2622 EN ISO 20884
Cetane number ASTM D 613 EN ISO 5165 Min. 45
EN ISO 15195
Cetane index ASTM D 976 EN ISO 4264 Min. 42
Corrosion effect on ASTM D 130 EN ISO 2160 Max. degree of corrosion: 1a
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copper. 3 hours at
50 °C (122 °F)
Oxidation stability – DIN 15751 Min. 20 hours
ASTM D 2274 EN ISO 12205 Max. 25 g/m³
Lubricity (HFRR val- ASTM D 6079 EN ISO 12156-1 max. 520 µm
ue) at 60 °C
(140 °F)
348 | Fuels | 131345844E 2015-12

for Series 2000
and 4000
Filter plugging ASTM D 4359 DIN EN 116 It is the fuel supplier's responsibility
point to provide a fuel that will assure cor-
rect engine operation at the expected
minimum temperatures and under
the given geographical and other lo-
cal conditions.
Neutralization num- ASTM D 974 – Max. 0.2 mg KOH/g
ber
Particle distribution – ISO 4406 Max. ISO class 18/17/14
for fuels in tank
Table 20: Fuel – analytical limit values for Series 2000 and 4000
1)
Sulfur contents of more than 5000 mg/kg (0.5%) require an engine oil with higher TBN and shorter change
intervals.
Biodiesel
The standardized general term "FAME" (fatty acid methyl ester) is used here to designate biodiesel fuels.
The Series 1600, 2000 and 4000 engines are NOT approved for operation with 100% FAME in compliance
with DIN EN 14214:2010-04.
Diesel fuel with a FAME content of max. 7% in compliance with DIN EN 590:2010-05 may be
used. Such fuel may also be used in Series 1600, 2000 and 4000 engines which have not been
approved for operation with FAME, without affecting oil change intervals.
The fuel must comply with DIN EN 14214:2010-04. Operation with fuels of lower quality can
lead to damage and malfunctions.
FAME is a powerful solvent. All contact with paint, for example, must therefore be avoided.
The fuel system must be flushed prior to long periods of downtime to prevent obstruction. For
flushing, the engine must be operated with a FAME-free diesel fuel for at least 30 minutes.
Vegetable oils as an alternative to diesel fuel

The use of pure vegetable oils as an alternative to diesel fuel or FAME is strictly prohibited due
to the absence of standardization and to negative experience (engine damage caused by cok-
ing, deposits in the combustion chambers and oil sludge)!
Low-sulfur diesel fuels

Sulfur is contained in chemically bound form in crude oil and is therefore present in fuel at varying levels.
A sulfur content of max. 50 mg/kg or 10 mg/kg (depending on category) has been a European Union re-
quirement since 01 Jan 2005. The term “sulfur-free” is used here to designate diesel fuels with a sulfur con-
tent of max. 10 mg/kg. Low-sulfur diesel fuels (max. 50 mg/kg) are to be recommended for environmental
TIM-ID: 0000038788 - 002
reasons.
In order to avoid problems with wear, lubricity additives, among other things, are added by the manufacturer.
Approved wear-protection additives, see (→ Page 354).
Diesel fuels in winter operation

At low outdoor temperatures, the diesel fuel's fluidity can be inadequate on account of paraffin precipitation.
131345844E 2015-12 | Fuels | 349

In order to prevent operational problems (e.g. clogged filters) during the winter months, diesel fuel with suita-
ble cold-flow characteristics is available on the market. Deviations are possible during transitional periods
and in individual countries. If no frost-resistant diesel fuels are available, paraffin oil or aviation turbine fuel
must be added before frost sets in. As a basic guide, adding 5% by volume achieves an improvement of frost
resistance of approx. 1° C.
Add the additive to the diesel fuel in good time before the fluidity of the diesel fuel is impaired by paraffin
precipitation. Malfunctions resulting from paraffin precipitation can only be eliminated by heating the entire
fuel system.
Petrol (gasoline) must not be added!
Flow improvers
Flow improvers cannot prevent paraffin precipitation but they do influence the size of the crystals and allow
the diesel fuel to pass through the filter.
The effectiveness of the flow improvers is not guaranteed for every fuel.
Certainty is only assured after laboratory testing of the filtering capability.
Required quantities and mixing procedures must be carried out according to the manufacturer's instructions.
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350 | Fuels | 131345844E 2015-12

11.4.2 Requirements to be met by heating oil EL
Note: The information in this section applies to diesel engine-generator sets with MTU Series 2000 and 4000
engines. The use of heating oil EL is not permitted for Series 1600.
Parameter
Heating oil differs from diesel fuel mainly because of the following non-specified characteristics:
• Cetane number
• Sulfur content
• Oxidation stability
• Copper corrosion
• Lubricity
• Low-temperature behavior
If the heating requirements comply with the specifications of the diesel fuel DIN EN 590:2010-05 (summer
and winter quality), there are no technical reasons why it can not be used in the diesel engine.
Cetane number
DIN 51603-1 does not specify the cetane number. If heating oil is used, the cetane number must be at least
45 (indicated by supplier or measured). The calculated cetane index must not be lower than 42.
Sulfur content
According to DIN 51603-1, the maximum sulfur content in normal heating oil EL can vary from
50 to 1000 mg/kg.
The maximum sulfur content in low-sulfur heating oil EL is 50 mg/kg.
Lubricity
Consultation with the relevant heating oil supplier is required to ensure the required lubricity (according to
DIN EN ISO 12156-1, HFRR value) of 520 µm.
Lubricity additives must never be added, since the primary purpose of heating oil is heating. Lubrication
problems due to the missing additives is therefore to be expected when using these heating oil grades.
Analytical limit values for heating oil EL

Sulfur DIN 51603-1 max. 0.1 percent by weight
max. 0.005 percent by weight for
low-sulfur heating oil
Cetane number – Min. 45
Cetane index – Min. 42
Lubricity (HFRR value) EN ISO 12156-1 max. 520 µm
at 60 °C (140 °F)
Particle distribution for fuels in ISO 4406 max. ISO classes 18/17/14
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tank
Table 21: Heating oil EL – analytical limit values for Series 2000 and 4000
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11.4.3 Operational monitoring of fuels
The fuel condition can be monitored by an MTU test package for North America, which can be ordered at
MTU, or by sending fuel samples to MTU or MTU-accredited laboratories.
Laboratory analysis
An order for fuel analysis can be placed with MTU.
The following data is required:
• Fuel specifications
• Sampling point
• Serial number of engine from which fuel sample was taken
Submit the following:
• 0.5 liters of fuel
MTU Advance Fluid Management System test package for North America
Within North America, an advanced diagnostic, preventive maintenance service is available.
For complete details on the MTU Advance Fluid Management System test package available in North Ameri-
ca, contact an authorized service outlet and request the following publication: MTUDDPFA001.
To order an MTU Advance Fluid Management System test package from an authorized service outlet in North
America, request part number:
• F-PDFM1 for determining fuel suitability and fuel filter life
• F-PDFM2 for determining if bulk fuel storage tanks comply with specifications
The following fuel parameters can be obtained:
Fuel parameters F-PDFM1 F-PDFM2
24 elemental metals ✔ ✔
Water and sediment ✔ ✔
Pour point ✔ ✔
Thermal stability ✔ ✔
Bacteria, fungi and mold ✔ ✔
Viscosity at 40 °C (104 °F) – ✔
Percentage of sulfur – ✔
Pensky-Marten flash point – ✔
Gravimetric solids – ✔
Calculated cetane index – ✔
Distillation – ✔
Cloud point – ✔
Karl Fischer Water percent – ✔
Table 22: Fuel parameters in test packages

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The MTU Advance Fluid Management System with trend analysis provides the information necessary to help
maximize asset reliability. The following guidelines must be followed to obtain the best results.
Samples should be taken:
• while the engine is operating under normal conditions or immediately after shutdown while still at operat-
ing temperature;
• every 250 hours from the same point.
Note: The MTU online reporting software with trend analysis shows you how to get the most value from your
information once analysis is completed.
352 | Fuels | 131345844E 2015-12

Note: The MTU Advance Fluid Management System utilizes independent ISO 17025 A2LA accredited testing
laboratories. This accreditation is the highest level of quality attainable by a testing laboratory in North Amer-
ica.
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131345844E 2015-12 | Fuels | 353

11.4.4 Approved fuel additives/microorganisms in the fuel
Supplementary fuel additives
The engines are so designed that satisfactory operation with normal, commercially available fuels is ensured.
Many of these fuels already contain performance-enhancing additives.
The additives are added by the supplier as the agent responsible for product quality.
Attention is drawn to the fact that the use of diesel fuels or additives other than those stipulat-
ed in the MTU Fluids and Lubricants Specifications is always the responsibility of the operator!
Microorganisms in fuel
Bacterial attack and sludge formation may occur in the fuel under unfavorable conditions. In such cases, the
fuel must be treated with biocides in accordance with the manufacturer's specifications. Overconcentration
must always be avoided.
For prophylactic use, the appropriate concentration must be identified in consultation with the relevant man-
ufacturer.
Approved biocides
Manufacturer Brand name Concentration for use
ISP Global Technologies Deutsch- Bakzid 100 ml / 100 l
land GmbH
Emil-Hoffmann-Str. 1a
50996 Köln
Tel. +49 (0)2236 9649 304/301
Fax +49 (0)2236 9649 295
Schülke und Mayr grotamar 71 0.5 l / ton
22840 Norderstedt grotamar 82 1.0 l / 1000 l
Tel. +49 (0) 40/52100-00 StabiCor 71 0.5 l / ton
Fax +49 (0) 40/52100-244
Rohm und Haas Kathon FP 1.5 100 - 200 mg/kg
In der Kron 4
60489 Frankfurt
Tel. +49 (0) 69/78996–0
Fax +49 (0) 69/7895356
Maintenance Technologies Dieselcure Fuel Decontainment 1 : 4000 (250 mg/kg)
Simon's Town
7995 Cape Town – South Africa
Tel. +27 21 9877377
Fax +27 21 9794611
E-mail: [email protected]
Table 23: Approved biocides

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11.4.5 Approved diesel fuels and heating oils
Commercially available diesel fuels that comply with the following specifications are approved for use.
To prevent damage to diesel engine-generator sets with MTU Series 1600, 2000 or 4000 en-
gines, the following applies:
Approval is only granted if the particle distribution for fuel in the tank complies with the maxi-
mum value of ISO classes 18/17/14.
Approved fuel for 1600

Fuel specifications Remarks and restrictions
DIN EN 590:2010-05 • Summer and winter quality
ASTM D975-11 • Sulfur content max. 3000 mg/kg
• Grade 1-D
(S15, S500, S5000)
• Grade 2-D
(S15, S500, S5000)
Table 24: Approved fuel for 1600

ASTM D975-11 • - Proportion of water: Max. 200 mg/kg
• Grade 1-D • Total contamination: Max. 24 mg/kg
(S15, S500, S5000) • Cetane number min. 45 or cetane index min. 42
• Grade 2-D • Sulfur content max. 500 mg/kg
(S15, S500, S5000) • Restriction only for Grade 1-D: Viscosity min. 1.5 mm2/s
Heating oil EL • Cetane number min. 45 or cetane index min. 42
DIN 51603-1:2011-09 • Lubricity max. 520 µm
• Low-sulfur • Sulfur content max. 15 mg/kg
NATO Code F-54 • Approval if fuel corresponds to diesel fuel DIN EN 590:2010-05
• TL 9140-001, edition 8 • Total contamination: Max. 24 mg/kg
• STANAG 7090, edition 4 • Lubricity: max. 520 µm
• Restriction only for STANAG 7090: Density: min. 0.820 g/ml

ASTM D975-11 • Proportion of water: Max. 200 mg/kg
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• Grade 1-D • Total contamination: Max. 24 mg/kg

(S15, S500, S5000) • Cetane number min. 45 or cetane index min. 42
• Grade 2-D • Restriction only for Grade 1-D: Viscosity min. 1.5 mm2/s
(S15, S500, S5000)
BS 2869:2010 • Density: max. 860 kg/m3
• Part 1 Class A2 • Viscosity: max. 4.5 mm2/s
• Part 2 Class D • If viscosity is min. 4.5 mm2/s: Preheating required
131345844E 2015-12 | Fuels | 355

Heating oil EL • Cetane number min. 45 or cetane index min. 42
DIN 51603-1:2011-09 • Lubricity max. 520 µm
• Standard
• Low-sulfur
Marine diesel oil to • Proportion of water: Max. 200 mg/kg
DIN ISO 8217:2011-09 • Total contamination: Max. 24 mg/kg
• DMX • Density 0.820 to 0.870 g/ml
• DMA • Cetane number min. 45 or cetane index min. 42
• DMZ • If viscosity is min. 4.5 mm2/s: Preheating required
NATO Code F-54 • Approval if fuel corresponds to diesel fuel DIN EN 590:2010-05
• TL 9140-001, edition 8 • Total contamination: Max. 24 mg/kg
• STANAG 7090, edition 4 • Lubricity: max. 520 µm
• Restriction only for STANAG 7090: Density: min. 0.820 g/ml
NATO Code F 75 • Possible power reduction and increase due to density range of 0.815 to
• STANAG 1385, edition 5 0.880 g/ml
• Max. sulfur content 1.0 %
• Adapt oil and oil change interval
• Proportion of water: Max. 200 mg/kg
• Total contamination: Max. 24 mg/kg
• Cetane number min. 45 or cetane index min. 42
NATO Code F 75 • Reduced power possible due to min. density of 0.815 g/ml
• TL 9140-0003
NATO Code F 76 • Proportion of water: Max. 200 mg/kg
• STANAG 1385, edition 5 • Total contamination: Max. 24 mg/kg
• MIL-DTL-16884L • Cetane number min. 45 or cetane index min. 42
• DEF-STAN 91-4, edition 8
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11.5 Approved Engine Oils and Lubricating Greases
11.5.1 Engine Oils
11.5.1.1 Series-based usability of engine oils

For details, refer to (→ Page 328).
Any deviating special agreements between the customer and MTU Onsite Energy remain valid.
Oil category Property Series Refer to:

1600 2000 4000
Oil category 1 single-grade no yes yes (→ Page 358)
multi-grade no yes yes (→ Page 360)
Oil category 2 single-grade no yes yes (→ Page 362)
multi-grade yes yes yes (→ Page 365)
Oil category 2.1 multi-grade yes yes yes (→ Page 371)
Oil category 3 multi-grade yes yes yes (→ Page 373)
Oil category 3.1 multi-grade yes yes yes (→ Page 376)
"yes" means approval issued
"no" means no approval
Table 27: Series-based usability of engine oils

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11.5.1.2 Single-grade oils – Category 1
This section lists oils in SAE classes 30 and 40 and applies to diesel engine-generator sets with the following
engines:
• Series 2000
• Series 4000
Specifics, see (→ Page 328).
MTU/MTU-DD single-grade engine oils

Manufacturer Brand name SAE vis- TBN Part No. / Remarks
cosity
10–12 mg KOH/g
8–10 mg KOH/g
>12 mg KOH/g
grade
MTU Asia Pte. Ltd. Fascination of Power Maxi Light 40 X 80808/P (18 liters)
81717/D (200 liters)
Other single-grade engine oils

Manufacturer Brand name SAE vis- TBN Remarks
cosity
10–12 mg KOH/g
8–10 mg KOH/g
>12 mg KOH/g
grade
Addinol Lube Oil Addinol Marine MS4011 40 X

Addinol Turbo Diesel MD305 30 X
Addinol Turbo Diesel MD405 40 X
Aegean Oil SA Vigor Super D 40 X
Avia Mineralöl AG Avia Special HDC 30, 40 X
Castrol Ltd. Castrol MLC 30, 40 X
Cepsa Lubricantes Cepsa Rodaje Y Proteccion 30 X Increased corrosion pro-
tection
Cyclon Hellas Cyclon D Prime 30, 40 X
Gulf Oil International Gulf Superfleet 40 X
Hindustan Petr. Corp., India Hylube MTU 40 X
Igol, France Trans Turbo Mono 40 X
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Kuwait Petroleum Q8 T 520 30, 40 X

Misr Petroleum Company Misr Super DEO CG-4 40 X
Motor Oil (Hellas) EMO Turbo Champion Plus 30, 40 X
OMV AG OMV truck 30, 40 X
Pertamina, Indonesia Meditran SMX 40 X
Petrobras Distribuidora S.A. Marbrax CCD-310 30 X
Marbrax CCD-410 40 X
PTT Public Comp. PTT Navita MTU Type 1 40 X
358 | Engine Oils | 131345844E 2015-12

cosity
10–12 mg KOH/g
8–10 mg KOH/g
>12 mg KOH/g
grade
Repsol YPF Repsol Serie 3 30, 40 X

Repsol Marino 3 30 X
Repsol Marino 3 SAE 40 40 X
Sakson Parnas Hercules 1 40 X
SRS Schmierstoff Vertrieb GmbH SRS Rekord 30, 40 X
Shell Shell Gadinia 30, 40 X
Shell Rimula R3 30, 40 X
Shell Rimula 3+ 30, 40 X
Shell Sirius Monograde 30, 40 X
SK Lubricants SD 5000 40 X
Total Elf Performance Super D 30, 40 X
Fina Delta Super 30, 40 X
Total Rubia S 30, 40 X
United Oil XD 7000 Extra Duty-3U 30 X
XD 7000 Extra Duty-4U 40 X
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11.5.1.3 Multi-grade oils – Category 1
This section lists oils in SAE classes 10W-40 and 15W-40 and applies to diesel engine-generator sets with
the following engines:
• Series 2000
• Series 4000
cosity
10–12 mg KOH/g
8–10 mg KOH/g
>12 mg KOH/g
grade
Addinol Lube Oil Addinol Super Star MX 1547 15W-40 X

Avia Mineralöl AG Avia HDC Extra UTM 15W-40 X
Claas Claas Agrimot SDM 15W-40 X
ENI S.p.A Agip Superdiesel Multigrade 15W-40 X
Exxon Mobil Corporation Mobil Delvac MX 15W-40 X 1)
Mobil Delvac MX Extra 10W-40 X 1)
Mobil Delvac Super 1400A 15W-40 X 1)
Essolube XT 5 15W-40 X 1)
Gulf Oil International Gulf Superfleet 15W-40 X

Igol, France Trans Turbo 4X 15W-40 X
Kuwait Petroleum Q8 T 520 15W-40 X
OMV AG OMV Truck M plus 15W-40 X
OOO “LLK-International” Avantgarde Extra 15W-40 X
Lukoil-Avantgarde 15W-40 X
Teboil Power Plus 15W-40 X
OPET Petrolcülük Omega Turbo Power SHPD 15W-40 X 1)
Petróleos de Portugal, Petrogal Galp Galaxia Super 15W-40 15W-40 X

S.A.
Singapore Petroleum Comp. SPC SDM 801 15W-40 X
SRS Schmierstoff Vertrieb GmbH SRS Primalub 15W-40 X
Sinopec Great Wall Century Supremacy 15W-40 X
SK Lubricants SD 5000 Gold 15W-40 X
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Total Elf Performance Super D 15W-40 X

Fina Kappa Turbo DI 15W-40 X
Total Caprano TD 15W-40 X
Total Rubia 4400 15W-40 X
Total Rubia XT 15W-40 X
TNK Lubricants LLC TNK Revolux D1 15W-40 X
TNK Revolux D2 15W-40 X
360 | Engine Oils | 131345844E 2015-12

cosity
10–12 mg KOH/g
8–10 mg KOH/g
>12 mg KOH/g
grade
Unil Opal Intercooler 400 15W-40 X

United Oil XD 9000 Ultra Diesel-U 15W-40 X
1)
These multi-grade oils can only be used if crankcase ventilation is routed to atmosphere and an oil change
interval of 500 operating hours is observed.
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11.5.1.4 Single-grade oils – Category 2
This section lists low-SAPS oils in SAE classes 30 and 40 and applies to diesel engine-generator sets with the
following engines:
• Series 2000
• Series 4000
MTU single-grade engine oils

cosity
10–12 mg KOH/g
8–10 mg KOH/g
grade
>12 mg KOH/g
MTU Friedrichshafen Power Guard DEO SAE 40 40 X X00062816 (20 liters)
X00062817 (210 liters)
X00064829 (1000 liters)
MTU Detroit Diesel Australia MTU Premium SAE 30 30 X
MTU Premium SAE 40 – Off Highway 40 X 23532941.PGO
(20 liters)
MTU America Inc. Power Guard HD Diesel SAE-40 40 X 23532941 (5 gal)
23532942 (55 gal)
MTU Asia Pte. Ltd. Fascination of Power 40 X 93636/P (18 liters)
94545/D (200 liters)
Other single-grade engine oils

cosity
10–12 mg KOH/g
8–10 mg KOH/g
>12 mg KOH/g
grade
Addinol Addinol Turbo Diesel MD 407 40 X

Belgin Madeni Yaglar Lubex Marine M 30 X
Lubex Marine M 40 X
Castrol Ltd. Castrol HLX 30, 40 X
Cepsa Lubricants Ertoil Koral HDL 30, 40 X
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Chevron Texaco Ursa Super TD 30, 40 X

Texaco Ursa Premium TDX 40 X
Caltex Delo Gold [ISOSYN] 30, 40 X
Chevron Delo 400 30, 40 X
Chevron – Lyteca Texaco Ursa Premium TDX 40 X
Cyclon Hellas Cyclon D Super 40 X
362 | Engine Oils | 131345844E 2015-12

cosity
10–12 mg KOH/g
8–10 mg KOH/g
>12 mg KOH/g
grade
Delek Delkol Super Diesel 40 X

Delkol Super Diesel MT Mono 40 X
ENI S.p.A. Agip Sigma GDF 40 X
Exxon Mobil Corporation Mobil Delvac 1630 30 X
Mobil Delvac 1640 40 X
Fuchs Europe Schmierstoffe Titan Universal HD 30, 40 X
GmbH Titan Universal HD 30 MTU 30 X Increased corrosion pro-
tection
Gulf Oil International Gulf Superfleet Plus 40 X
Hyrax Oil Hyrax Top Deo 40 X
Klora Gres Ve Yağ Madeni A. Ş Klora SAE 40 40 X
Koçak Petrol Ürünleri San Speedol Ultra HDX 30 TBN 12 30 X
Speedol Ultra HDX 40 TBN 12 40 X
Koçak Petrol Ürünleri Speedol Ultra HDX X
Kuwait Petroleum Q8 T 750 30, 40 X
Motor Oil, Hellas EMO SHPD Plus
OMV Petrol Ofisi A.S. PO Turbosarj Extra 30, 40 X
PO Turbosarj Extra 30 A 30 X
PO Turbosarj Extra 40 A 40 X
PO Turbosarj Extra 30 L 30 X
PO Turbosarj Extra 40 L 40 X
OOO Lukoil International Lukoil Avantgarde M 40 40 X
Panolin AG Panolin Extra Diesel
Paz Lubricants & Chemicals Pazl Marine S 40
Petrobras Distribuidora S.A. Marbrax CCD-310-AP
Marbrax CCD-410-AP
Petroleos de Portugal, Petrogal Galp Galaxia 40 40 X
S.A.
PTT Public Comp. PTT Navita MTU Type 2 40 X
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Shell Shell Sirius X 30 X

Shell Sirius X 40 X
Singapore Petroleum Comp. SPC SDM 40 40 X
SDM 900 30, 40 X
Sonol, Israel Sonol 2340 40 X
Sonol Seamaster 40 40 X
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cosity
10–12 mg KOH/g
8–10 mg KOH/g
>12 mg KOH/g
grade
SRS Schmierstoff Vertrieb GmbH SRS Rekord plus 30 30 X

SRS Rekord plus 40 40 X
SRS Antikorrol M plus 30 X Increased corrosion pro-
tection
Starpet Madeni Yaglar Triton STX 3016 30 X
Triton STX 4016 40 X
Statoil Lubricants PowerWay 30 30
PowerWay 40 40
Total Total Disola MT 30 30 X
Total Disola MT 40 40 X
ZAO Zavod Imeni Shaumyana M-14D2CE 40 X
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This section lists oils in SAE classes 10W-40, 15W-40 and 20W-40 and applies to diesel engine-generator
sets with the following engines:
• Series 1600
• Series 2000
• Series 4000
MTU multi-grade engine oils

cosity
10–12 mg KOH/g
8–10 mg KOH/g
>12 mg KOH/g
grade
MTU Friedrichshafen Power Guard DEO SAE 15W-40 15W-40 X X00062818 (20 liters)
X00062819 (210 liters)
X00064836 (1000 liters)
MTU Detroit Diesel Australia MTU Premium plus 15W-40 15W-40 X 23512703.PGO (5 liters)
23512741.PGO (20 liters)
23512704.PGO (205 lit-
ers)
23512742.PGO (1000 lit-
ers)
23512740.PGO (large
quantities)
MTU Asia Pte. Ltd. Fascination of Power 15W-40 X 91818/P (18 liters)
92727/D (200 liters)
Fascination of Power Maxi Shield 10W-40 X 82626/P (18 liters)
83535/D (200 liters)
Diesel Engine Oil DEO 15W-40 15W-40 X For Indonesia
Other multi-grade oils

cosity
10–12 mg KOH/g
8–10 mg KOH/g
>12 mg KOH/g
grade
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Aegean Oil S.A. Vigor Turbo SD 15W-40 15W-40 X

Addinol Lube Oil Addinol Super Longlife MD1047 10W-40 X
Addinol Diesel Longlife MD1548 15W-40 X
Anomina Petroli Italiana IP Tarus 15W-40 X
IP Tarus Turbo 15W-40 X
IP Tarus Turbo Plus 15W-40 X
API D Multi Diesel Turbo 15W-40 X
Arabi Enertech KSC Burgan Ultra Diesel CH-4 15W-40 X
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cosity
10–12 mg KOH/g
8–10 mg KOH/g
>12 mg KOH/g
grade
Aral AG Aral Extra Turboral 10W-40 X

BayWa AG Tectrol Super Truck 1540 15W-40 X
Tectrol Super Truck Plus 1540 15W-40 X
Tectrol Turbo 4000 10W-40 X
Belgin Madeni Yaglar Lubex Marine M 15W-40 X
Bharat Petroleum MAK MB SHPD 15W-40 15W-40 X
Bölünmez Petrocülük A-S MOIL Dizel 15W-40 15W-40 X
BP p.l.c. BP Vanellus C6 Global Plus 10W-40 X
BP Vanellus Multi-Fleet 15W-40 X
BP Multi Mine 15W-40 X
BP Vanellus Longdrain 15W-40 X
Cepsa Cepsa Euromax SHPD 15W-40 X
Chevron Caltex Delo SHP Multigrade 15W-40 X
Caltex Delo Gold Multigrade 15W-40 X
Caltex Delo Gold [ISOSYN] Multigrade 15W-40 X
Caltex Delo 400 Multigrade 15W-40 X
Chevron Delo 400 Multigrade 15W-40 X
Chevron Delo Gold Multigrade 15W-40 X
Chevron Ursa Super Plus 15W-40 X
Texaco Ursa Super Plus 15W-40 X
Texaco Ursa Super TD 15W-40 X
Texaco Ursa Super TDS 10W-40 X
Texaco Ursa Premium TDX 15W-40 X
Chinese Petroleum Company CPC Superfleet CG-4 Motor Oil 15W-40 X
Cubalub Cubalub Extra Diesel MX 15W-40 X
Cubalub Extra Diesel 15W-40 X
Cyclon Hellas Cyclon D Super 15W-40 X
Delek Delkol Super Diesel 15W-40 X
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Denizati Petrokimya Urunleri San Seahorse Motor Oil 15W-40 15W-40 X

EKO Eko Forza Extra 15W-40 X
Engen Petroleum Ltd. Dieselube 700 Super 15W-40 X
ENI S.p.A. Agip Sigma Truck 15W-40 X
Agip Sigma Turbo 15W-40 X
Agip Blitum T 15W-40 X
Exol Lubricants Ltd. Taurus Extreme M 15W-40 X
366 | Engine Oils | 131345844E 2015-12

cosity
10–12 mg KOH/g
8–10 mg KOH/g
>12 mg KOH/g
grade
Exxon Mobil Corporation Mobilgard 1 SHC 20W-40 X not for 1600

Mobil Delvac Super 1400 E 15W-40 X
Mobil Delvac Super 1400 15W-40 X
Mobil Delvac XHP 15W-40 X
Feoso Oil Ultra VG Motor Oils 15W-40 X
Fuchs Europe Schmierstoffe Fuchs Titan Truck Plus 15W-40 X
GmbH Titan Unimax Ultra MC 10W-40 X
Titan Formel Plus 15W-40 X
Fuchs Titan Truck 15W-40 X
Titan Unimax Plus MC 10W-40 X
Fuchs Titan Universal HD 15W-40 X
Gazpromneft Lubricants Ltd. G-Profi MSI 10W-40 10W-40 X
G-Profi MSI 15W-40 15W-40 X
G-Profi MSH 15W-40 15W-40 X
G-Profi MSI plus 15W-40 15W-40 X
SibiMotor Diesel Premium 15W-40 X
Gulf Oil International Gulf Superfleet LE 10W-40 X
Gulf Superfleet LE 15W-40 X
Gulf Superfleet Supreme 10W-40 X
Gulf Superfleet Supreme 15W-40 X
Gulf Superfleet Plus 15W-40 X
Hessol Lubrication GmbH Hessol Turbo Diesel 15W-40 X
Huiles Berliet S.A. RTO Maxima RD 15W-40 X
RTO Maxima RLD 15W-40 X
Hyrax Oil Hyrax Admiral 15W-40 X
Trans Turbo 7X 15W-40 X
Trans Turbo 9X 15W-40 X
TIM-ID: 0000038798 - 002
Protruck 100 X 10W-40 X

Protruck 100 X 15W-40 X
Indy Oil SA Indy Super Turbo Diesel 15W-40 X
Indian Oil Corp. Servo Premium (N) 15W-40 X
Kuwait National Lube Oil Mfg. Co Burgan Ultra Diesel CH-4 15W-40 X
(KNLOC)
Q8 T 750 15W-40 X
131345844E 2015-12 | Engine Oils | 367

cosity
10–12 mg KOH/g
8–10 mg KOH/g
>12 mg KOH/g
grade
Kocak Petrol Ürünleri San Speedol SHPD Tirot 15W-40 15W-40 X

Liqui Moly Liqui Moly Touring High Tech SHPD 15W-40 X
LLK Finland Oy Teboil Super HPD 10W-40 X
Lotos Oil Turdus Powertec CI-4 15W-40 15W-40 X
Mauran SAS Turboland 15W-40 X
Mega Lube Marketers cc. Megalube Diesel Engine Oil 15W-40 X
Meguin GmbH megol Motorenoel SHPD 15W-40 X
megol Motorenoel HD-C3 15W-40 X
MOL-LUB Ltd. MOLDynamic MK9 15W-40 X
MOL Mk-9 15W-40 X
Mol Dynamic Super Diesel 15W-40 X
Morris Lubricants Ring Free V.S. plus 15W-40 X
Motor Oil, Hellas EMO SHPD Plus 15W-40 X
Orlen Platinum Ultor 15W-40 X
Platinum Ultor Plus 15W-40 X
OMV AG OMV eco truck extra 10W-40 X
OMV truck LD 15W-40 X
OMV Petrol Ofisi PO Maximus Turbo Diesel Extra 15W-40 X
OOO “LLK-International” Teboil Super HPD 15W-40 X
Avantgarde Ultra 15W-40 X
Panolin AG Panolin Universal SFE 10W-40 X
Panolin Diesel Synth 10W-40 X
PDVSA Deltaven S.A. Ultradiesel MT 15W-40 X
Pennzoil Products Supreme Duty Fleet Motor Oil 15W-40 X
Longlife EF Heavy Duty Multigrade Mo- 15W-40 X
toröl
Pertamina Meditran SMX 15W-40 X
Meditran SX Plus 15W-40 X
TIM-ID: 0000038798 - 002
Petrobras Distribuidora S.A. Lubrax Nautica Diesel 15W-40 X

Petro-Canada Lubricants Duron 15W-40 X
Duron XL Synthetic Blend 15W-40 X
Petroleos de Portugal, Petrogal Galp Galaxia LD star 15W-40 X
S.A.
Petrolimex Petrochmical Joint- PLC Diesel SHPD 15W-40 15W-40 X
Stock Company
Petron Corporation Petron REV-X Trekker 15W-40 X
368 | Engine Oils | 131345844E 2015-12

cosity
10–12 mg KOH/g
8–10 mg KOH/g
>12 mg KOH/g
grade
Petronas Lubricants International Urania LD7 15W-40 X

Petronas Urania Supremo CI-4 15W-40 X
Phillips 66 Lubricants Conoco Hydroclear Power D 15W-40 X
Prista Oil AD Prista SHPD 15W-40 X
Prista Turbo Diesel 15W-40 X
Qatar Lubricants Company Ltd. QALCO Topaz HMF 15W-40 X
Ravensberger Schmierstoffver- RAVENOL Expert SHPD 10W-40 X
trieb GmbH RAVENOL Mineralöl Turbo Plus SHPD 15W-40 X
Repsol YPF Repsol Extra Vida MT 15W-40 X
Repsol Neptuno S-Turbomar 15W-40 X
S.A.E.L. Gulf Gulfleet Long Road 15W-40 X
Shanghai HIRI Lubricants HIRI 245 15W-40 X
Shell Shell Rimula MV 15W-40 X
Shell Rimula R3 MV 15W-40 X
Shell Rimula R3 X 15W-40 X
Shell Rimula R4 15W-40 X
Shell Rimula RT4 15W-40 X
Shell Rimula X 15W-40 X
Shell Rotella T2 15W-40 X
Shell Rotella T Multigrade 15W-40 X
Shell Sirius 15W-40 X
Singapore Petroleum Company SDM 900, SAE 15W-40 15W-40 X
Sinopec Corp. Great Wall Jinpai Zunlong 15W-40 X
SRS Schmierstoff Vertrieb GmbH SRS Motorenöl O-236 15W-40 X Improved corrosion pro-
tection
SRS Multi-Rekord top 15W-40 X
SRS Multi Rekord plus 15W-40 X
SRS Turbo Rekord 15W-40 X
TIM-ID: 0000038798 - 002
SRS Turbo Diesel Plus 15W-40 X

SRS Cargolub TFX 10W-40 X
Statoil Lubricants MaxWay 10W-40 X
MaxWay 15-40 15W-40 X
Svenska Statoil MaxWay 15W-40 X
131345844E 2015-12 | Engine Oils | 369

cosity
10–12 mg KOH/g
8–10 mg KOH/g
>12 mg KOH/g
grade
Total Antar Milantar PH 15W-40 X

Antar Milantar PX 15W-40 X
Elf Performance Trophy DX 15W-40 X
Elf Performance Victory 15W-40 X
Fina Kappa Optima 15W-40 X
Fina Kappa Extra Plus 15W-40 X
Total Caprano Energy FE 15W-30 X
Total Caprano TDH 15W-40 X
Total Caprano TDI 15W-40 X
Total Disola W 15W-40 X
Total Rubia TIR 6400 15W-40 X
Total Rubia TIR 7200 FE 15W-30 X
Total Rubia Works 1000 15W-40 X
TNK Lubricants TNK Revolux D3 15W-40 X
Unil Opal Medos 700 15W-40 X
Valvoline EMEA All Fleet Extra 15W-40 X
Yacco SAS Inboard 100 4 T Diesel 15W-40 X
Transpro 40 S 10W-40 X
TIM-ID: 0000038798 - 002
370 | Engine Oils | 131345844E 2015-12

11.5.1.6 Multi-grade oils – Category 2.1 (low-SAPS oils)
This section lists low-SAPS oils in SAE classes 5W-40 and 15W-40 and applies to diesel engine-generator
• Series 1600
• Series 2000
• Series 4000
MTU multi-grade engine oils

cosity
10–12 mg KOH/g
8–10 mg KOH/g
>12 mg KOH/g
grade
MTU America Inc. Power Guard HD Diesel 15W-40 15W-40 X 800133 (5 gal)
800134 (55 gal)
800135 (large quantities)
Further multi-grade engine oils

cosity
10–12 mg KOH/g
8–10 mg KOH/g
grade
>12 mg KOH/g
Bucher AG Langenthal Motorex Focus CF 15W-40 X

Chevron Caltex Delo 400 LE 15W-40 X
Chevron Delo 400 LE 15W-40 X
ENI SpA. Agip Sigma Truck E9 15W-40 X
Exxon Mobil Corporation Mobil Delvac 1 ESP 5W-40 X
Fuchs Europe Fuchs Titan Cargo 15W-40 X
Gulf Oil International Gulf Supreme Duty XLE 15W-40 X
Fuchs Europe Fuchs Titan Cargo 15W-40 X
Panolin AG Panolin Universal LA-X 15W-40 X
Pennzoil Products Pennzoil Long-Life Gold 15W-40 X
TIM-ID: 0000038799 - 002
Petro-Canada Duron -E 15W-40 X

Phillips 66 Lubricants Guardol ECT 15W-40 X
Kenndall Super-D XA 15W-40 X
Repsol YPF Repsol Diesel Turbo THPD Mid Saps 15W-40 X
131345844E 2015-12 | Engine Oils | 371

cosity
10–12 mg KOH/g
8–10 mg KOH/g
grade
>12 mg KOH/g
Shell Shell Rimula Super 15W-40 X
Shell Rimula R4L 15W-40 X
Shell Rimula RT4L 15W-40 X
Shell Rotella T 15W-40 X
Shell Rimula R5LE 10W-30 X
Shell Rotella T Triple Protection 15W-40 X
SK Energy ZIC XQ 5000 15W-40 X
SRS Schmierstoff Vertrieb GmbH SRS Turbo Rekord plus 15W-40 X
Statoil Lubricants MaxWay E9 15W-40 15W-40 X
TIM-ID: 0000038799 - 002
372 | Engine Oils | 131345844E 2015-12

This section lists oils in SAE classes 5W-30, 5W-40 and 10W-40 and applies to diesel engine-generator sets
with the following engines:
• Series 1600
• Series 2000
• Series 4000
cosity
10–12 mg KOH/g
8–10 mg KOH/g
>12 mg KOH/g
grade
Addinol Lube Oil Addinol Ultra Truck MD 0538 5W-30 X

Addinol Super Truck MD 1049 10W-40 X
Aral AG Aral Super Turboral 5W-30 X
Avia Mineralöl AG Avia Turbosynth HT-U 5W-30 X
BayWa AG Tectrol Super Truck 530 5W-30 X
Tectrol Super Truck 1040 10W-40 X
BP p.l.c. BP Energol IC-MT 10W-40 X
Castrol Ltd. Castrol Enduron MT 10W-40 X
Castrol Enduron Plus 5W-30 X
Castrol Elixion HD 5W-30 X
Cepsa Cepsa Eurotrans SHPD 5W-30 X
Cepsa Eurotrans SHPD 10W-40 X
Chevron Caltex Delo XLD Multigrade 10W-40 X
Chevron Delo XLD Multigrade 10W-40 X
Texaco Ursa Super 10W-40 X
Texaco Ursa Premium FE 5W-30 X
Ursa TDX 10W-40 X
Texaco Ursa Super TDX 10W-40
Elinoil Elin Diesel Tec Synthetic 10W-40 X
ENI S.p.A. Agip Sigma Trucksint TFE 5W-40 X
Agip Sigma Super TFE 10W-40 X
Agip Sigma Ultra TFE 10W-40 X
TIM-ID: 0000038801 - 002
Enoc International Sales L.L.C. Enoc Vulcan 770 SLD 10W-40 X

Exxon Mobil Corporation Mobil Delvac XHP Extra 10W-40 X
Mobil Delvac XHP Ultra 5W-30 5W-30 X
Mobil Delvac 1 SHC 5W-40 X
Exol Lubricants Ltd. Taurus Extreme M3 10W-40 X
Fuchs Europe Schmierstoffe Titan Cargo SL 5W-30 X
GmbH Titan Cargo MC 10W-40 X
131345844E 2015-12 | Engine Oils | 373

cosity
10–12 mg KOH/g
8–10 mg KOH/g
>12 mg KOH/g
grade
Ginouves Georges S.A. York 847 mg 10W-40 10W-40 X

Gulf Oil International Gulf Fleet Force synth. 5W-30 X
Superfleet ELD 10W-40 X
Gulf Superfleet XLD 10W-40 X
Huiles Berliet S.A. RTO Extensia RXD ECO 5W-30 X
RTO Extensia RXD 10W-40 X
INA INA Super 2000 10W-40 X
Iranol Oil Co. Iranol D – 40000 10W-40 X
Q8 T 905 10W-40 X
LLK Finland Oy Teboil Super XLD-2 5W-30 X
Lotos Oil Turdus Semisynthetic XHPDO 10W-40 X
Turdus Powertec Synthetic 5W-30 X
Meguin megol Motorenoel Super LL Dimo Pre- 10W-40 X
mium
megol Motorenoel Diesel Truck Perform- 10W-40 X
ance
MOL-LUB Ltd. MOL Synt Diesel 10W-40 X
MOL Dynamic Synt Diesel 10W-40 X
OMV OMV super truck 5W-30 X
Orlen Oil Sp.o.o. Platinum Ultor Max 5W-30 X
OOO LLK International Lukoil Avantgarde Professional 10W-40 X
Panolin Panolin Diesel HTE 10W-40 X
Petroleos de Portugal, Petrogal Galp Galaxia Extreme 5W-30 X
S.A. Galp Galaxia Ultra XHP 10W-40 X
Petronas Lubricants International Urania Maximo 10W-40 X
Urania Optimo 10W-40 X
Urania 100 K 10W-40 X
TIM-ID: 0000038801 - 002
Urania FE 5W-30 X
Ravensberger Schmierstoff Ver- RAVENOL Super Performance Truck 5W-30 X
trieb GmbH RAVENOL Performance Truck 10W-40 X
Repsol YPF Repsol Turbo UHPD 10W-40 X
Repsol Diesel Turbo VHPD 5W-30 X
374 | Engine Oils | 131345844E 2015-12

cosity
10–12 mg KOH/g
8–10 mg KOH/g
>12 mg KOH/g
grade
Shell Shell Normina Extra 10W-40 X

Shell Rimula R5 M 10W-40 X
Shell Rimula R6 M 10W-40 X
Shell Rimula R6 ME 5W-30 X
SMV GmbH JB German Oil JB German Oil Hightech Truck 10W-40 X
SRS Schmierstoff Vertrieb GmbH SRS Cargolub TFF 10W-40 X
SRS Cargolub TFL 5W-30 X
SRS Cargolub TFG 10W-40 X
SRS Cargolub TFG plus 10W-40 X
Statoil Lubricants MaxWay Ultra 5W-30 5W-30 X
MaxWay Ultra E4 10W-40 10W-40 X
Total Antar Maxolia 10W-40 X
Elf Performance Experty FE 5W-30 X
Elf Performance Experty 10W-40 X
Fina Kappa Syn FE 5W-30 X
Total Rubia TIR 9200 FE 5W-30 X
Unil Opal LCM 800 10W-40 X
Valvoline EMEA Profleet 10W-40 X
Wolf Oil Corporation Champion Turbofleet UHPD 10W-40
Yacco SAS Yacco Transpro 45 10W-40 X
TIM-ID: 0000038801 - 002
131345844E 2015-12 | Engine Oils | 375

11.5.1.8 Multi-grade oils – Category 3.1 (low-SAPS oils)
This section lists low-SAPS oils in SAE classes 5W-30 and 10W-40 and applies to diesel engine-generator
• Series 1600
• Series 2000
• Series 4000
cosity
10–12 mg KOH/g
8–10 mg KOH/g
>12 mg KOH/g
grade
Addinol Lube Oil Addinol Extra Truck MD 1049 LE 10W-40 X

APAG Chemie AG Alpha Advanced Eco-Efficiency low 10W-40 X
SAPS
Aral AG Aral Mega Turboral LA 10W-40 X
BayWa AG Tectrol Super Truck Plus 1040 10W-40 X
Bucher AG Langenthal Motorex Focus QTM 10W-40 X
BP p.l.c. BP Vanellus Max Drain Eco 10W-40 X
Cepsa Cepsa Eurotech LS 10W-40 X
Chevron Caltex Delo XLE Multigrade 10W-40 X
Texaco Ursa Ultra 10W-40 X
Texaco Ursa Ultra X 10W-40 X
Enoc International Sales L.L.C. Vulkan green 10W-40 X
Exxon Mobil Corporation Mobil Delvac 1 LE 5W-30 X
Mobil Delvac XHP LE 10W-40 X
Fuchs Titan Cargo Maxx 10W-40 X
Gulf Oil International Gulf Superfleet XLE 10W-40 X
Huiles Berliet S.A. RTO Extensia FP 10W-40 X
Igol Protruck 200 X 10W-40 X
INA Rfinerija nafte Rjeka INA Super 9000 10W-40 X
Kuwait Petroleum R&T Q T 900 10W-40 X
LLK Finland Oy Teboil Super XLD-2 5W-30 X
Meguin megol Motorenoel UHPD Low Saps 5W-30 X
TIM-ID: 0000038802 - 002
OOO LLK International Lukoil Avantgarde Professional LS 10W-40 X

Panolin Panolin Diesel Synth EU-4 10W-40 X
Petróleos de Portugal Galp Galaxia Ultra LS 10W-40 X
Petronas Lubricants International Petronas Urania Ecotech 10W-40 X
Prista Oil AD Prista UHPD 10W-40 X
Repsol YPF y Especialidades S.A. Repsol Diesel Turbo UHPD Mid Saps 10W-40 X
Shell Shell Rimula R6 LM 10W-40 X
SK Energy ZIC XQ 5000 10W-40 X
376 | Engine Oils | 131345844E 2015-12

cosity
10–12 mg KOH/g
8–10 mg KOH/g
>12 mg KOH/g
grade
SRS Schmierstoff Vertrieb GmbH SRS Cargolub TLA 10W-40 X

SRS Cargolub TLS 5W-30 X
SRS Turbo Diesel LA 10W-40 X
Statoil Lubricants MaxWay Ultra E6 10W-40 10W-40 X
Total Total Rubia TIR 8900 10W-40 X
Elf Performance Experty LSX 10W-40 X
Valvoline EMEA Valvoline ProFleet LS 10W-40 X
Yacco SAS Yacco Transpo 65 10W-40 X
TIM-ID: 0000038802 - 002
131345844E 2015-12 | Engine Oils | 377

11.5.2 Lubricating Greases
11.5.2.1 Lubricating greases for general applications

For details and special features, see chapter on “Lubricants”(→ Page 336)
Manufacturer Brand name Comments
Aral AG Mehrzweckfett Arallub HL2
BP p.l.c. Energrease LS2
Castrol Ltd. Spheerol AP2
Chevron Multifak EP2
SRS Schmierstoff Vertrieb GmbH SRS Wiolub LFK2
Shell Shell Gadus S2 V220 2
Total Total Multis EP2
Veedol International Multipurpose
Table 28:
TIM-ID: 0000019094 - 001
378 | Lubricating Greases | 131345844E 2015-12

11.5.2.2 Lubricating greases for diesel engine-generator set components
Manufacturer Brand name Comments
Exxon Mobil Corporation Mobil Polyrex EM High-temperature grease: Lubricity
in the range from -30 to 250 °C
(-22 to 482 °F)
For:
• Generator bearing 1)
• Fan wheel and belt pulley bear-
ing on electrically driven cool-
ant cooler, Series 4000
ROCOL Limited Rocol RTD Compound For belt tensioner on electrically
driven coolant cooler, Series 4000
ASCO Power Technologies Lubrication Kit 75-100 For automatic transfer switch
(ATS) ASCO
Table 29: Lubricating greases for diesel engine-generator set components

1)
This lubricating grease is valid for generators made by Marathon. For information about lubricating greases
for generators made by other manufacturers, please contact MTU Onsite Energyservice partners.
TIM-ID: 0000038781 - 003
131345844E 2015-12 | Lubricating Greases | 379

11.6 Approved Coolants
11.6.1 Usability of coolant additives by Series
All details are based on the coolant circuit on the engine side.
Any deviant special agreements between the customer and MTU Onsite Energy remain valid.
Series Water-soluble corrosion inhibi- Corrosion-inhibiting antifreeze

tors
1600 – No approval – (→ Page 393) for coolants contain-
ing silicate
(→ Page 395) for silicate-free cool-
ants
2000 (→ Page 381) with TB engine (→ Page 384) with TB engine
(→ Page 382) with TD engine (→ Page 388) with TD engine
4000 (→ Page 382) (→ Page 388)
Table 30: Usability of coolant additives by Series
TIM-ID: 0000038805 - 002
380 | Approved Coolants | 131345844E 2015-12

11.6.2 Water-soluble corrosion inhibitor concentrates for cooling systems containing
light metal
This section lists water-soluble corrosion inhibitors for cooling systems containing light metal and applies to
diesel engine-generator sets with the following engines:
• Series 2000-TB
Concentrates
Manufacturer Brand name Operating time Remarks /
Hours / Years Part No.
MTU Friedrichshafen Coolant CS 100 6000 / 2 X00057233 (20 liters)
X00057232 (210 liters)
MTU America Inc. Power Cool Plus 6000 6000 / 2 Green-colored
23533526 (1 gal)
23533527 (5 gal)
MTU Asia Pte. Ltd. Coolant CS 100 6000 / 2 X00057233 (20 liters)
X00057232 (210 liters)
Arteco Freecor NBI 6000 / 2
BASF Glysacorr G93-94 6000 / 2 X00054105 (barrel)
X00058062 (canister)
BP Lubricants Castrol Extended Life 6000 / 2
Corrosion Inhibitor
CCI Corporation A 216 6000 / 2
CCI Manufacturing IL A 216 6000 / 2 X00051509 (208 liters)
Corporation
Chevron Texcool A – 200 6000 / 2
Detroit Diesel Corp. Power Cool Plus 6000 6000 / 2 Red-colored
Drew Marine Drewgard XTA 6000 / 2
Exxon Mobil Corporation Mobil Delvac Extended 6000 / 2
Life Corrosion Inhibitor
Ginouves Georges S.A. York 719 6000 / 2
Old World Industries A 216 6000 / 2
Valvoline EMEA Zerex G-93 6000 / 2
Table 31: Water-soluble corrosion inhibitor concentrates for cooling systems containing light metal
TIM-ID: 0000038807 - 002
131345844E 2015-12 | Approved Coolants | 381

11.6.3 Water-soluble corrosion inhibitors for cooling systems not containing light metal
This section lists water-soluble corrosion inhibitors for cooling systems not containing light metal and applies
to diesel engine-generator sets with the following engines:
• Series 2000-TD
• Series 4000
Concentrates
MTU Friedrichshafen Coolant CS 100 6000 / 2 X00057233 (20 liters)
X00057232 (210 liters)
MTU America Inc. Power Cool Plus 6000 6000 / 2 Green-colored
23533526 (1 gal)
23533527 (5 gal)
MTU Asia Pte. Ltd. Coolant CS 100 6000 / 2 X00057233 (20 liters)
X00057232 (210 liters)
Arteco Freecor NBI 6000 / 2
Havoline Extended Life 6000 / 2
Corrosion Inhibitor [EU-
Code 32765] (XLI)
BASF Glysacorr G93-94 6000 / 2 X00054105 (cylinder)
BP Lubricants Castrol Extended Life 6000 / 2
Corrosion Inhibitor
CCI Corporation A 216 6000 / 2
CCI Manufacturing IL A 216 6000 / 2 X00051509 (208 liters)
Corporation
Chevron Texcool A – 200 6000 / 2
Detroit Diesel Corp. Power Cool Plus 2000 6000 / 2
Power Cool Plus 6000 6000 / 2 Red-colored
Drew Marine Drewgard XTA 6000 / 2
Life Corrosion Inhibitor
Fleetguard DCA-4L 2000 / 1
Nalco Alfloc (Maxitreat) 3477 6000 / 2
Alfloc 2000 6000 / 2
Nalco 2000 6000 / 2
TIM-ID: 0000038808 - 002
Nalcool 2000 6000 / 2

Old World Industries A 216 6000 / 2
Penray Pencool 2000 6000 / 2
Total Total WT Supra 6000 / 2
Table 32: Water-soluble corrosion inhibitors for cooling systems not containing light metal

Ready mixes
Nalco Alfloc (Maxitreat) 3443 6000 / 2
(7%)
Table 33: Water-soluble corrosion inhibitor ready mixes for cooling systems not containing light metal
TIM-ID: 0000038808 - 002

11.6.4 Corrosion-inhibiting antifreeze for cooling systems containing light metal
This section lists corrosion-inhibiting antifreeze for cooling systems containing light metal and applies to die-
sel engine-generator sets with the following engines:
• Series 2000-TB
Concentrates
MTU Friedrichshafen Coolant AH 100 9000 / 5 X00057231 (20 liters)
X00057230 (210 liters)
MTU Detroit Diesel Aus- POWER COOL - HB 500 9000 / 3 500-NFCT20.PCC (20 lit-
tralia ers)
MTU America Inc. POWER COOL Off-High- 9000 / 5 23533522 (1 gal)
way Coolant Concentrate 23533523 (5 gal)
23533524 (55 gal)
POWER COOL Universal 9000 / 5 800070 (5 gal)
MTU Asia Pte. Ltd. Coolant AH 100 9000 / 5 X00057231 (20 liters)
X00057230 (210 liters)
Avia Mineralöl AG Antifreeze APN 9000 / 5
BASF Glysantin G05 9000 / 5 X00058054 (25 liters)
Glysantin G48 9000 / 5 X00058053 (210 liters)
Glysantin G30 9000 / 3 X00058071 (barrel)
BP Lubricants Aral Antifreeze Extra 9000 / 5
Castrol Heavy Duty Ex- 9000 / 3
tended Life Coolant
Castrol Castrol Antifreeze NF 9000 / 5
Castrol Radicool NF 9000 / 5
Clariant GmbH Genatin Super 9000 / 5
Classic Schmierstoff Classic Kolda UE G48 9000 / 5
GmbH
CCI Corporation L 415 9000 / 3
CCI Manufacturing IL C521 9000 / 3
Corporation
Comma Oil & Chemicals Comma Xstream G30 9000 / 3
Comma Xstream G48 9000 / 5
Detroit Diesel Corp. Power Cool Antifreeze 9000 / 3
Power Cool Plus Coolant 9000 / 3
TIM-ID: 0000038810 - 002

Life Coolant
Mobil Antifreeze Ad- 9000 / 3
vanced
Mobil Antifreeze Extra 9000 / 5
Mobil Antifreeze Special 9000 / 5
Esso Antifreeze Ad- 9000 / 3
vanced
Esso Antifreeze Extra 9000 / 5

Fuchs Maintain Fricofin 9000 / 5 X00058073 (barrel)
Maintain Fricofin G12 9000 / 3 X00058074 (canister)
Plus
Krafft Refrigerante ACU 2300 9000 / 3 X00058075 (barrel)
Kemetyl Carix Premium G48 9000 / 5
Maziva - Zagreb d.o.o. INA Antifriz Al Super 9000 / 5
MOL-LUB Ltd. Frostschutzkonzentrat 9000 / 5
EVOX Extra G48
Nalco Nalcool 5990 9000 / 3
Nalco Australia Nalcool NF 48 9000 / 5
Old World Industries Blue Mountain Heavy Du- 9000 / 3
ty Extended Life Coolant
Fleetcharge SCA Pre- 9000 / 3
charged Heavy Duty
Coolant/ Antifreeze
Final Charge Global Ex- 9000 / 3
tended Life Coolant Anti-
freeze
OMV OMV Coolant Plus 9000 / 5
OMV Coolant SF 9000 / 3
Ravensberger Schmier- RAVENOL Kühlerfrost- 9000 / 3
stoffvertrieb GmbH schutz silikatfrei
Recochem R542 9000 / 3
Shell Shell HD Premium 9000 / 3
Sotragal – Mont Blanc Antigel Power Cooling 9000 / 5
Concentrate
Total Glacelf MDX 9000 / 5
Zerex G-48 9000 / 5
Zerex G-30 9000 / 3
Table 34: Corrosion-inhibiting antifreeze for cooling systems containing light metal – concentrates
Concentrates for special applications

BASF G206 9000 / 3 For use in arctic regions
TIM-ID: 0000038810 - 002
(below -40 °C)
Table 35: Corrosion-inhibiting antifreeze for cooling systems containing light metal – concentrates for special
applications

Ready mixes
MTU Detroit Diesel Aus- POWER COOL - HB 500 9000 / 3 500-NFPM20.PCC (20 lit-
tralia Premix 50/50 ers)
500-NFPM205.PCC
(205 liters)
500-NFPM1000.PCC
(1000 liters)
MTU America Inc. POWER COOL Universal, 9000 / 5 800085 (5 gal)
35/65 mix 800086 (55 gal)
POWER COOL Universal, 9000 / 5 800069 (1 gal)
50/50 mix 800071 (5 gal)
800084 (55 gal)
POWER COOL Off-High- 9000 / 5 23533530 (1 gal)
way Coolant 50/50 Pre- 23533531 (5 gal)
mix 23533532 (55 gal)
Bantleon Avilub Antifreeze Mix 9000 / 5 X00049213 (210 liters)
(50%)
BP Lubricants Castrol Heavy Duty Ex- 9000 / 3
tended Life Prediluted
Coolant (50/50)
Premix (45%) 9000 / 5
Castrol Radicool NF Pre-
mix (45%)
CCI Corporation L 415 (50%) 9000 / 3
CCI Manufacturing IL C 521 (50%) 9000 / 3
Corporation
Detroit Diesel Corp. Power Cool Plus Predilut- 9000 / 3
ed Coolant (50/50)
Life Prediluted Coolant
(50/50)
ty Extended Life Predilut- 9000 / 3
ed Coolant (50/50)
Final Charge Global Ex-
Coolant/Antifreeze
(50/50)
Sotragal – Mont Blanc L.R.-30 Power Cooling 9000 / 5
TIM-ID: 0000038810 - 002
(44%) 9000 / 5
L.R.-38 Power Cooling
(52%)
Total Coolelf MDX (40%) 9000 / 5

Tosol-Sintez Glysantin Alu Protect 9000 / 3
G30 Ready Mix 9000 / 5
Glysantin Protect Plus /
G48 Ready Mix
Valvoline EMEA Zerex G-05, 50/50 mix 9000 / 5
Table 36: Corrosion-inhibiting antifreeze for cooling systems containing light metal – ready mixes
TIM-ID: 0000038810 - 002

11.6.5 Corrosion-inhibiting antifreeze for cooling systems not containing light metal
This section lists corrosion-inhibiting antifreeze for cooling systems not containing light metal and applies to
diesel engine-generator sets with the following engines:
• Series 2000-TD
• Series 4000
Concentrates
X00057230 (210 liters)
MTU Detroit Diesel Aus- POWER COOL - HB 500 9000 / 3 500-NFCT20.PCC (20 lit-
tralia POWER COOL - HB 800 9000 / 3 ers)
MTU America Inc. POWER COOL Off-High- 9000 / 5 23533522 (1 gal)
way Coolant Concentrate 23533523 (5 gal)
23533524 (55 gal)
POWER COOL Universal 9000 / 5 800070 (5 gal)
X00057230 (210 liters)
Arteco Havoline Extended Life 9000 / 3
Coolant XLC [EU-Code
30379]
Avia Mineralöl AG Antifreeze APN 9000 / 5
BASF Glysantin G05 9000 / 5
Glysantin G48 9000 / 5 X00058054 (25 liters)
X00058053 (210 liters)
Glysantin G30 9000 / 3 X00058071 (barrel)
Castrol Heavy Duty Ex- 9000 / 3
tended Life Coolant
Caltex Caltex Extended Life 9000 / 3
Coolant [AP-Code
510614] (XLC)
CCI Corporation L415 9000 / 3
CCI Manufacturing IL C521 9000 / 3
Corporation
TIM-ID: 0000038813 - 002
Chevron Havoline Dexcool Extend- 9000 / 3

ed Life Antifreeze [US-
Code 227994]
Clariant GmbH Genatin Super 9000 / 3
GmbH
Comma Xstream G48 9000 / 5

Detroit Diesel Corp. Power Cool Antifreeze 9000 / 3
Power Cool Plus Coolant 9000 / 3
Life Coolant 9000 / 3
vanced 9000 / 5
Mobil Antifreeze Extra 9000 / 3
Mobil Antifreeze Special 9000 / 5
Esso Antifreeze Ad-
vanced
Esso Antifreeze Extra
Fuchs Maintain Fricofin 9000 / 5
Maintain Fricofin G12 9000 / 3 X00058073 (barrel)
Plus X00058074 (canister)
Fuchs Australia Titan HDD Coolant Con- 9000 / 3
centrate
Krafft Refrigerante ACU 2300 9000 / 3 X00058075 (barrel)
Energy Plus K-140 9000 / 3
Maziva - Zagreb d.o.o. INA Antifriz Al Super 9000 / 5
EVOX Extra G48
Nalco Nalcool 4070 9000 / 3
Nalcool 5990 9000 / 3
OAO Cool Stream Premium C 9000 / 3
Fleetcharge SCA Pre- 9000 / 3
charged Heavy Duty
Coolant/ Antifreeze
Final Charge Global Ex- 9000 / 3
tended Life Coolant Anti-
freeze
OMV Coolant SF 9000 / 3
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Recochem R542 9000 / 3

R824M 9000 / 3
Shell Shell HD Premium 9000 / 3
Shell HD Premium N 9000 / 3
Concentrate

Total Glacelf Auto Supra 9000 / 3
Glacelf MDX 9000 / 5
Glacelf Supra 9000 / 3
Zerex G-48 9000 / 3
Zerex G-30 9000 / 5
Table 37: Corrosion-inhibiting antifreeze for cooling systems not containing light metal – concentrates
Concentrates for special applications

BASF G206 9000 / 3 For use in arctic regions
(below -40 °C)
Table 38: Corrosion-inhibiting antifreeze for cooling systems containing light metal – concentrates for special
applications
Ready mixes
MTU Detroit Diesel Aus- POWER COOL - HB 500 9000 / 3 500-NFPM20.PCC (20 lit-
tralia Premix 50/50 ers)
500-NFPM205.PCC
(205 liters)
500-NFPM1000.PCC
(1000 liters)
POWER COOL - HB 800 9000 / 3 800-PM20.PCC (20 liters)
Premix 50/50 800-PM205.PCC (205 lit-
ers)
800-PM1000.PCC
(1000 liters)
MTU America Inc. POWER COOL Universal 9000 / 5 800085 (5 gal)
35/65 mix 800086 (55 gal)
POWER COOL Universal, 9000 / 5 800069 (1 gal)
50/50 mix 800071 (5 gal)
800084 (55 gal)
POWER COOL Off-High- 9000 / 5 23533530 (1 gal)
way Coolant 50/50 Pre- 23533531 (5 gal)
mix 23533532 (55 gal)
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Arteco Havoline Extended Life 9000 / 3
Coolant + B2 50/50
OF01 [EU-Code 33073]
(50%)
Havoline Extended Life 9000 / 3
Coolant + B2 40/60
(40%)
15W-40 Extended Life 9000 / 3
Coolant + B2 35/65
(35%)
Bantleon Avilub Antifreeze Mix 9000 / 5 X00049213 (210 liters)
(50%)
Coolant (50/50)
Caltex Caltex Extended Life 9000 / 3
Coolant Pre-Mixed
50/50 [AP-Code
510609] (50%)
Premix (45%) 9000 / 5
mix (45%)
Corporation
Chevron Havoline Dexcool Extend- 9000 / 3
ed Life Predilluted 50/50
Antifeeze Coolant [US-
Code 227995]
ed Coolant (50/50)
(50/50)
Fleetguard PG XL (40%) 9000 / 3 Propylene glycol
Fuchs Australia Titan HDD Premix Cool- 9000 / 3
ant (50%)
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Nalco Nalcool 4100 (50%) 9000 / 3

ty Extended Life Predilut- 9000 / 3
ed Coolant (50/50)
Final Charge Global Ex-
tended Life Predilluted
Coolant / Antifreeze
(50/50)

Sotragal – Mont Blanc L.R.-30 Power Cooling 9000 / 5
(44%) 9000 / 5
L.R.-38 Power Cooling
(52%)
Total Coolelf MDX (40%) 9000 / 5
Coolelf Supra (40%) 9000 / 3
Coolelf GF NP (50%) 9000 / 3
G30 Ready Mix 9000 / 5
Glysantin Protect Plus /
G48 Ready Mix
Valvoline EMEA Zerex G-05, 50/50 mix 9000 / 5
Table 39: Corrosion-inhibiting antifreeze for cooling systems containing light metal – ready mixes
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11.6.6 Corrosion-inhibiting antifreeze containing silicate
This section lists corrosion-inhibiting antifreeze containing silicate and applies to diesel engine-generator
• Series 1600
Specifics, see "Coolant" (→ Page 337).
Concentrates
X00057230 (210 liters)
MTU America Inc. POWER COOL Universal 9000 / 5 800070 (5 gal)
X00057230 (210 liters)
Avia Mineralöl-AG Antifreeze APN 9000 / 5
BASF AG Glysantin G 48 9000 / 5 X00058054 (25 liters)
X00058053 (210 liters)
Castrol Ltd. Castrol Antifreeze NF 9000 / 5
Clariant GmbH Genantin Super 9000 / 3
GmbH
Exxon Mobil Corporation Mobil Antifreeze Extra 9000 / 5
Esso Antifreeze Extra 9000 / 5
Fuchs Maintain Fricofin 9000 / 5
Krafft S.A. Krafft Refrigerante ACU 9000 / 3
2300
Maziva - Zagreb d.o.o. INA Antifiz Al Super 9000 / 5
EVOX Extra G48
Concentrate
TIM-ID: 0000038804 - 002
Valvoline EMEA Zerex G 48 9000 / 5

Total Glacelf MDX 9000 / 5
Table 40: Corrosion-inhibiting antifreeze – concentrates containing silicate

Ready mixes
MTU America Inc. POWER COOL Universal, 9000 / 5 800069 (1 gal)
50/50 mix 800071 (5 gal)
800084 (55 gal)
Castrol Ltd. Castrol Antifreeze NF 9000 / 5
Premix (45%) 9000 / 5
mix (50/50)
Hermann Bantleon Avilub Antifreeze Mix 9000 / 5 X00049213 (210 liters)
GmbH (50%)
Sotragal – Mont Blanc L.R. Power Cooling (44%) 9000 / 5
L.R. Power Cooling (52%) 9000 / 5
Total Coolelf MDX 9000 / 5
Table 41: Corrosion-inhibiting antifreeze – ready mixes containing silicate
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11.6.7 Silicate-free corrosion-inhibiting antifreeze
This section lists silicate-free corrosion-inhibiting antifreezes and applies to diesel engine-generator sets with
the following engines:
• Series 1600
Specifics, see "Coolant" (→ Page 337).
Concentrates
BASF Glysantin G 30 9000 / 3
tended Life Coolant
CCI Corporation L 415 9000 / 3
CCI Manufacturing IL C 521 9000 / 3
Corporation
Comma Oil & Chemicals Comma Xstream G 30 9000 / 3
Detroit Diesel Corp. Power Cool Plus Coolant 9000 / 3
Exxon Mobil Corporation Esso Antifreeze Ad- 9000 / 3
vanced 9000 / 3
vanced
Mobil Delvac Extended
Life Coolant
Fuchs Maintain Fricofin G 12 9000 / 3
Plus
Old World Industries Final Charge Global Ex- 9000 / 3
tended Life Coolant 9000 / 3
Blue Mountain Heavy Du-
OMV OMV Coolant SF 9000 / 3
Table 42: Corrosion-inhibiting antifreeze – silicate-free concentrates
Ready mixes
Manufacturer Brand name Operating time Part No. / Remarks
Hours / Years
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Coolant (50/50)
ed Coolant (50/50)
Corporation

Manufacturer Brand name Operating time Part No. / Remarks
Hours / Years
(50/50)
Old World Industries Final Charge Global 9000 / 3
50/50 Prediluted Ex- 9000 / 3
tended Life Coolant
Blue Mountain Heavy Du-
ty Extended Life Predilut-
ed Coolant (50/50)
G30 Ready Mix
Table 43: Corrosion-inhibiting antifreezes - silicate-free ready mixes
TIM-ID: 0000038806 - 002

11.7 Flushing and Cleaning Specifications for Engine Coolant
Circuits
In the course of time, sludge deposits from aging coolant additives can accumulate in the coolant circuits.
Reduced cooling capacity, clogged vent lines and drain points and dirty coolant level sight-glasses can result.
Below-standard water quality or incorrect coolant preparation can also heavily contaminate the system.
If such conditions occur, the coolant circuit is to be flushed out with fresh water, repeatedly if necessary.
If these flushing sequences are insufficient or if the system is too heavily contaminated, the coolant circuit
and all affected assemblies must be cleaned.
Only clean, fresh water (no river or sea water) must be used for flushing.
Only products approved by MTU Onsite Energy or corresponding products at the specified concentrations
may be used for cleaning, see (→ Page 398). The specified cleaning procedure is to be complied with.
Immediately after flushing or cleaning, fill the coolant circuits with treated engine coolant as stipulated in the
current MTU Fluids and Lubricants Specifications, see (→ Page 340). Otherwise there is a danger of corro-
sion!
Fluids and lubricants (e.g. treated engine coolant), used flushing water, cleaning agents and
cleaning solutions can be hazardous materials. Certain regulations must be obeyed when han-
dling, storing and disposing of these substances.
These regulations are contained in the manufacturer's instructions, statutory requirements and
technical guidelines valid in the individual countries. Considerable differences can apply from
country to country so that no generally valid statement on the applicable regulations for fluids
and lubricants etc. can be made in this publication.
Users of the products named in these specifications are therefore obliged to inform themselves
of the locally valid regulations. MTU accepts no responsibility whatsoever for improper or illegal
use of the fluids and lubricants / cleaning agents which it has approved.
Scrap oil heat exchangers from engines with bearing or piston seizures or friction damage!
Test equipment, auxiliary materials and fluids and lubricants

MTU test kit or electric pH value measuring instrument
Required auxiliary materials:
• Compressed air
• Superheated steam
Required fluids and lubricants:
• Fresh water
• Prepared engine coolant
TIM-ID: 0000038817 - 002
131345844E 2015-12 | Flushing and Cleaning Specifications for Engine Coolant Circuits | 397
11.7.2 Approved cleaning products
Manufacturer Product name Concentration for use Order no.

For coolant systems:
Kluthe Hakutex 111 1, 8) 2% by volume Liquid X00065751
Hakupur 50-706-3 8) 2% by volume Liquid X00055629
Nalco Maxi Clean 2 1, 8) 2% by volume Liquid 7)
For assemblies:
Henkel P3-FD 2) 3 to 5% by weight Powder 7)
Porodox 3) 5 to 10% by weight Powder 7)
Kluthe Hakutex 60 100% by volume Liquid X00056750 (25kg)

For coolant systems contaminated with bacteria, fungi or yeast (so-called system cleaners):
Schülke & Mayr GmbH Grotan forte 5) 0.15% by volume Liquid X00054106 (10kg)
Grotanol SR1 6) 1% by volume Liquid X00057297 (10kg)
X00057298
(200kg)
Troy Chemical Company Troyshield SC1 6) 1% by volume Liquid 7)
1) 5)
For light lime deposits, light corrosion Bacteria contamination up to 10 4
2) 6)
For greasy lime deposits Bacteria contamination up to > 10 4, contamination
with fungi and yeast
3) 7)
Preferred for heavy lime deposits Not stocked by MTU
4) 8)
For heavy lime deposits Not suitable for galvanized surfaces
TIM-ID: 0000019197 - 006
398 | Flushing and Cleaning Specifications for Engine Coolant Circuits | 131345844E 2015-12
11.7.3 Engine coolant circuits – Flushing
1. Drain engine coolant.

2. Measure pH-value of the fresh water (MTU test kit or electric pH-value measuring device).
3. Fill coolant circuit with fresh water.
Never pour cold water into a hot engine!
4. Preheat, start and run engine until warm.

5. Run engine for approx. 30 minutes at increased speed.
6. Take flush-water sample (engine-coolant-sample extraction cock).
7. Shut down engine.
8. Drain flush water.
9. Measure pH value of flush-water sample using the MTU test kit or electric pH value measuring device and
compare with the pH value of the fresh water.
a) pH value difference < 1: Fill system with treated coolant and start engine.
b) pH value difference > 1: Fill system with fresh flush water and repeat flushing process.
c) If the pH value difference is still > 1 after 4 to 5 flushing operations: The coolant circuit must be cleaned,
see (→ Page 400). The assemblies may also have to be cleaned, see (→ Page 401).
Refer to the engine Operating Instructions for additional information.

TIM-ID: 0000037747 - 003
11.7.4 Engine coolant circuits – Cleaning
1. Detergent for coolant circuits is prepared in warm, fresh water as a concentrated solution, see (→ Page 398).
2. In the case of powdered products, stir until the detergent is completely dissolved and without sediment.
3. Pour solution together with fresh water into coolant circuit.
4. Start engine and run until warm.
5. Run engine for approx. 2 hours at increased speed.
7. Drain off cleaning agents and flush the engine coolant circuit with fresh water.
8. Take flush-water sample (engine-coolant-sample extraction cock).
9. Measure pH value of flush-water sample using the MTU test kit or electric pH value measuring device and
compare with the pH value of the fresh water.
a) pH value difference < 1: Fill system with treated coolant and start engine.
b) pH value difference > 1: Clean assemblies, see (→ Page 401).
Refer to the engine Operating Instructions for additional information.
TIM-ID: 0000037713 - 003
11.7.5 Cleaning assemblies
1. Remove, disassemble and clean assemblies that are exposed to heavy sludge deposits e.g. expansion tanks,
preheating units, heat exchangers (coolant cooler, oil heat-exchanger, intercooler, charge-air preheater, fuel
preheater etc.) and lower sections of pipework.
2. Before cleaning, examine degree of contamination on water sides.
3. If greasy lime deposits are found, first degrease the water side.
4. Deposits in intercoolers caused by oil mist can be removed using Kluthe Hakutex 60.
5. Remove hard lime deposits with a decalcifying product. In the event of stubborn lime deposits, a 10% inhibit-
ed hydrochloric acid solution may have to be used.
6. Dissolve deposits on and in heat-exchanger elements in a heated cleaning bath. Observe the manufacturer's
specifications and use only approved detergents in the permissible concentration, see (→ Page 398)
Deposits on the oil side can also be dissolved in a kerosene bath.

The dwell time in the cleaning bath depends on the type and degree of contamination, as well
as the temperature and activity of the bath.
7. Clean individual components such as housings, covers, pipes, sight glasses, heat-exchanger elements with
superheated steam, a nylon brush (soft) and a powerful water jet.
In order to avoid damage:

Do not use hard or sharp-edged tools (steel brushes, scrapers, etc.) (oxide protective layer).
Do not set the pressure of the water jet too high (may damage cooler fins, for example).
8. After cleaning, blow through the heat exchanger elements with low-pressure steam in the direction opposite
to operational flow, rinse with clear water (until pH-value difference is < 1) and blow dry with compressed or
hot air.
9. Check that all components are in perfect condition, repair or replace as necessary.
10. Flush oil and engine coolant sides of heat-exchanger elements with corrosion-inhibiting oil. This step may be
omitted if the heat exchanger is installed and taken into service immediately after cleaning.
11. After installing all assemblies, flush engine coolant circuit once, see (→ Page 399).
12. Check coolant system for leaks during initial operation of engine.
For further information, see the Maintenance Manual for the engine in question.
TIM-ID: 0000037714 - 003
11.7.6 Coolant circuits contaminated with bacteria, fungi or yeast
System cleaning
The system cleaner must flow a sufficiently long time through the complete cooling system to ensure effec-
tive cleaning and disinfection.
Therefore, the predefined amount of the approved system cleaner must be added to the contaminated cool-
ant in the system, see (→ Page 398). Use a circulating pump to provide continuous mixture flow through the
coolant system for at least 24 hours.
Flushing
After draining the coolant/system cleaner mixture, the coolant circuit must be flushed with fresh water as
long as visible contamination can be detected and until the flush water has the pH-value of the fresh water
(maximum deviation of the pH-values: < 1).
Refill
Before refilling the circuit, make sure the system is free of contaminants.
Refill must be performed directly after flushing to avoid the risk of corrosion!
TIM-ID: 0000019202 - 004
12 Preservation and Represervation
Specifications
12.1 General Information
Used symbols and means of representation
The following instructions are highlighted in the text and must be observed:
This symbol indicates instructions, tasks and operations that must be followed to avoid hazards
to persons as well as damage to or destruction of material.
Note
A "note" provides special instructions that must be observed when performing a task.
Applicability of this publication

The "Preservation and Represervation Specifications for Diesel engine-generator sets with MTU Series 1600,
2000 and 4000 engines" will be amended or supplemented as necessary. Before using them, contact MTU
Onsite Energy Service to make sure you have the latest version of this publication (publication number
A001071/..).
Other applicable documents

• MTU Fluids and Lubricants Specifications for engine-generator sets (publication number A001064/..)
• MTU Preservation and Represervation Specifications for engines (publication number A001070/..)
• Preservation specifications of the gearbox manufacturer
• Engine-generator set documentation
• Safety data sheets for preservation media
• MTU packaging manual
Validity of the preservation specifications

These preservation specifications define the media for preservation/represervation (preservatives) and the
guidelines for depreservation and packaging of MTU diesel engine-generator sets.
The preservation specifications apply to all diesel engine-generator sets from MTU Onsite Energy following
delivery from the factory:
• Reserve stock engine-generator sets
• Installed engine-generator sets that have not yet been put into service
TIM-ID: 0000040215 - 002
• Field engine-generator sets with extended downtime, e.g. normal out-of-service periods, out-of-service pe-
riods for scheduled maintenance or unscheduled repair work.
The preservation/represervation scope is the same for all engine-generator set models.
In addition to these preservation specifications, the corresponding engine-generator set documentation must
also be observed. Work and tests during an interruption of operation and prior to a renewed startup are to be
performed according to the engine-generator set documentation.
The measures described in the following sections are restricted to the MTU engine-generator set.
131345844E 2015-12 | Preservation and Represervation Specifications | 403

Warranty
Use of the approved preservatives, either under the brand name or in accordance with the specifications giv-
en in this publication, constitutes part of the warranty conditions.
The supplier of the preservatives is responsible for the worldwide standard quality of the named products.
As the represervation intervals and the media also depend on the storage conditions and type
of packaging, the warranty shall become invalid in the event of incorrect storage or packaging.
valid guide to applicable regulations for preservatives is therefore not possible within this publication.
valid regulations. MTU accepts no responsibility whatsoever for improper or illegal use of the preservatives
which it has approved.
MTU Onsite Energy recommends contacting the supplier of all preservatives to obtain Material Safety Data
Sheets before storing, handling and usage.
All brand names are registered trademarks of the respective manufacturers.
TIM-ID: 0000040215 - 002
404 | General Information | 131345844E 2015-12

12.1.2 Safety instructions for handling preservatives
Preservatives for drive systems can be inherently dangerous. Certain regulations must be
obeyed when handling, storing and disposing of these substances.
valid guide to applicable regulations for preservatives is therefore not possible within this publication.
valid regulations. MTU Onsite Energy accepts no responsibility whatsoever for improper or illegal use of the
preservatives which it has approved.
Safe disposal
To avoid environmental pollution and violation of regulatory requirements, dispose used fluids
and lubricants in accordance with local regulations.
Never dispose of or burn used oil in the fuel tank.
Regulations for disposal of fluids and lubricants vary by location. Environmental protection is one of the fun-
damental corporate objectives of MTU Onsite Energy, therefore, it is recommended that fluids and lubricants
be recycled where available. If recycling is not available, MTU Onsite Energy recommends contacting the lo-
cal waste disposal authority, before dispose any fluids and lubricants to determine the best option. Users of
the products named in these specifications are, therefore, obliged to inform themselves of the locally valid
regulations for disposal. MTU accepts no responsibility whatsoever for improper or illegal disposal of the flu-
ids and lubricants which it has approved for use.
TIM-ID: 0000040301 - 001
131345844E 2015-12 | General Information | 405

12.2 Preservation and Represervation
12.2.1 Notes on preservation and represervation
Preservation
"Preservation" refers to:
• initial preservation in the factory,
• the preservation of a field engine-generator set prior to an extended out-of-service period.
MTU engine-generator sets are usually delivered with initial engine preservation as per factory standard
MTV 5073. This is generally carried out during the acceptance test on the test bench.
In the event of long operation interruptions, machined and unprotected surfaces, such as cylinder running
surfaces, are prone to corrosion and therefore need to be preserved.
Preservation measures are carried out in the same manner as represervation. The scope of (re-)preservation
depends on the duration of the out-of-service period.
Field engine-generator sets and such that were put out-of-service for a scheduled major over-
haul must be preserved immediately after their last service period.
Coolant circuits must always be preserved after the coolant has been drained. Preservation is
not required if the coolant is left in the system.
Preservation must be repeated at regular intervals (represervation).
Represervation
"Represervation" refers to the renewal of already existing preservation at specified time intervals.
The intervals differ for internal and external represervation and – for internal represervation – according to
the different media (oil, fuel, coolant) and filling levels. For represervation intervals, refer to (→ Page 418) and
(→ Page 420).
As the represervation intervals and the media also depend on the storage conditions and type
of packaging, the warranty shall become invalid in the event of incorrect storage or packaging.
For storage and transport conditions, see (→ Page 416).
Preservatives
The service life, operational reliability and function of the drive systems are largely dependent on the fluids,
lubricants and preservatives employed. The correct selection and treatment of these fluids, lubricants and
preservatives are therefore extremely important.
For preservation and represervation of MTU engine-generator sets, only the preservatives approved in these
preservation specifications must be used (→ Page 409).
TIM-ID: 0000040216 - 002
Documentation requirements
Preservation, represervation, depreservation and monitoring of an engine-generator set with climate-compat-
ible packaging must be documented by the person responsible:
• (Re-)preservation check sheet (→ Page 407)
• Instruction sheet for depreservation if climate-compatible packaging is used (→ Page 434)
• Monitoring sheet for engines with climate-compatible packaging (→ Page 447)
406 | Preservation and Represervation | 131345844E 2015-12

12.2.2 Check sheet for preservation and represervation
All preservation work that is performed must be recorded on the check sheet shown below. For
engine-generator sets stored with a manufacturer guarantee, the Monitoring Sheet
(→ Page 447) must also be filled out and sent back to MTU Onsite Energy in due time before
putting the engine-generator set back into operation.
Correct completion of the preservation tasks as specified in the preservation specifications must be certified
on this check sheet by the person completing the various tasks.
Engine-generator set model: Engine-generator set number: Acceptance date:
Tasks performed Date Name

Lube oil system
• Preserved with preservation oil.
• Oil brand used: ..............................
• Opening of lube oil pump, if fitted, is sealed.
Fuel system
• Preserved with preservative fuel.
• Fuel filter, prefilter, cooler and fuel lines have not been drained.
• Preservative fuel used: ..............................
Cooling system, filled
• Preserved with prepared coolant. The cooling system is filled to a
level which exceeds the filler neck base of the cooler, if fitted.
• Coolant is not drained.
• Coolant brand used: ..............................
Cooling system, unfilled
• Preserved with an approved corrosion inhibitor for internal preserva-
tion of the coolant circuit
• Corrosion inhibitor is drained.
• Corrosion inhibitor used: ..............................
Combustion chamber
• Preserved with preservation oil.
• Oil brand used: ..............................
External electrical components, if fitted
• All components with external power supply are de-energized. This
applies e. g. to:
– Battery charger
– Control panel
– Circuit breakers – spring is released
– Automatic transfer switch – spring is released
TIM-ID: 0000040217 - 001
– Components of fuel and cooling systems

• Starter batteries are disconnected and dismounted.
Non-painted parts
• Unpainted blank parts, such as flywheel, starter ring gear, starter
pinion, blank connections of electrical components are treated with
corrosion inhibitor.
• Corrosion inhibitor used: ..............................
• Generator unpainted flanges, shafts, drive discs and fittings are
treated with corrosion inhibitor.
• Corrosion inhibitor used for generator: ..............................
131345844E 2015-12 | Preservation and Represervation | 407

Tasks performed Date Name
Miscellaneous
• Remaining engine openings are sealed as specified.
• Generator bearings are lubricated.
• Lubricating grease used: ..............................
Engine-generator set is preserved as specified.
Represervation performed according to instructions.
Further procedure
1. After completing preservation work, put the completed check sheet into a closed plastic sleeve.
2. Seal the sleeve at the open side and attach it to the engine-generator set so that it is clearly visible.
3. Store the check sheet until depreservation beside the engine-generator set and send back to MTU On-
site Energy in good time before initial operation.
TIM-ID: 0000040217 - 001
408 | Preservation and Represervation | 131345844E 2015-12

12.3 Approved Preservatives
12.3.1 Requirements for preservatives
These preservation specifications define the preservatives for the preservation and represervation of MTU
engine-generator sets.
Preservatives are divided into groups according to their operating areas:
• Corrosion inhibitors for internal preservation of the oil circuit and the combustion chamber, the coolant
circuit and the fuel system
• Corrosion inhibitors for external preservation
• Preservatives for non-engine components
Test standards for preservatives

The following test standards are used for the evaluation and selection of preservatives for MTU engine-gener-
ator sets:
Test standard Designation
DIN Federal German Standards Institute
EN European Standards
ISO International standard
IP Institute of Petroleum
Approval of preservatives
For preservation and represervation of MTU engine-generator sets, only the preservatives approved in these
preservation specifications must be used.
The conditions for the approval of preservatives are defined in MTU delivery standards (MTL):
• MTL 5051 for initial operation and preservative oil
• MTL 5052 for corrosion inhibitors for external preservation
The preservation product manufacturer is informed in writing if his product is approved by MTU.
Note on initial operation

Before initial operation, the engine-generator set has to be depreserved (→ Page 433).
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12.3.2 Corrosion Inhibitor for Internal Preservation
12.3.2.1 Corrosion inhibitors for the oil circuit and the combustion chamber
The media in the table are suitable for both internal preservation of the oil circuit and preservation of the
combustion chamber.
Manufacturer Brand name Part No. Remarks Suitability for

preservation of
oil circuit
filled unfilled
Cepsa Lubricantes Cepsa Rodaje Y Pro- – Full-load engine oil as x x
S.A. teccion SAE 30 per Oil Category 1
Exxon Mobil Mobilarma 524 – Preservative oil: Only x x
approved for preserva-
tion run
Fuchs Titan Universal HD X00058057 Full-load engine oil as x x
30 MTU (barrel) per Oil Category 2
X00013236
(tanker)
SRS Schmierstoff SRS Antikorrol X00058336 Full-load engine oil as x x
Vertrieb GmbH M Plus SAE 30 (barrel) per Oil Category 2
X00058338
(tanker)
SRS Motorenöl X00057300 Full-load engine oil as x x
O-236 SAE 15W-40 per Oil Category 2
Shell Shell Running-In Oil – Preservative oil: Only x x
7294 SAE 30 approved for preserva-
tion run
Shell Rimula R6 LM X00065012 Full-load engine oil as x x
(SL1407) per Oil Category 3.1
SAE 10W-40 with additional corro-
sion protection
x Suitable for preservation

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12.3.2.2 Corrosion inhibitor for coolant circuit
Manufac- Brand name Part No. Remarks Suitability for

turer preservation of
coolant circuit
filled unfilled
BASF Glysacorr P113 *) X00046660 9 to 11 % vol. application concen- – x
(aqueous) tration
• Optimum corrosion protection
during draining < 40 °C
• Reduced corrosion protection
during hot draining
• 100 h maximum operating peri-
od
• Not an engine coolant!
BASF Glysacorr P113 X00055338 40 to 50 % vol. application concen- x x
Antifreeze *) tration
(propylene glycol • Optimum corrosion protection
basis) during draining < 40 °C
• Reduced corrosion protection
during hot draining
• 100 h maximum operating peri-
od
• Antifreeze protection
up to -18 °C at 40 % vol.
up to -28 °C at 50 % vol.
• Not an engine coolant!
Houghton Oil 9156 *) – 1 to 2 % vol. application concentra- – x
Deutsch- (emulsion) tion
land GmbH • The engine must be flushed pri-
or to filling with actual engine
coolant
• Exception: If Oil 9156 is ap-
proved as coolant additive for
the relevant series; see "Fluids
and Lubricants Specifications"
(A001064/..)
Others All corrosion inhib- – The engine can then be operated x –
iting antifreezes with this engine coolant. Precondi-
approved for the tion:
respective series • Corrosion inhibiting antifreeze is
in accordance with approved for engine operation
the "Fluids and Lu- • Shelf life not expired
bricants Specifica-
tions"
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(A001064/..)

– Unsuitable for preservation
*) In the following section also referred to as inhibitor concentration, see Information:
In contrast to coolants, inhibitor concentrations also protect the coolant circuit against corro-
sion when drained.
As inhibitor concentrations can also contain vapor-phase inhibitors, ensure that the coolant cir-
cuits are always hermetically sealed to prevent inhibitors from escaping, thus reducing the cor-
rosion protection.
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Aqueous corrosion inhibitors are not approved for engine-generator set preservation when fil-
led. Reason: Lack of antifreeze protection and susceptibility to microbiological attack.
When mixing coolant or inhibitor concentration, only clean, clear water with values in accordance with those
in the following table must be used.
Parameter Minimum Maximum
Sum of alkaline earth metals *) 0 mmol/l 2.7 mmol/l
(Water hardness) (0°d) (15°d)
pH value at 20 °C 6.5 8.0
Chloride ions – 100 mg/l
Sulfate ions – 100 mg/l
Anions total – 200 mg/l
Bacteria, fungi, yeasts are not permitted!
*) Common designations for water hardness in various countries:

1 mmol/l = 5.6°d = 100 mg/kg CaCO³
• 1°d = 17.9 mg/kg CaCO³, USA hardness
• 1°d = 1.79° French hardness
• 1°d = 1.25° English hardness
If the limit values for the water are exceeded, hardness or mineral content can be decreased by adding dem-
ineralized water.
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12.3.2.3 Corrosion inhibitor for the diesel fuel system
Manufacturer Brand name Part No. Comments Suitability for

preservation of
fuel system
filled unfilled
SRS Schmierstoff SRS Calibration Fluid X00057309 Test oil as per ISO 4113
x x
Vertrieb GmbH
Shell V – Oil 1404 – Test oil as per ISO 4113 x x
– Diesel fuel B0 *) X00056047 without biodiesel x –
– Diesel fuel B0 *) X00056047 without biodiesel
+
SRS Schmierstoff 9 - 13 % SRS Anti- X00058336 x x
Vertrieb GmbH korrol M Plus X00058338
SAE 30
– Diesel fuel B0 *) X00056047 without biodiesel
+
x x
Fuchs 9 - 13 % Titan Uni- X00058057
versal HD X00013236

– Unsuitable for preservation
*) see Information:
B0 is diesel fuel in accordance with DIN EN 590 without biodiesel. Diesel fuel according to
DIN EN 590 (also referred to as B7) normally contains an additive of 7 % biodiesel and must not
be used for preservation.
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12.3.3 Corrosion inhibitors for external preservation
When preserving the exterior shell, all non-painted parts must be treated with a corrosion inhibitor. This
forms a waxy protective coating after the solvent has evaporated.
Manufacturer Brand name Part No. Comments

Castrol Ltd. Rustilo 181 – waxy protective coating
Valvoline Oel Tectyl 846‑K‑19 X00057275 waxy protective coating
X00057276 also approved for generator ex-
ternal parts
Represervation requirement
• Every 3 years under normal storage conditions or with use of climate-compatible packaging
• Every 12 months under difficult storage conditions
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12.3.4 Preservatives for non-engine components
Manufacturer Brand name Part No. Comments

Exxon Mobil Corporation Mobil Polyrex EM – for generator bearings, if re-
quired
Represervation requirement
• Some generator types must be barred every 6 months (→ Page 421). On this occasion, the lubrication of
the bearings should be checked and topped up, if necessary.
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12.4 Represervation Intervals
12.4.1 Dependency between storage conditions and type of packaging
Preserved engine-generator sets must be represerved to retain the corrosion protection. Only approved pres-
ervatives (→ Page 409) must be used for represervation. The represervation intervals depend on the storage
conditions and type of packaging.
Storage conditions
A distinction is made between the following storage conditions:
Storage condition Operating areas
Normal • frost-free, closed and heated rooms, clean
• max. temperature fluctuations between 10 and 40 °C
• monthly average relative air humidity ≤ 65 %
Difficult • dust or contamination
• dew point undershot > 20 % of the month
• monthly average relative air humidity > 65 %
Unsuitable • salt-laden air
• outdoor storage
• ocean transport, dispatch to polar and tropical regions
Types of packaging
The type of engine-generator set packaging depends on the storage and transport conditions.
Type of packaging Operating areas
Commercially available • for storage under normal or difficult conditions with differences in repre-
packaging servation intervals
Climate-compatible packag- • for unsuitable storage and transport conditions to simulate storage condi-
ing tions that are as normal as possible; climate-compatible packaging, how-
ever, does not protect against frost
• check the humidity indicator in the special packaging every 3 to 4 months
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12.4.2 Interpretation examples
The change intervals are based on fresh media with current date of manufacturer. If media are
already old, the change interval is reduced by the aging period.
Example 1: Factory-new engine-generator set with unfilled media circuits in

commercially available packaging
A preserved engine-generator set with unfilled media circuits is to be stored for 24 months in a closed, frost-
proof warehouse. The engine-generator set is wrapped in commercially available packaging. What are the
represervation requirements?
In this case, the table for engine-generator sets with unfilled media circuits is relevant (→ Page 420).
Unfilled media circuits → normal storage conditions → commercially available packaging:
• The media circuits (oil, fuel, coolant) and the combustion chamber must be represerved every 12 months.
• The preservation of the external shell (non-painted parts) must be replaced every 36 months.
Non-engine components must be represerved according to their requirements (→ Page 421).
Example 2: Engine-generator set with unfilled media circuits in climate-

compatible packaging
A preserved engine-generator set with unfilled media circuits is to be stored for 60 months in climate-com-
patible packaging. What are the represervation requirements?
In this case, the table for engine-generator sets with unfilled media circuits is relevant (→ Page 420).
Unfilled media circuits → unsuitable storage conditions → climate-compatible packaging:
• The media circuits (oil, fuel, coolant) and the combustion chamber must be represerved every 36 months.
Example 3: Engine-generator set with filled media circuits (not approved for
climate-compatible packaging)
An engine-generator set with filled media circuits (approved preservatives without aging) is to be taken out of
service for approximately 12 months and stored under difficult conditions. What are the represervation re-
quirements?
In this case, the table for engine-generator sets with filled media circuits is relevant (→ Page 418).
Filled media circuits → difficult storage conditions → commercially available packaging:
• Oil: No measures necessary because the filled preservative oil does not have to be replaced until after
36 months.
• Coolant: No measures necessary because the filled coolant does not have to be replaced until after 24 or
36 month (depending on product).
• Fuel: The filled diesel fuel must be replaced every 6 months.
• The combustion chamber must be represerved every 6 months.
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12.4.3 Represervation Intervals of Media Circuits
12.4.3.1 Intervals with filled media circuits
Climate-compatible packaging is not permissible with filled media circuits.

Under unsuitable storage conditions, preservation with filled media circuits is not allowed.
Notes:
• For definition of storage conditions and packaging types, see (→ Page 416).
• For examples on how to determine represervation intervals, see (→ Page 417).
Storage conditions Represervation interval in months Notes

6 12 24 36
Filled media circuits (oil, fuel, coolant)
Normal Oil circuit – commercially – – Impermissible:
available • Climate-com-
Fuel system – commercially – – patible packag-
available ing with filled
media circuits
Coolant cir- – – commercially commercially • Storage under
cuit available and available and unsuitable stor-
preservation preservation age conditions
with inhibitor with coolant Also see corrosion
concentration inhibitors:
P113 • for oil circuit:
Difficult Oil circuit – commercially – – (→ Page 410)
available and additional
specifications
Fuel system commercially – – – (→ Page 418)
available • for fuel system:
Coolant cir- – – commercially commercially (→ Page 413)
cuit available and available and • for coolant cir-
preservation preservation cuit:
with inhibitor with coolant (→ Page 411)
concentration and additional
P113 specifications
(→ Page 419)
Combustion chamber
Normal – commercially – – Also see corrosion
available inhibitors:
Difficult commercially – – – (→ Page 410)
available
External Preservation
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Normal – – – commercially Also see corrosion

available inhibitors:
Difficult – commercially – – (→ Page 414)
available
Additional specifications on oil circuit

With complete filling with the following named media, represervation of the lube oil circuit takes place at the
following intervals:
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Product Replacement Comments
SRS Anticorrol M Plus SAE 30 after 3 years Engine must only be operated with these oils if
SRS engine oil O-236 SAE 15-W40 after 3 years they are listed for the corresponding series as
approved engine oil in the "Fluids and Lubri-
Titan Universal HD 30 MTU after 3 years cants Specifications for Diesel engine-genera-
Cepsa Rodaje Y Proteccion SAE 30 after 3 years tor sets" (A001064/..).
Shell Rimula R6 LM (SL1407) after 3 years
SAE 10W-40
Shell Running-In Oil 7294 SAE 30 after 3 years Engine must not be operated subsequently
Mobilarma 524 after 3 years with these media. These are not engine oils.
Additional specifications for coolant circuit

With complete filling with the following named media, represervation of the coolant circuit takes place at the
following intervals:
Product Replacement Comments

Glysacorr P113 Antifreeze 2 years after date Engine must not be operated with this medium.
of manufacture This is not an engine coolant.
Corrosion inhibiting antifreeze ap- 3 years after date Engine can be operated with this medium if the
proved for the corresponding series of manufacture corresponding conditions have been met. See
notes on the corrosion inhibitors for the cool-
ant circuit (→ Page 411).
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12.4.3.2 Intervals with unfilled media circuits
Notes:
• For definition of storage conditions and packaging types, see (→ Page 416).
• For examples on how to determine represervation intervals, see (→ Page 417).
Storage conditions Represervation interval in months Notes

6 12 24 36
Unfilled media circuits (oil, fuel, coolant)
Normal – commercially – – Unsuitable storage
available conditions without
Difficult commercially – – – climate-compati-
available ble packaging are
impermissible.
Unsuitable – – – climate-com- Also see corrosion
patible inhibitors:
• for oil circuit:
(→ Page 410)
• for fuel system:
(→ Page 413)
• for coolant cir-
cuit:
(→ Page 411)
Combustion chamber
Normal – commercially – – Unsuitable storage
Difficult commercially – – – climate-compati-
impermissible.
patible inhibitors:
(→ Page 410)
External preservation
Normal – – – commercially Unsuitable storage
Difficult – commercially – – climate-compati-
impermissible.
patible inhibitors:
(→ Page 414)
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12.4.4 Represervation intervals for non-engine components
The represervation intervals for non-engine components depends on manufacturer and type, and are valid for
storage under the recommended storage conditions.
Generator
Manufacturer/Type Applicable for engine- Represervation interval Recommended storage
generator sets of Series conditions
Marathon MagnaPlus 1600 6 R – • indoor in a clean, dry
area without rapid
changes in tempera-
ture and humidity to
prevent condensation
• keep covered
Marathon MagnaMax 1600 8/10/12 V every 6 months • indoor in a clean, dry
2000 12/16/18 V area without rapid
2000 New Design changes in tempera-
12/16/18 V ture and humidity to
4000 12/16 V prevent condensation
Marathon MagnaPower 4000 16/20 V every 6 months • in unheated or damp
area, space heaters
are required
• keep covered
• unpainted flanges,
shafts, drive discs and
fittings are treated
with corrosion inhibi-
tor
Starter battery
Manufacturer/Type Applicable for engine- Represervation interval Recommended storage
generator sets of Series conditions
Exide 1600 6 R every 6 months • indoor in a clean, dry
1600 8 V area
2000 12/16/18 V • 5 °C to 25 °C
4000 12/16/20 V • disconnected and dis-
mounted
Panther 1600 10/12 V every 6 months • indoor in a clean, dry
area
• 5 °C to 25 °C
• disconnected and dis-
mounted
Varta 2000 New Design every 12 months • indoor in a clean, dry
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12/16/18 V area
• 5 °C to 25 °C
• disconnected and dis-
mounted
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12.5 (Re)preservation with Engine-Generator Set Operation Option
12.5.1 Short service interruption of up to one month
Note: • The following description applies to installed engine-generator sets.

• Under normal storage conditions, all fluids and lubricants remain in the engine-generator set. Preservation
measures are not necessary. Refer to Variant A.
• The drainage of engine coolant and charge-air coolant (if applicable) will be necessary, if any of the follow-
ing conditions apply:
– Freezing temperatures are expected and the engine is to remain out of service for an extended period,
but engine coolant has no antifreeze additive.
– The engine-generator set room is not heated.
– The coolant is not maintained at a suitable temperature.
– The antifreeze concentration is insufficient for the engine-generator set room temperature.
– Antifreeze concentration is 50 % and engine-generator set room temperature is below -40 °C (-40 °F).
Refer to Variant B.
Variant A: Storage with filled media circuits under normal conditions

1. Execute "Lockout/tagout procedure" (refer to the "Operation and Maintenance Manual").
2. Seal air and exhaust sides, if out-of-service time remains for more than one week.
Variant B: Storage with unfilled media circuits under difficult conditions

u Follow the instructions for a storage of 1 to 3 months with unfilled media circuits (→ Page 424).
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12.5.2 Service Interruption of 1 to 3 Months
12.5.2.1 Storage for 1 to 3 months with filled media circuits
Note: • All fluids and lubricants remain in the engine-generator set.

• If aqueous corrosion inhibitors are used in the coolant circuit and there is a risk of frost during storage, a
switch must be made to corrosion inhibiting antifreeze.
• To protect the coolant cooler during the out-of-service time, the coolant level must exceed the filler neck
base of the coolant cooler.
• Before putting the engine-generator set back into operation, ensure that a switch has been made to a
coolant approved for operating, if necessary. The coolant additives approved for operating are shown in
the "Fluids and Lubricants Specifications for Diesel engine-generator sets" (A001064/..).
Preparatory steps to do in case of represervation

1. Remove all covers.
2. Connect starter batteries.
3. Put control panel into operation.
Run engine
1. Clean engine-generator set, if necessary.
2. Run engine until operating temperature is reached.
3. Run engine for approximately 30 second up to rated speed and shut down when rated speed is reached. The
engine must not be started again.
Lockout engine-generator set and seal openings

2. Seal all openings tight against moisture, such as air and exhaust sides and electrical plug connectors.
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12.5.2.2 Storage for 1 to 3 months with unfilled media circuits

Internal preservation and drainage

2. Drain coolant (if present).
3. Completely fill coolant circuit with approved corrosion inhibitor concentration (→ Page 411).
Note: To bypass the flushing procedure during coolant filling for initial operation, the use of inhibitor concentration
"Glysacorr P113" instead of the emulsifiable corrosion inhibitor oil "Oil 9156" is recommended.
4. Fill fuel system completely with an approved corrosion inhibitor for internal preservation of the fuel system
which is suitable for unfilled engine (→ Page 413).
5. If necessary, replace engine oil with an approved initial operation corrosion inhibitor for internal preservation
of the oil circuit and which is suitable for an unfilled engine (→ Page 410).
6. Run engine at increased idling speed for approximately 10 minutes. The inhibitor concentration must reach
operating temperature.
8. Drain engine oil.
9. Allow engine to cool down to maximum 40 °C.
10. Drain inhibitor concentration.
11. The media circuits must be sealed immediately after draining the media.

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12.5.3 Service Interruption of more than 3 Months
12.5.3.1 Storage for more than 3 months with filled media circuits
Note: All fluids and lubricants remain in the engine-generator set.

Internal preservation
2. Leave engine oil in engine if it is an oil approved for preservation (→ Page 410). Otherwise replace filled en-
gine oil with an approved oil, or carry out initial filling with this oil.
3. Fill fuel system with an approved fuel (→ Page 413). If a fuel is already filled and is unsuitable for engine
storage, it must be replaced.
4. Drain coolant if necessary and fill with approved corrosion inhibitor (→ Page 411) or leave existing approved
corrosion inhibitor in coolant circuit. The corrosion inhibitor should be filled or added to a level which ex-
ceeds the filler neck base of the coolant cooler.
5. Run engine at increased idling speed for approx. 10 minutes. The coolant must have reached operating tem-
perature.
7. If necessary, completely fill all media circuits. To protect the cooler during the out-of-service time, add cool-
ant until the coolant level exceeds the filler neck base of the coolant cooler.
Preservation of combustion chamber

1. Seal the decompression openings.
2. Fill corrosion inhibitor oil for initial operation at least up to the Min mark.
3. Remove end cover for combustion air intake and exhaust gas discharge.
4. Provide access to the charge-air manifold. This can be done by removing flame-start canisters, sensors, cov-
ers or pipes. Access to the charge-air manifold must always be established downstream of the intercooler,
pressure fine filter / air filter and exhaust turbocharger.
5. Bar warm engine with starting equipment. The engine must not start. To do this:
• actuate the stop lever for mechanical governors.
• with electronic governors, the power supply must be disconnected and the engine barred via emergency
start or another suitable manner.
6. While the engine is being barred, use a fine-atomizing spray gun to spray initial operation corrosion inhibiting
oil into the charge-air pipe openings (→ Page 410) for about 15 seconds.
7. Seal off the combustion air intake and exhaust outlet openings immediately against moisture and humidity.
8. Seal access to the charge-air pipes.
Preservation of non-painted parts (external preservation)

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1. Coat or spray non-painted parts of the outer shell with corrosion inhibitor for external preservation
(→ Page 414).
2. Treat generator unpainted flanges, shafts, drive discs and fittings with corrosion inhibitor.
Preservation for non-engine components (generator and starter batteries)

1. Keep generator bearings lubricated. According to the represervation interval (→ Page 421), bar the engine
manually, to rotate the shaft several turns for distributing the grease in the bearings.
2. For charge conservation, load starter batteries according to the represervation interval (→ Page 421).
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426 | Service Interruption of more than 3 Months | 131345844E 2015-12

12.5.3.2 Storage for more than 3 months with unfilled media circuits

Internal preservation and drainage

2. Drain coolant (if present).
3. Completely fill coolant circuit with approved inhibitor concentration (→ Page 411).
Note: To bypass the flushing procedure during coolant filling for initial operation, the use of inhibitor concentration
"Glysacorr P113" instead of the emulsifiable corrosion inhibitor oil "Oil 9156" is recommended.
4. Fill fuel system completely with an approved corrosion inhibitor for internal preservation of the fuel system
which is suitable for unfilled engine (→ Page 413).
5. If necessary, replace engine oil with an approved initial operation corrosion inhibitor for internal preservation
of the oil circuit and which is suitable for an unfilled engine (→ Page 410).
6. Run engine at increased idling speed for approximately 10 minutes. The inhibitor concentration must reach
operating temperature.
8. Drain engine oil.
9. Allow engine to cool down to maximum 40 °C.
10. Drain inhibitor concentration.
11. Seal the media circuits immediately after draining the media.

2. Fill corrosion inhibitor oil for initial operation at least up to the Min mark.
3. Remove end cover for combustion air intake and exhaust gas discharge.
4. Provide access to the charge-air manifold. This can be done by removing flame-start canisters, sensors, cov-
ers or pipes. Access to the charge-air manifold must always be established downstream of the intercooler,
pressure fine filter / air filter and exhaust turbocharger.
5. Bar warm engine with starting equipment. The engine must not start. To do this:
• Actuate the stop lever for mechanical governors.
• With electronic governors, the power supply must be disconnected and the engine barred via emergency
start or another suitable manner.
6. While the engine is being barred, use a fine-atomizing spray gun to spray initial operation corrosion inhibiting
oil into the charge-air pipe openings (→ Page 410) for about 15 seconds.
7. Seal off the combustion air intake and exhaust outlet openings immediately against moisture and humidity.
8. Seal access to the charge-air pipes.

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(→ Page 414).

131345844E 2015-12 | Service Interruption of more than 3 Months | 427

2. Seal all openings tight against moisture, such as air and exhaust sides, and electrical plug connectors.
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12.6 (Re)preservation without Engine-Generator Set Operation
Option
12.6.1 Storage with filled media circuits
Note: • Represervation on the test bench is recommended.

• The described procedure is a guideline, which has to be adapted to the specific engine-generator set in
each case. Work sequence details may vary from engine-generator set to engine-generator set. Contact
MTU Service, if you have any questions.
• Where possible, the individual preservation measures should be carried out at the same time.
Preparatory steps
1. Check of local specifications.
Prior to the storage with filled media circuits, clarify whether this is permissible with regard to
hazardous goods and environmental protection regulations.
2. Clean engine-generator set components, if necessary.

3. Prime the engine.
Only bar the engine after it has been primed. Therefore, first prime the engine and then build
up oil pressure, then preserve the cooling and fuel circuit as well as the combustion chamber.
Preservation of the lube oil circuit

1. Drain old oil if necessary.
2. Remove priming connection from crankcase.
Note: The pressure pump (oil priming pump) is used to pump a corrosion inhibitor approved for internal preserva-
tion of the oil circuit, and suitable for filled engine (→ Page 410) into the oil circuit.
3. Connect oil priming pump.
4. Remove the turbocharger oil return line, which is the last element in the oil circuit to be supplied with oil.
5. Pump oil under pressure into the circuit until it emerges from the turbocharger oil return line.
6. Reinstall turbocharger oil return line. This ensures that the entire lube oil circuit is completely filled.
7. Bar engine manually one to two rotations.
8. Leave the oil in the engine.
Due to aging, the oil must be replaced in accordance with the specified represervation intervals
(→ Page 418).
Preservation of the coolant circuit

1. Drain old coolant if necessary.
TIM-ID: 0000040357 - 001
2. Completely fill the coolant circuit with an approved medium suitable for filled engine (→ Page 411) and then
seal hermetically.
3. Open all thermostats so that the medium reaches all areas of the coolant circuit.
4. Leave the medium in the engine.
Due to aging, the medium must be replaced in accordance with the specified represervation
intervals (→ Page 418).
Mixing of different media is impermissible.
131345844E 2015-12 | (Re)preservation without Engine-Generator Set Operation Option | 429

2. Open air pipe downstream of intercooler.
3. When oil pressure has built up, use a fine-atomizing spray gun to spray approved corrosion inhibitor for inter-
nal preservation of the oil circuit (→ Page 410) approximately 15 seconds into the openings of the air pipes.
4. Use the starting system to bar the engine. The engine must not start.
5. Carefully seal air inlet and exhaust outlet. This prevents venting via the opened inlet and exhaust valves at
the cylinders in overlap position.
Preservation of the fuel system

1. Fill fuel system completely with an approved corrosion inhibitor for internal preservation which is suitable for
filled engine storage (→ Page 413).
Note: The preservative must reach all areas of the fuel system.
2. If necessary, bar the engine to distribute the preservative in the fuel system. The engine must not start.

(→ Page 414).

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12.6.2 Storage with unfilled media circuits
Note: • Represervation on the test bench is recommended.

• The described procedure is a guideline, which has to be adapted to the specific engine-generator set in
each case. Work sequence details may vary from engine-generator set to engine-generator set. Contact
MTU Service, if you have any questions.
• Where possible, the individual preservation measures should be carried out at the same time.
Preparatory steps
1. Clean engine-generator set components, if necessary.
2. Prime the engine.
Only bar the engine after it has been primed. Therefore, first prime the engine and then build
up oil pressure, then preserve the cooling and fuel circuit as well as the combustion chamber.
Note: Seal off all media circuits against moisture / humidity immediately after draining the preservative.
Preservation of the lube oil circuit

1. Remove priming connection from crankcase.
2. Connect oil priming pump.
3. This pressure pump is used to pump a corrosion inhibitor approved for internal preservation of the oil circuit,
and suitable for filled engine, (→ Page 410) into the oil circuit.
4. Remove the turbocharger oil return line, which is the last element in the oil circuit to be supplied with oil.
5. Pump oil under pressure into the circuit until it emerges from the turbocharger oil return line.
6. Reinstall turbocharger oil return line. This ensures that the entire lube oil circuit is completely filled.
7. Bar engine manually one to two rotations.
8. Leave the oil in the engine for 24 hours.
9. Then drain the oil completely.
Preservation of the coolant circuit

1. The coolant circuit is filled completely with an approved inhibitor concentration (→ Page 411) and then
sealed hermetically.
2. Open all thermostats so that the medium reaches all areas of the coolant circuit.
3. If no circulation is possible in the engine (e. g. via a heated pressure testing trolley):
a) Leave the inhibitor concentration for 24 hours in the engine.
b) Then completely drain the inhibitor concentration (drain temperature < 40 °C).
4. Seal the coolant circuit hermetically against moisture.

2. Open air pipe downstream of intercooler.
3. When oil pressure has built up, use a fine-atomizing spray gun to spray approved corrosion inhibitor for inter-
TIM-ID: 0000040356 - 001
nal preservation of the oil circuit (→ Page 410) approximately 15 seconds into the openings of the air pipes.
Use the starting system to bar the engine. The engine must not start.
4. Carefully seal air inlet and exhaust outlet. This prevents venting via the opened inlet and exhaust valves at
the cylinders in overlap position.
131345844E 2015-12 | (Re)preservation without Engine-Generator Set Operation Option | 431

Preservation of the fuel system
1. Fill fuel system completely with an approved corrosion inhibitor for internal preservation which is suitable for
unfilled engine storage (→ Page 413).
Note: The preservative must reach all areas of the fuel system.
2. If necessary, bar the engine to distribute the preservative in the fuel system. The engine must not start.
3. Leave the fuel for 24 hours in the engine.
4. Drain the fuel completely.

(→ Page 414).

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432 | (Re)preservation without Engine-Generator Set Operation Option | 131345844E 2015-12

12.7 Depreservation
12.7.1 Depreservation prior to operation
Depreservation is not required on an installed engine-generator set with out-of-service period

up to 3 months. In this case:
• Remove all covers.
• If "Lockout/tagout procedure" was performed at preservation, execute "Unlocking proce-
dure" (refer to the "Operation and Maintenance Manual").
Note: Before putting the engine-generator set into operation:

• Remove the preservation agent.
• Ensure that a switch has been made to a coolant approved for operating, if necessary. The engine-genera-
tor set must not be operated with antifreeze if only aqueous coolant additives are approved.
• Carry out an oil change involving changeover to an oil approved for operating.
The coolant additives and the oils approved for operating are shown in the "Fluids and Lubricants Specifica-
tions for Diesel engine-generator sets" (A001064/..).
Depreservation
3. Drain corrosion inhibitor oil, if necessary.
Note: The next step is not required for new deliveries; necessary after 1 year at the latest.
4. Replace oil filter (elements).
Note: The next step is not required for new deliveries; necessary after 1 year at the latest.
5. Replace fuel filter (elements).
6. Fill with engine oil.
7. Ensure that all bearings, which are supplied by the engine oil circuit, are well lubricated.
8. Bar engine manually.
9. Drain inhibitor concentration if necessary.
10. Fill with or renew engine coolant.
11. For engine-generator sets with TB engine: Fill with or renew charge-air coolant.
Final steps
1. After a long-term storage (one year or longer), prepare the generator:
Generator type Action
MagnaPlus generator: • Test, clean and dry the generator.
• In areas where the generator has been subject to vibration, inspect bear-
ing(s) and replace, if necessary.
MagnaMax/MagnaPower • Add grease to the bearings. Refer to the "Operation and Maintenance
generator: Manual" for amount of grease and task description.
TIM-ID: 0000039768 - 001
• In areas where the generator has been exposed to damp, humid condi-
tions, check the insulation resistance and dry windings, if necessary.
2. Mount and connect starter batteries.

3. Execute procedure "Putting the engine-generator set into operation" (refer to the "Operation and Mainte-
nance Manual").
131345844E 2015-12 | Depreservation | 433

12.7.2 Instruction sheet for depreservation if climate-compatible packaging is used
Before opening the packaging, please read this instruction sheet and follow the instructions
without fail, in particular the notes on when it is necessary to notify MTU Onsite Energy.
Instruction sheet for depreservation if climate-compatible packaging is used

1. Read off the humidity values on the humidity indicator (→ Page 436) and enter them on the Moni-
toring Sheet (→ Page 447).
Evaluation:
a If all three fields on the humidity indicator show blue, everything is OK.
b If fields 30 and 40 have turned partly or completely pink, examine the packaging for dam-
age. If the packaging is damaged, notify MTU Service.
c If all three fields are pink, do not open the packaging material and report to MTU Service.
2. If the humidity values are OK and if there are no other visible defects, remove the laminated alumi-
num foil from engine and components.
3. Check engine and components externally when foil has been removed.
Enter date and findings of check in Monitoring Sheet.
4. Visually check all rubber hose connections.
The connections must not be brittle or swollen.
5. In the event of objections, contact MTU Service without delay and wait for further messages.
In the meantime, do not prepare or modify the engine-generator set for installation, but store it so
that it is dry and covered.
6. Enter the date of depreservation on the Monitoring Sheet.
7. Do not remove the seals of the openings until just prior to use.
8. For initial operation, please observe the engine-generator set documentation.
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434 | Depreservation | 131345844E 2015-12

12.8 Packaging
12.8.1 Types of packaging
This chapter describes the engine packaging.
The type of engine packaging depends on the storage and transport conditions.
A distinction is made between the following types of packaging:
• Commercially available packaging → goods are intended for immediate use
• Climate-compatible packaging → for protection of goods susceptible to corrosion during ocean transport,
shipping to polar and tropical regions and for unsuitable storage conditions
Note: "Climate-compatible packaging" corresponds to the "special packaging" in earlier editions of the
"Fluids and Lubricants Specifications for Diesel engine-generator sets" (A001064/..). The term has been
adapted to the packaging manual.
In the case of long-term storage of engines, for example, for 3, 5 or 10 years in climate packaging, regular re-
preservation in accordance with the specified intervals (→ Page 418) and (→ Page 420) is nevertheless nec-
essary.
Engines and drive units require special packaging for transportation at sea, in polar or tropical regions and
for long-term storage. The preserved engine must be additionally protected with climate-compatible packag-
ing. With climate-compatible packaging, where possible all media must be completely drained out of the re-
spective medium circuit (fuel, oil, coolant). The climate-compatible packaging must be applied directly after
preservation. Ensure that any engine painting has hardened beforehand.
Climate-compatible packaging:
• can reduce the effects of unsuitable storage conditions, although it does not provide frost protection
• is absolutely necessary for sea transport and transport in tropical and polar regions due to the threat of
exterior shell corrosion
Notes:
• Incorrect storage will render the warranty invalid.
• The humidity indicator of climate-compatible packaging must be checked every 3 to 4 months. The result
must be documented in accordance with (→ Page 447) and measures initiated if necessary.
• Existing special agreements still retain their validity.
• The following descriptions refer to the use of climate-compatible packaging for the storage of preserved
engines.
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131345844E 2015-12 | Packaging | 435

12.8.2 Climate-compatible packaging – Design
The following packing aids are used for the climate-compatible packaging:
A – Outer layers of bonded-layer material (e.g. laminated aluminum foil)
B – Water-absorbing desiccant (e.g. silica gel)
C – Humidity indicator
The packaged products are shrink-wrapped in composite foil and the enclosed air is extracted. When desic-
cants packs are placed in the packaging, the residual moisture is reduced to a desired relative air humidity.
The climate packaging prevents condensation on the metal surface and thus any resulting corrosion damage.
A – Outer layers of bonded-layer material

The outer layers consist of tightly-bonded layers of aluminum composite foil which has limited permeability
to water vapor and gas.
The laminated aluminum foil used at MTU consists of polyethylene and aluminum with the following proper-
ties:
• Temperature range for the application +70 °C to −55° C
• Water vapor permeability: 0.1 g/m² per day at 38 °C and 80% relative humidity
(in comparison, PVC flexible foil WVP: 6 g/m² per day)
For composite foils used at MTU, refer to the list of consumables (→ Page 439).
B – Desiccant
Desiccant, normally silica gel, is the common term for an agent that absorbs water and is used in climate
packaging. The desiccant is in packs of highly-permeable (for water vapor) and strong material (e.g. natron
crepe paper) which are placed in the transport package.
Example of a desiccant pack
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Figure 74: Example of a desiccant pack
For desiccant packs used at MTU, refer to the list of consumables (→ Page 439).
Calculation of the required desiccant units.

The amount of desiccant units to be used in packaging for shipping depends on the climatic conditions and
on storage at the destination.
436 | Packaging | 131345844E 2015-12

The minimum quantity of desiccant units to be used is to be calculated as follows:
Climatic zone Desiccant units (DU) DUs per kg packag- Desiccant units
per area of composite + ing aid (PA) = (DU)
foil in m² (A)
A DUs per shipping
6xA + 17 x PA =
Europe (apart from Russia) package
B
USA
DUs per shipping
Canada 8xA + 20 x PA =
package
Mediterranean region
Near East
C
Russia DUs per shipping
17 x A + 20 x PA =
South and Central America package
Middle East and Far East
Table 44: Calculation of desiccant units

Procedure:
1. Measure surface A of the laminated aluminum foil for the packaging.
2. Weigh the packing aids (PAs), such as wood, corrugated cardboard etc., required to support and pad the
engine within the laminated aluminum foil.
3. Determine in and through which climatic zones the engine is to be sent and stored in the packaging.
4. Calculate the required desiccant units (DUs).
Note: If the laminated aluminum foil is damaged after replacing it or touching it up, perform the following
calculation of the DUs again.
Calculation example for desiccant units:

• Packaging for climatic zone C
• Area of composite foil: 10 m²
• Weight of packing aids: 3 kg
Calculation: DUs per shipping

17 DU x 10 + 20 DU x 3 =
package
170 DUs + 60 DUs = 230 DUs
Result: 230 desiccant units (DUs) are required for adequate protection of the engine.
C – Humidity indicator
To monitor the degree of saturation of the desiccant, a humidity indicator is attached to the aluminum foil
packaging.
Humidity indicators show when the specified relative air humidity is exceeded by changing color. The in-
crease in relative air humidity, e.g. if the packaging is not airtight or the laminated aluminum foil is damaged,
poses a risk of corrosion to the engine.
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A vision panel with humidity indicator is screwed into the laminated aluminum foil, which must be as far
away from the desiccant as possible. The vision panel allows the relative air humidity within the laminated
aluminum foil or any changes to be checked at all times.
131345844E 2015-12 | Packaging | 437

Example of a humidity indicator
Figure 75: Humidity indicator
Note: The air humidity inside the packaging must be checked regularly every 3 to 4 months (→ Page 447).
Measures to be carried out in case of changes to the relative air humidity are listed in the following table.
Reading the humidity indicator

Area Discoloration as an indicator of the rela- Measures to be initiated
tive air humidity
30 Pink discoloration: Relative humidity above • Shorten checking period
30% • Check humidity indicator every 4 weeks
40 Pink discoloration: Relative humidity above • Replace desiccant, ensure the amount is correct;
40% calculation: (→ Page 436)
• Distribute new desiccant evenly in the packaging
area
• Extract air from the packaging and reseal compo-
site foil (→ Page 446)
50 Pink discoloration: Relative humidity above • Check packaged products
50% • Re-preserve the engine
• Replace desiccant, ensure the amount is correct;
calculation: (→ Page 436)
• Distribute new desiccant evenly in the packaging
area
• Extract air from the packaging and reseal compo-
site foil (→ Page 446)
Note: The humidity indicator regenerates itself automatically. Replacement following opening and sealing of
TIM-ID: 0000019178 - 001
the packaging area is not required.
438 | Packaging | 131345844E 2015-12

12.8.3 Climate-compatible packaging – Installation
Preconditions
☑ If the engine is not new or not thoroughly overhauled by MTU (both are already preserved), preservation in
accordance with this publication is required before the climate packaging can be used.
☑ All engine fluids and lubricants must be drain as completely as possible.
☑ Check whether a transport locking device is prescribed for the engine. If so, lock crankshaft and engine
mount according to the engine documentation.

Manual foil-welding device (commercially available)
Hard rubber plates
Loctite 5970 sealant, permanently elastic 50773
Laminated aluminium foil, 1.00 m wide 49576
PE foam foil, 1.25 m wide, 4 mm thick 49578
Vision panel 20448
Vision panel with humidity indicator 20447
Desiccant, 125 g = 4 units 49542
Manual foil-welding device

u Various manual foil-welding device models
are available on the market. One supplier, for
example:
• W. Kopp Verpackungsmaschinen
Stettener Str. 111–117
73732 Esslingen – Waeldenbronn
Deutschland
Model: Manual sealing device HSD 95 Cello
TIM-ID: 0000023306 - 002
Figure 76: Manual foil-welding device
131345844E 2015-12 | Packaging | 439

Packing the engine
1. Use a hollow punch to knock out a passage
for the anchor bolts.
2. Place hard rubber plates on the transport
trestle in the area of the anchor bolts.
Figure 77: Placing hard rubber plates in position – 1

3. In the area of the bolt entry, thoroughly coat
the hard rubber plates with permanently elas-
tic sealant.
Figure 78: Applying permanently elastic sealant – 1

4. Use a hollow punch to knock out a passage
for the anchor bolts.
5. Place laminated aluminium foil in position
and, in the area of the bolt entry, thoroughly
coat with permanently elastic sealant.
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Figure 79: Applying permanently elastic sealant – 2
440 | Packaging | 131345844E 2015-12

6. Place the hard rubber plates once again on
the laminated aluminium foil in the area of
the bolt entry.
Figure 80: Placing hard rubber plates in position – 2

7. Place foam foil on the hard rubber plates to
provide additional protection for the laminat-
ed aluminium foil.
8. Mount engine on transport trestle and bolt on
engine mounting.
Result: The complete system is firmly press-fitted
and compact.
Figure 81: Place foam foil in position

TIM-ID: 0000023306 - 002
131345844E 2015-12 | Packaging | 441

Padding the edges and corners
of the engine block
u Cushion edges and corners of the engine
block that could damage the laminated alumi-
nium foil with foam foil.
Figure 82: Padding the engine
Applying the desiccant

Note: The desiccant units must not come into di-
rect contact with corrosive engine compo-
nents.
1. Insert the calculated number of desiccant
units. Calculation example: (→ Page 436).
2. The desiccant units must be fastened in the
upper third of the sealed cover and attached
to the engine block, freely suspended if pos-
sible.
3. Use suitable fastening materials for the des-
iccant units (e.g. string or adhesive tape) to
prevent damage to the desiccant units, the
engine or the laminated aluminium foil.
Figure 83: Applying the desiccant

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442 | Packaging | 131345844E 2015-12

Installation of humidity indica-
tor and vision panel
1. The holes for the humidity indicator and the
vision panel are to be cut into the laminated
aluminum foil at a point that is clearly visible
and as far away from the desiccant units as
possible.
2. The vision panel is to be fastened in such a
way that the engine number can be checked.
Figure 84: Holes in laminated aluminium foil for humidity

indicator and vision panel
3. Screw the humidity indicator and vision panel
into the laminated aluminium foil.
Figure 85: Humidity indicator and vision panel in laminated

aluminium foil
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131345844E 2015-12 | Packaging | 443

Sealing the laminated aluminum
foil
1. Seal the laminated aluminium foil using the
manual foil-welding device (→ Page 439).
Figure 86: Sealing the laminated aluminium foil with manual

foil-welding device
2. Prior to final sealing of the laminated alumini-
um foil, use a vacuum pump (e.g. vacuum
cleaner) to extract the entrapped air in the
packaging. Avoid excessively tight fitting of
the laminated aluminium foil because stress
during transportation can result in chafing of
the laminated aluminium foil.
Result: • The vacuum created results in the laminat-
ed aluminium foil to lie lightly against the
engine.
• Extracting the air removes the humidity in
the air, thus reducing the humidity within
the packaging.
Figure 87: Extracting interior air with vacuum pump

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444 | Packaging | 131345844E 2015-12

Leak-tightness check
Note: If the packaging is not sufficiently tight, it will
lose its tension within 30 minutes and ex-
pand.
u If the packaging is not airtight, the leak can
be detected by blowing air into the packaging
and resealing the packaging.
Figure 88: Shrink-wrapped engine

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131345844E 2015-12 | Packaging | 445

12.8.4 Climate-compatible packaging – Check and repair
Manual foil-welding device (commercially available)
Note: When checking the climate packaging, the laminated aluminum foil must not be damaged. Open the trans-
port box (if available) with utmost care. The condition of the laminated aluminum foil must be inspected thor-
oughly during customs, stock or storage checks. Corrosion protection is no longer guaranteed if the laminat-
ed aluminum foil is damaged.
Checking the air humidity

1. Check humidity level regularly every 3 to 4 months.
2. Enter findings in Monitoring Sheet (→ Page 447). If the engine's warranty period is still valid, send the Moni-
toring Sheet to MTU Friedrichshafen GmbH after commissioning.
Replacing desiccant
1. Open the laminated aluminium foil at the upper area and remove the desiccant.
2. Place the same amount of new desiccant in the upper area.
3. Extract air and reseal laminated aluminium foil with manual foil-welding device (→ Page 439)until airtight.
Repair of climate-compatible packaging

Note: If the laminated aluminium foil is damaged, the damaged section can be cut out and replaced by a repair
piece. Incorrect repair work, e.g. using adhesive tape, is not permitted since it would not maintain the vac-
uum in the packaging.
1. Cut out damaged laminated aluminum foil section.
2. Seal new laminated aluminum foil section with manual foil-welding device.
3. Place new desiccant in packaging.
4. Prior to final sealing of the laminated aluminium foil, use a vacuum pump (e.g. vacuum cleaner) to extract the
entrapped air in the packaging.
5. Reseal laminated aluminium foil with manual foil-welding device.
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446 | Packaging | 131345844E 2015-12

12.8.5 Monitoring Sheet for engines with climate-compatible packaging
The following checks are to be made before, during and at the end of the engine storage period and correct
execution must be confirmed by date and signature.
Note: For new products, the delivery date must always be entered.
Engine model: Engine No.: Delivery date:

Date of scheduled initial operation of engine:
No. Task Date Name

1 Visual inspection of special packaging for damage
Relative air humidity: _______ %
2 Relative air humidity: _______ %
13 Inspection of the hygrometer before opening the packaging
Relative air humidity: _______ %
14 De-preservation completed
No. Possible necessary correction work Date of Name of

(e.g. on the aluminum foil or transport box) Design person responsible
1
2
3
4
5
Important note on the warranty period

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Notify MTU Friedrichshafen GmbH:

• if two or all three fields of the humidity indicator are pink
• if, during de-preservation of the engine, external signs of corrosion or damage to the rubber
hose connections are detected
• in due time before initial operation of the engine
131345844E 2015-12 | Packaging | 447

13 Appendix A
13.1 Abbreviations
Abbre- Meaning Explanation
viation
A/AC Air-to-Air Charge Cooling Type of diesel engine cooling configuration
AC Alternating Current The movement or flow of electric charge that period-
ically reverses direction
ADEC Advanced Diesel Engine Control Engine governor
AEM Analog Expansion Module Option for Digital Genset Controller
AGA American Gas Association
AL Alarm Alarm (general)
ANSI American National Standards Institute
ATS Automatic Transfer Switch
AVR Automatic Voltage Regulation
AWG American Wire Gauge Unit of the cross-sectional size of a wire
BDC Bottom Dead Center
BCI Battery Council International
BHP Brake Horse Power
BMEP Brake Mean Effective Pressure
BTU British Thermal Unit
CA Cranking Amperes Unit of current provided by an battery at 0 °C
(32 °F)
CAD Computer-Aided Design
CAN Controller Area Network Data bus system, bus standard
CCA Cold Cranking Amperes Unit of current provided by an battery at -18 °C
(0 °F)
CCB CAN Connection Board Plug-in board for CAN bus communication
CE Conformité Européenne Mandatory conformity mark on many products
placed on the single market in the European Eco-
nomic Area
CEM Contact Expansion Module Option for Digital Genset Controller
CFH Cubic Feet per Hour Unit for volumetric flow rate
CFM Cubic Feet per Minute Unit for volumetric flow rate
TIM-ID: 0000000159 - 012
COM Communication equipment Hardware interface (serial port)

CSA Canadian Standards Association Not-for-profit association for safety and performance
standards, including those for electrical/electronic/
industrial equipment, boilers and pressure vessels,
environmental protection, and more
CT Current Transformer
dB(A) A-weighted decibel One-tenth of a bel; unit for noise level
DC Direct Current
DGC Digital Genset Controller
448 | Appendix A | 131345844E 2015-12

viation
DIN Deutsches Institut für Normung e. V. German Standardization Organization, at the same
time identifier of German standards ("Deutsche In-
dustrie-Norm")
DL Default Lost Alarm: Default CAN bus failure
DN Diameter Nominal A designated or theoretical diameter that may vary
from the actual size, usually within an allowable tol-
erance band
DVR Digital Voltage Regulator
ECM Electronic Control Module
ECMS Engine Side Control Management System
ECU Engine Control Unit
EPA Environmental Protection Agency U.S. regulatory agency for implementation of federal
laws for environment protection; establishes stand-
ards that will help meet those laws.
FCR Field Current Regulation
GPM Gallons Per Minute Unit for volumetric flow rate
HALT Highly Accelerated Life Tests
HI High Alarm: Measured value exceeds 1st maximum limit
HIHI High High
HMI Human Machine Interface Alarm: Measured value exceeds 2nd maximum limit
HP High Pressure
HP Horse Power
HT High Temperature
IEC International Electrotechnical Committee International standards organization for all electrical,
electronic and related technologies
IEEE Institute of Electrical and Electronic Engi- International organization for the advancement of
neers technology related to electricity
IP Ingress Protection Classification for environmental protection for elec-
trical/electronic devices
ISO International Organization for Standardiza- International organization for publishing worldwide
tion proprietary industrial and commercial standards
ITS Integral Test System
KGS Kraftgegenseite Engine free end in accordance with DIN ISO 1204
KS Kraftseite Engine driving end in accordance with DIN ISO 1204
LCD Liquid Crystal Display
LED Light Emitting Diode
TIM-ID: 0000000159 - 012
L.L.C. Limited Liability Company

LO LOW Alarm: Measured value lower than 1st minimum limit
LOLO Low Low Alarm: Measured value lower than 2nd minimum lim-
it
LP Low Pressure
LSM Load Sharing Module Option for Digital Genset Controller
LT Low Temperature
MAU Medium Attachment Unit Interface
MCS Monitoring and Control System
131345844E 2015-12 | Appendix A | 449

viation
MIL- Mlitary Standard
STD
NEC National Electrical Code U.S. association for standards
NEMA National Electrical Manufacturer's Associa- U.S. association for standards for electrical products
tion
NFPA National Fire Protection Association U.S. association for standards
NPT National Pipe Thread U.S. standard for tapered threads
QL Qualification Level
OEM Original Equipment Manufacturer A company that uses a component made by a sec-
ond company in its own product, or sells the product
of the second company under its own brand.
OPU Open Power Unit An engine-generator set with no enclosure
OSHA Occupational Safety and Health Administra- A US federal agency
tion
PAC Performance Assurance Certificate MTU Onsite Energy statement of assurance
PAN Panel
PF Power Factor
PH Phase
PM Permanent Magnet
PMG Permanent Magnetic Generator
PSI Pounds per Square Inch
PTO Power Take-Off
PVC Polyvinyl Chloride
RCM Reserve Capacity Minutes Unit for battery discharge
RDP Remote Desktop Protocol
RFOB Rear Face of Block
RMS Root Mean Square Mathematics: Effective value
RPM Revolutions Per Minute Unit of frequency (1 RPM = 1/60 Hz);
number of rotations completed in one minute around
a fixed shaft
RTC Real Time Clock
RTD Resistive Temperature Device
RTU Remote Terminal Unit Interface for Modbus
SAE Society of Automotive Engineers U.S. standardization organization
SAM Service and Application Module Diagnostic interface
SCA Supplemental Coolant Additive
TIM-ID: 0000000159 - 012
SCCC Seperate Charge Cooling Circuit

SD Sensor Defect Alarm: Sensor failure
SLI Starting, Lighting, Ignition Type of starter battery
SS Safety System
TA-Luft Technische Anleitung zur Reinhaltung der German technical regulation for protection of the air
Luft (emission limits for stationary engines in Germany)
TB Terminal Block
TB — Synonym for: water-to-air charge-air cooling
450 | Appendix A | 131345844E 2015-12

viation
TCP Transmission Control Protocol Interface for Modbus
TD — Synonym for: air-to-air charge-air cooling
TDC Top Dead Center
TEN Technical Evolution Network Technical sales documentation
TS Transfer Switch
TVU Technische Verkaufs Unterlagen German terminology for Technical Sales Documenta-
tion; a Business Portal-based MTU computer data-
base which provides engine technical information for
application and sales engineering purposes
UDP User Datagram Protocol Network protocol for Ethernet communication
UL Underwriters Laboratories Global not-for-profit organization for product safety
testing and certification
UPS Un-interrupted Power Source
VAR Volt-Amperes Reactive Reactive power control
VAwS Verordnung über Anlagen zum Umgang mit German degree on the protection against water haz-
wassergefährdenden Stoffen ard substances
VDE Verband Deutscher Elektrotechniker German organization for electrical engineers
ZSI Zone-Selective Interlocking
TIM-ID: 0000000159 - 012
131345844E 2015-12 | Appendix A | 451

13.2 Conversion tables
Length
Unit A multiplied by factor = Unit B
in 25.4 = mm
ft 0.3048 =m
yd 0.9144 =m
stat. mile 1.609 = km
Nm 1.852 = km
yd 3 = ft
yd 36 = in
Unit B multiplied by factor = Unit A

mm 0.03937 = in
m 3.281 = ft
km 0.6215 = stat. mile
Area
in2 645.16 = mm2
ft2 0.0929 = m2
yd2 0.8361 = m2
stat. mile2 2.59 = km2
Unit B multiplied by factor Unit A

mm 2 0.00155 = in2
m2 10.764 = ft2
m2 1.1960 = yd2
km2 0.3861 = stat. mile2
Volume
in 3 16387 = mm3
ft3 0.02832 = m3
yd3 0.7646 = m3
gallon (U.S.) 3.785 = dm3
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gallon (UK) 4.546 = dm3

cm 3 0.06102 = in3
m3 35.31 = ft3
dm3 0.2642 = gallon (U.S.)
dm3 0.22 = gallon (UK)
452 | Appendix A | 131345844E 2015-12

Volumetric flow
gal/min (GPM, U.S.) 3.79 = l/min
gal/min (GPM, U.S.) 0.134 = ft3/min (cfm)
ft3/min (cfm) 1.70 = m3/h

l/min 0.264 = gal/min (U.S.)
3
ft /min (cfm) 7.48 = gal/min (U.S.)
m3/h 0.589 = ft3/min (cfm)
Velocity
ft/s 0.3048 = m/s
stat. mile/h (mph) 1.609 = km/h
knot (UK) 1.852 = km/h
Unit B multiplied by factor = Unit B

m/s 3.281 = ft/s
km/h 0.6214 = stat. mile/h (mph)
km/h 0.54 = knot (UK)
Mass
lb 0.4536 = kg
oz 28.35 =g
ton (imp.) 1.016 =t

g 0.03527 = oz
kg 2.205 = lb
t 0.9842 = ton (imp.)
Force
lbf 0.4536 = kp
lbf 4.4482 =N
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kp 9.80665 =N

kp 2.205 = lbf
N 0.10197 = kp
N 0.2248 = lbf
131345844E 2015-12 | Appendix A | 453

Density
slug/ft 3 515.4 = kg/m3

kg/m 3 0.00194 = slug/ft3
Torque
lbf ft 1.3558 = Nm

Nm 0.7376 = lbf ft
Pressure
2
lbf/in (psi) 703.1 = kp/m2 (mmH2O)
lbf/in2 (psi) 0.06895 = bar
2
lbf/ft (psf) 47.88 = Pa
inHg 0.03386 = bar
inHg 345.3 = kp/m2 (mmH2O)

atm 760 = mmHg
atm 1.0133 = bar
atm 10332 = kp/m2 (mmH2O)
atm 1.0332 = kp/cm2 (at)
atm 14.696 = lbf/in2 (psi)
bar 14.504 = lbf/in2 (psi)
Pa 0.0209 = lbf/ft2 (psf)
2nd moment of mass

slug ft 2 1.3558 = kg m2

kg m 2 0.7376 = slug ft2
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Energy
lbf ft 1.356 =J
kcal 4186.8 =J
BTU 1055 =J
CHU 1899 =J
454 | Appendix A | 131345844E 2015-12

J 0.7376 = lbf ft
J 0.0002388 = kcal
J 0.0009478 = BTU
J 0.00052656 = CHU
Power
PS 0.7355 = kW
HP 0.7457 = kW
BTU/s 1.054 = kW
kcal/h 1.163 =W
HP 550 = lbf ft/s

kW 1.36 = PS
kW 1.341 = HP
kW 0.9487 = BTU/s
W 0.8598 = kcal/h
lbf ft/s 0.0018 = HP
Temperature
Celsius Kelvin
x °C - = x + 273.15 K
xK = x − 273.15 °C -
x °F = 5/9(x − 32) °C = 5/9(x − 32) + 273.15 K
x °R = 5/4x °C = (5/4x) + 273.15 K
Fahrenheit Réaumur
x °C = 9/5x + 32 °F = (4/5x) °R
xK = 9/5(x − 273.15) + 32 °F = 4/5(x − 273.15) °R
x °F - = 4/9(x − 32) °R
x °R = (9/4x) + 32 °F -
Fuel consumption
mile/gal (US) 0.4251 = km/l
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gal/mile (US) 2.3527 = l/km

km/l 2.3527 = mile/gal (US)
l/km 0.4251 = gal/mile (US)
131345844E 2015-12 | Appendix A | 455

13.3 Glossary
Aeration Ventilation (progressive or otherwise) of air or combustion gases in the engine
coolant
After boil Boiling of the coolant after engine shutdown due to residual heat in the engine
After boil volume Quantity of coolant discharged from the pressure relief overflow tube following en-
gine shutdown
Air bind A condition where a pocket of air has been trapped in the water pump causing it to
lose its prime and ability to pump coolant
Air cleaner A device to filter combustion air at the entrance to the combustion air circuit
Air handling The cooling system’s ability to purge air when injected at a given rate determined
by the engine manufacturer and meeting specified criteria
Air re-circulation A condition either occurring around the tips of the fan blades or where discharged
air from a radiator core is returned to the front of the core; Either condition hinders
cooling capability.
Alternator A device for converting mechanical energy into alternating current electrical ener-
gy;
In this documentation, the term "generator" (AC or synchronous generator) is used
instead.
Altitude The vertical relative to sea level at which the generating system is operating
Altitude rating The maximum power recommended by the manufacturer for satisfactory operating
at a given altitude
Ambient temperature The air temperature of the surroundings in which the generating system or other
applicable electrical equipment operates; The ambient temperature for optimum
rating of components of the system may vary from device to device.
Ammeter An instrument for measuring the magnitude of an electric current
Amperage The strength of an electric current measured in Amperes
Analog control panel A control panel that represents data by measurement of a continuous physical vari-
able, as voltage or pressure
Annunciator A signaling apparatus, generally used in conjunction with a buzzer, that displays a
visual indication when energized by electric current; typically mounted on the unit
Annunciator panel Groupings of annunciator lights
Antimony A blue-white metalloid used in electrical batteries to increase the hardness of lead
Aspiration A drawing of something in, out, up or through by or as if by suction
Audible alarm Horn, siren, bell or buzzer which is used to attract the attention of the operator
when a fault occurs in the electric power generating system
Automatic transfer A switch designed to sense the loss of one power source and automatically trans-
switch fer the load to another source of power
Auxiliary contact Contacts, in a switching device, in addition to the main circuit contacts, which
function with the movement of the latter
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Base frame The bottom support of an engine-generator set

Battery A device that transforms chemical energy into electric energy in a cell with positive
and negative electrodes in an electrolyte; Technically two or more cells connected
in series, but in common usage often applied to single cells
Battery (lead-acid) A battery that uses lead as a negative electrode, lead dioxide as a positive elec-
trode and sulfuric acid as an electrolyte; nominal voltage 1.2 V per cell
Battery (nickel cadmi- A battery that uses nickel oxide for a positive electrode and cadmium for a nega-
um) tive electrode with an alkaline electrolyte; nominal voltage 1.2 V per cell
Battery charger Equipment used to restore the charge in storage batteries
456 | Appendix A | 131345844E 2015-12

Battery rack A framework of bars designed to support a battery
Battery warmer Heater used in cold climates to maintain battery electrolyte temperature
Battery warmer plate Heater mounted under the battery; Ensures battery will hold a charge in sub-zero
conditions
Bell alarm Audible alarm that electronically sounds from an input signal on a circuit breaker
Bio diesel A type of diesel fuel derived from biological sources (such as vegetable oils), as op-
posed to petroleum
Bleed line Line strategically placed on the cooling system to vent air/gases from the system
both during fill and engine running mode; also known as deaeration or vent line.
Block heater Coolant heating device which may be mounted in the engine block and immersed
in engine coolant, (immersion type heater) or mounted externally and connected to
the engine's coolant passages by means of piping or hoses (tank type heater)
Blocked open Thermostats mechanically blocked open to required position; Used for cooling
tests only.
Blower fan A fan that pushes the air through the radiator core.
Bore (engine) A measurement of the diameter of the holes bored into the engine block for use as
cylinders
Bottom tank Refers to the down stream radiator tank temperature that is usually the lowest
temperature
Break horsepower The power available at the flywheel, or other output member(s) for doing useful
work
Brake mean effective The average (mean) pressure which, if imposed on the pistons uniformly from the
pressure top to the bottom of each power stroke, would produce the measured (brake) pow-
er output
Bus A conductor, or group of conductors, that serve as a common connection for two
or more circuits
Business portal A web-based sales and technical information portal that is accessible to authorized
MTU Onsite Energy personnel, distributors and dealers
Bypass switch A specific device or combination of devices designed to bypass a control device
Bypass-isolation A manually operated device used in conjunction with a transfer switch to provide a
switch means of directly connecting load conductors to a power source and isolating the
transfer switch to permit maintenance and testing of the transfer switch with no
interruption to the load
Catalytic converter A device used to reduce the toxicity of emissions from an internal combustion en-
gine
Cavitation A localized event where a vapor pressure/temperature phenomenon of the cooling
liquid allows partial vaporization of the coolant; These cavities of vapor are carried
downstream to a region of higher pressure, causing them to collapse. Cavitation
reduces coolant flow and increases pump wear.
Cetane number A relative measure of the time delay between the beginning of fuel injection and
the start of combustion
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Circuit The portion of a circuit breaker mechanism that opens the circuit under sustained
overload but does not protect against short-circuit currents
Circuit breaker A mechanical switching device capable of making, carrying and breaking currents
under normal circuit conditions and also making, carrying for a specific time and
automatically breaking currents under specified abnormal circuit conditions, such
as those of short circuit
Circuit breaker, mag- The portion of a circuit breaker mechanism that opens the circuit under specified
netic trip abnormal current
131345844E 2015-12 | Appendix A | 457

Circuit breaker, ther- The portion of a circuit breaker mechanism that opens the circuit under sustained
mal trip overload but does not protect against short-circuit currents
Circuit breaker, ther- Thermal/magnetic trips employ a thermal bi-metallic element having an inverse
mal/magnetic trip time/current characteristic for protection against sustained overloads. In addition,
the breaker contains an instantaneous magnetic trip element for short-circuit pro-
tection.
Cold cranking am- A standard rating for lead-acid batteries; established by the BCI;
peres The cold cranking ampere rating is the current, in amperes, that a battery will deliv-
er for 30 seconds, at -18 °C (0 °F), before the battery terminal voltage drops to
1.2 V per cell (7.2 V for a 12 V system and 14.4 V for a 24 V system). Lead-acid
batteries are generally specified in terms of cold cranking amperes and reserve ca-
pacity (see Reserve capacity minutes).
Commercial power A term applied to power furnished by an electric power utility
Compression ratio The ratio of a cylinder volume enclosed by the piston at its outermost position to
the volume enclosed by it at its innermost position
Connector A coupling device employed to connect conductors of one circuit element with
those of another circuit element
Continuous power Power recommended by the manufacturer for satisfactory operation under the
manufacturer's specified continuous duty conditions (defined as operating with a
constant, non-varying load)
Control panel A flat, often vertical, area where control or monitoring instruments are displayed
Controller A device used to operate an electronic device
Coolant A liquid medium used to transport heat from one area to another.
Coolant flow rate The rate of coolant flow through the cooling system and/or radiator.
Coolant level The amount of coolant to completely fill the cooling system to its designed capaci-
ty (volume) cold full level
Coolant recovery An add-on coolant reserve tank that is used when radiator top tank and/or bottle
remote deaeration tank cannot be sized large enough to meet cooling system
drawdown requirements; Also known as an overflow bottle.
Cooling The transfer of thermal energy via thermal radiation, heat conduction or convection
Cooling potential The temperature difference between air entering the radiator core and the average
temperature of the coolant in the radiator core
Cooling capability The ambient in which a cooling system can perform without exceeding maximum
engine coolant out temperature approved by the engine manufacturer
Cooling system A group of inter-related components used in the transfer of heat
Cooling system air The pressure drop across the radiator core and other up and down stream restric-
tion components that offer resistance to the airflow
Crankcase oil heater 120 V probes that are inserted in the oil in the oil pan, designed to heat motor oil
when the oil is idle
Cranking The act of turning an engine crankshaft over through the use of a DC starter
Cranking amperes A standard rating for lead-acid batteries; established by the BCI;
TIM-ID: 0000000160 - 009
(also referred to as marine cranking amperes);

The cranking ampere rating is the current, in amperes, that a battery will deliver for
30 seconds, at 0 °C (32 °F), before the battery terminal voltage drops to 1.2 V per
cell (7.2 V for a 12 V system and 14.4 V for a 24 V system).
Critical silencer An exhaust silencer that is applied in sensitive noise control areas
Current The rate of flow of electricity; The unit of current is Ampere (A).
Cycle Any set of operations that are repeated regularly in the same sequence
Cylinder arrangement The pattern an engine's cylinder are arranged in
458 | Appendix A | 131345844E 2015-12

Darcy-Weisbach In fluid dynamics, the Darcy-Weisbach equation is a phenomenological equation,
which relates pressure loss due to friction along a given length of pipe to the aver-
age velocity of the fluid flow. The equation is named after Henry Darcy and Julius
Weisbach. In fluid dynamics, the equivalent length is the associated length of
straight pipe of the same diameter as an accessory (for example elbow), which will
incur the same pressure loss.
Day tank A small fuel tank usually adjacent or in close proximity to the engine driven fuel
pump which stores a ready fuel supply near the engine; Also called a transfer tank.
Deaeration The cooling systems ability to purge trapped gases from the cooling system after
an initial fill
Deaeration capability The running time required to expel all the trapped gases from the cooling system
after an initial fill
Deaeration tank A tank used to separate air/gases from the circulating coolant and return unaerat-
ed coolant to the system; Also used for filling, expansion of the coolant, reserve
capacity, etc. Sometimes called a surge tank or top tank.
Deaeration volume The volume of space designed into the deaeration tank and located above the ex-
pansion volume for collecting the trapped gases as they are expelled into the tank
Decibel (dB) One-tenth of a bel;
The number of decibels denoting the ratio of the two amounts of power being ten
times the logarithm to the base 10 of this ratio. A unit of measure of noise level in
which the faintest sound we can hear, called the threshold of hearing, is 0 dB, and
the loudest sound the human ear can tolerate, called the threshold of pain, is
140 dB.
Delay transition A timed load disconnect during transfer between power sources, primarily to allow
for the decay of motor residual voltage
DiaSys DiaSys (Diagnostic System) is a diagnostic tool consisting of a software CD, dongle
and RS232 cable. This tool is used for the following to transfer data to and from
the engine controller, monitor all sensors installed on the engine and record snap-
shots of engine operation.
Diesel fuel Fuel used in a diesel engine; Usually refers to diesel fuel processed from petroleum
(petro diesel), but may also refer to bio diesel or any number of other alternative
diesel fuel.
Diode A device that allows current to pass in one direction only; It may be used as a recti-
fying element.
Displacement The swept volume of an engine cylinder, referring to the volume displaced by the
cyclic travel of the piston
Dongle A hardware key required to communicate with ADEC via DiaSys
D-rate A change in the kW rating usually occurs when fuels are switched (usually applied
when LP is substituted for natural gas)
Drawdown The quantity of coolant that can be removed from a full cooling system before aera-
tion occurs
Drawing A visual representation of a unit or component of which it is made; Usually created
TIM-ID: 0000000160 - 009
using a CAD program.

Driving end The driving end of the engine is the end that has the flywheel installed.
Dual fuel The ability to use two different types of fuels in the same unit
Duct flange Radiator mounted shroud of metal, used to fill the air gap from the radiator to the
duct work or louver. It prevents re-circulation and overheating
Duration An amount of time or a particular time interval
Electric starting sys- Utilizes a series of wound DC electric motor to crank the engine for starting; The
tem DC power is usually supplied by a battery pack.
131345844E 2015-12 | Appendix A | 459

Electronic control unit The most important component of ADEC/MDEC, as it controls the engine opera-
(ECU) tion and acts as an interface with the other subsystems and devices
Elevation The height to which something is elevated or to which it rises
Emergency-stop but- Typically located on the panel and possibly in several other areas of the machine;
ton It provides a rapid means to disconnect the energy source of the device to protect
workers.
Enclosure A structure that can be added to enclose an engine-generator set to protect
against the environment and reduce sound
Engine A machine for converting thermal energy into mechanical energy or power to pro-
duce force and motion
Engine coolant out Usually the hottest coolant and measured at the thermostat housing; Also called
radiator inlet or top tank temperature.
Engine gauges Gauges mounted on the engines typically used to measure oil pressure and engine
temperature
Engine-generator set A power generation system comprised of a combustion engine driving an electrical
generator
Engine safety controls Devices that protect against catastrophic damage by shutting the engine down in
the event of abnormal operating conditions
Excitation The DC power supplied to the field coils of a synchronous generator, producing the
magnetic flux required for inducing voltages in the opposing member
Exciter A device for supplying excitation to the generator field; It may be rotating DC, AC
with rectifiers, or a static device converting AC to DC.
Exerciser A timer is mounted in the control panel that will trigger a run command to exercise
the unit. This preventative maintenance practice ensures the engine-generator set
will function properly when it is actually needed.
Exhaust emissions The constituents of the waste gas that leaves the prime mover through its exhaust
system
Exhaust louver A slanted opening on the end of an enclosed engine-generator set for the expulsion
of exhaust and ventilation
Exhaust manifold Generally simple cast iron units which collect engine exhaust from multiple cylin-
ders and deliver it to the exhaust pipe
Expansion volume The volume of space designed into the deaeration tank to permit the coolant to ex-
pand as it is heated without being lost to the environment
Failure light Light that indicates an engine-generator set malfunction
Fan airflow The rate of airflow a fan can deliver at a given speed and static pressure
Field A region of magnetic lines of flux; The field may be produced by electrical current
or permanent magnet.
Field coil A suitably insulated electric winding to be mounted on a field pole
Field pole The part of a magnetic structure of an electric machine on which the field coils are
located
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Fill line A line used to route coolant from the deaeration tank to the inlet of the water
pump; It is also called a shunt or make up line.
Fill rate The coolant flow rate at which an empty cooling system can be completely filled
without overflowing
Filter In engine systems, a device having a porous medium, whose primary function is
the separation and retention of particular contaminants from a fluid;
In electrical systems, a device used to reduce unwanted alternating currents
Flange An external or internal rib or rim (lip) used for strengthening
460 | Appendix A | 131345844E 2015-12

Flexible exhaust con- A flexible section in the exhaust system used to reduce stresses which can result
nection from relative motion between the engine and fixed exhaust piping, or from thermal
expansion and contraction
Flux Magnetic lines of force
Flywheel A heavy disk or wheel rotating on a shaft so that its momentum gives almost uni-
form rational speed to the shaft and to all connected machinery
Foam insulation Foam mounted on the inside of an enclosure, used to decrease the decibel level of
an engine-generator set
Free end The free end is the non-drive end of the engine. For example, if a cooling system
fan drive is required for an application it would be mounted on this end of the en-
gine.
Frequency The number of complete cycles of an alternating voltage or current per unit of time,
expressed in Hertz (Hz), cycles per second
Frequency meter An instrument that indicates frequency of the generator output in Hertz
Fuel An energy source for engine-generator sets; typically diesel, natural gas, or liquid
propane
Fuel cell A device that produces a continuous electric current directly from the oxidation of
a fuel, as that of hydrogen and oxygen
Fuel solenoid Electric valve used on fuel lines to prevent accidental ignition of fuel in the line
Fuel tank A safe container for a flammable liquid or fuel gas and typically part of an engine
system in which the fuel is stored and propelled (fuel pump) or released (pressur-
ized gas) into an internal combustion engine or fuel cell
Fuel tank cooler Cooler that maintains fuel temperature in a tank at an optimal level
Fuel tank heater Heater that maintains fuel temperature in a tank at an optimal level
Fuel water separator Component that removes water from fuel; This raises the quality of the fuel used in
the engine-generator set.
Fuse An overcurrent protective device which consists of a conductor that melts and
opens the circuit when current exceeds rated values for a predetermined time
Gas temperature Temperature of exhaust gases coming out of the muffler
Gas volume The amount (volume) of exhaust gas coming out of the muffler
Gaseous Existing in the state of gas; not solid or liquid
Generator A machine for converting mechanical energy into electrical energy; The energy may
be direct current (DC) or alternating current (AC).
Generator drive en- An engine specifically developed to drive and engine generator
gine
Generator set See Engine-generator set.
Genset See Engine-generator set.
Governor A device that regulates prime mover speed by adjusting the fuel input to maintain
constant speed
Ground fault protec- A function that trips (opens) a circuit breaker or sounds an alarm in the event that
TIM-ID: 0000000160 - 009
tion there is an electrical fault between one or more of the phase conductors and
ground (earth); This ground fault protection function may be incorporated into a cir-
cuit breaker.
Harmonics Voltage or current components which operate at integral multiples of the funda-
mental frequency of a power system (50 or 60 Hz); Harmonic currents have the ef-
fect of distorting the shape of the voltage wave form from that of a pure sine wave.
Heat dissipation The amount of heat engine (BTU) that a heat transfer component can dissipate to
the environment at specified conditions
131345844E 2015-12 | Appendix A | 461

Heat exchanger cool- Engine coolant heat dissipated to water through a liquid to liquid heat exchanger
ing
Heat rejection to am- Engine and generator heat radiated to ambient (surrounding engine-generator set)
bient
Heat rejection to cool- Engine heat dissipated to engine coolant
ant
Hertz (Hz) A unit of frequency equal to one cycle per second;
Engine-generator sets in North America operate at 60 Hz, while most of Europe op-
erates at 50 Hz.
Horse power (HP) A measure of engine power output, equivalent to 550 ft-lbs/second.
(1 HP = 0.986 BHP = 0.7457 kW)
Hydrometer An instrument used to measure the specific gravity (or relative density) of liquids;
that is, the ratio of the density of the liquid to the density of water
Installation To place, position, or fit into a position and then to connect, change, or modify in
such a manner as to bring (the equipment) into service
Intake louver A slanted opening on the end of an enclosed engine-generator set for the intake of
air and ventilation
Interlock A device to help prevent a machine from harming an operator or damaging itself
when tripped
Kilovolt-Amperes An electrical unit, equal to 1000 Volt-Amperes
(kVA)
Kilowatts (kW) A unit of power equal to 1000 Watts (1 kW = 1.360 HP = 1.341 BHP)
Liquid crystal display An electro-optical amplitude modulator realized as a thin, flat display device made
up of any number of color or monochrome pixels arrayed in front of a light source
or reflector
Limited warranty A guarantee: a written assurance by MTU Onsite Energy that our product or service
will be provided and will meet certain specifications. Warranties are typically limit-
ed by time since the purchase of the warranty and hours of product use.
Liquid capacity The total capacity of the different liquids needed for operation of the engine-gener-
ator set
Liquid petroleum gas A mixture of hydrocarbon gases used as a fuel
(LP)
Liquid withdrawal Used to describe fuel systems where the fuel is drawn from the liquid section of
the storage tank
Load The power consumed by a circuit
Load factor The ratio of the average load imposed on the prime mover to the prime mover's
load rating
Lubrication Lubrication is the process or technique employed to reduce wear of one or both
surfaces in close proximity, and moving relative to each another, by interposing a
substance called lubricant between the surfaces to carry or to help carry the load
(pressure generated) between the opposing surfaces.
TIM-ID: 0000000160 - 009
Maintenance Fixing any sort of mechanical or electrical device should it become out of order or
broken (repair) as well as performing the routine actions which keep the device in
working order (maintenance) or prevent trouble from arising (preventive mainte-
nance)
Mankato Minnesota city (approximately 80 miles southwest of Minneapolis) where MTU On-
site Energy Corporation is headquartered
Maximum power The largest amount of kW an engine-generator set can output
462 | Appendix A | 131345844E 2015-12

MTU Onsite Energy An umbrella brand created by the Tognum Group in September 2008, consisting of
decentralized power generation operations; The product range includes standar-
dized and customized diesel engine-generator sets for emergency stand-by, base
and peak load applications as well as compact cogeneration modules powered by
gas engines, fuel cells or gas turbines for the generation of both heat and power.
MTU Onsite Energy, A three day training course offered by MTU Onsite Energy Corporation tailored to
Gen I Training new and experienced technicians, sales staff, spec writers and engineering sup-
port;
This class covers installation, troubleshooting, general maintenance and start-ups.
MTU Onsite Energy, A four day training course offered by MTU Onsite Energy Corporation designed for
Gen II Training experienced technicians and engineering support;
This class covers in-depth troubleshooting, control panels and start-ups.
GEN II attendees are required to have completed GEN I and pass the GEN II class
with an 85 % or higher score. Training offered byMTU Onsite Energy Corporation for
salespeople.
Muffler Any of various devices of deadening sound, as the sound of escaping gases of an
internal-combustion engine
Natural gas A combustible mixture of gaseous hydrocarbons that accumulates in porous sedi-
mentary rocks, esp. those yielding petroleum, consisting of usually over 80 % meth-
ane together with minor amounts of ethane, propane, butane, nitrogen and some-
times helium; It is used as a fuel to make synthesis gas.
NEMA 1 enclosure An enclosure designation for indoor use only – where dirt, dust and water are not a
consideration; Personnel protection is the primary purpose of this type of enclo-
sure.
Neutral The common point of a Y-connected AC generator, a conductor connected to that
point or to the mid-winding point of a single-phase AC generator
Nominal value An accepted condition which is a goal or an approximation as opposed to the real
value
OEM manuals Manuals (written instructions) created by an OEM
Oil pump A gear pump driven by the camshaft or crankshaft; The oil pump usually sucks the
oil out of the engine's oil pan through a wire mesh strainer and pumps the oil
through an oil filter before it goes to the bearings.
Oil sampling kit A parts package used to determine the quality of engine oil
Operating instructions Directions included with an engine-generator set that provide information on how
to operate the unit
Overcooling A condition where the coolant temperature will not approach the start to open tem-
perature value of the thermostat under normal engine operation
Overheating An operating condition where coolant temperature exceeds design intent; This may
be caused by a deficiency in the cooling system of by abnormal operating condi-
tions.
Overload power Overload power is that load in excess of rated load which the engine-generator set
is capable of delivering for a specified period of time. It should be recognized that
the voltage, frequency and operating temperature may differ from normal rated val-
TIM-ID: 0000000160 - 009
ues.
Parallel connection An electrical connection in which the input terminal of one element is connected to
the input terminal of another element and the output terminals are similarly con-
nected together, thereby providing two paths for current flow
Parallel operation Two or more generators, or other power sources, of the same phase, voltage and
frequency characteristics supplying the same load
Paralleling The procedure used to connect two or more generators to a common load
Peak shaving Process by which utility customer minimizes utility charges by either generating
power and eliminating excessive demand charges or by shedding load
131345844E 2015-12 | Appendix A | 463

Permanent magnet A ferromagnetic body that maintains a magnetic field without the aid of external
electric current; The most practical material types are alnico, ceramic and rare
earth.
Permanent magnet A generator that has a permanent magnet field, usually rotating; The generator is
generator usually synchronous.
Phase The winding of a generator that determines the number of complete voltage
and/or current sine waves generated per 360 electrical degrees, as in three-phase
Pole, magnetic A part of a magnetic structure; There being two such parts, called a north pole and
a south pole. Since neither pole can exist without the corresponding opposite, they
always are present in pairs. Hence, a generator always has an even number of
poles.
Power The rate of performing work or of expending energy; Typically, mechanical power is
expressed in terms of horse power and electrical power in terms of kilowatts. 1 kW
equals 1.34 HP.
Power factor (PF) (also cos θ);
In AC circuits, the inductances and capacitances may cause the point at which the
voltage wave passes through zero to differ from he point at which the current wave
passes through zero. When the current wave precedes the voltage wave, a leading
power factor results, as in the case of a capacitive load or over-excited synchro-
nous motors. When the voltage wave precedes the current wave, a lagging power
factor results.
The power factor expresses the extent to which voltage zero differs from the cur-
rent zero. Considering one full cycle to be 360 electrical degrees, the difference
between the zero points can be expressed as an angle, θ.
Power factor is calculated as the cosine of θ between zero points and expressed as
a decimal fraction (0.8) or as a percentage (80 %).
It can also be shown to be the ratio of apparent power (kW or VA), divided by the
real power (kVA or W).
Power factor meter An instrument that measures the power factor of the system
Pre-alarm Warning prior to actually actuating the automatic engine safeties to indicate im-
pending shutdown
Prime power An application where the engine-generator set(s) must supply power on a continu-
ous basis and for long periods of time between shutdowns; No utility service is
present in typical prime power applications.
Radiator A type of heat exchangers designed to transfer thermal energy from one medium
to another for the purpose of cooling and heating
Radiator fan Fan on end of the radiator used to push air through the radiator for engine cooling
Radiator shutters A device placed either in front of or behind the radiator to block air flow when not
required
Rain cap A device mounted on the exhaust system with the purpose to preventing rain from
entering the system
Rated power The net electric output a generator can provide continuously when functioning is
designed
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Reactive load sharing The process of regulating excitation which causes the reactive load to be shared
proportionally between engine-generator sets
Reactive power con- This value is the calculated product of the metered generator voltage (VAVG), me-
trol tered generator current (IB) square root of 3 and the sine of the metered phase
angle.
Real load sharing The process of governing which causes the real load (in Watts) to be shared pro-
portionally between engine-generator sets
Regulator Any of various controls or devices for regulating or controlling fluid flow, pressure,
temperature, etc.
464 | Appendix A | 131345844E 2015-12

Relay An electrical switch that opens and closes under the control of another electrical
circuit
Remote annunciator A signaling apparatus not mounted on the engine-generator set, generally used in
conjunction with a buzzer, that displays a visual indication when energized by elec-
tric current
Remote radiator Radiator and fan that is mounted at some distance from the engine; The fan is gen-
erally not directly driven by the engine.
Reserve capacity mi- A standard rating for lead-acid batteries; established by the BCI;
nutes (also referred to as reserve capacity); Battery's ability to sustain a minimum stated
electrical load; It is defined as the time, in minutes, that a lead-acid battery will
continuously deliver 25 A at 27 °C (80 °F) before its voltage drops below 10.5 V.
Reserve volume A volume designed into the deaeration tank to provide a surplus of coolant to off-
set losses that might occur
Resistance The non-reactive opposition which a device or material offers to the flow of direct
or alternating current
Resistive temperature A solid state temperature sensor
device
Rotor The rotating element of a motor or generator
Running time meter Meter that keeps track of the total amount of time an engine-generator set has op-
erated
Selector switch A switch that is used to select among alternatives
Shunt trip A feature added to a circuit breaker or fusible switch to permit the remote opening
of the breaker or switch by an electrical signal
Shutdown To stop operation
Silencer See Muffler.
Software A collection of computer programs, procedures and documentation that perform
some tasks on a computer system
Sound Can be considered both in terms of the sound pressure waves traveling in air (pres-
sures superimposed on the atmospheric pressure) and the corresponding aural
sensation;
Sound can be "structure-borne", that is, transmitted through any solid elastic medi-
um, but is audible only at points where the solid medium "radiates" the pressure
waves into the air.
Sound attenuation Reduction of sound level
Space heater Integral heater used to prevent condensation in electrical equipment
Spec sheet Term referring to MTU Onsite Energy's Engine Data Spec Sheets; These spec
sheets provide specific technical information on different engine-generator sets
(arranged by kW). They can be found online or in engineering guidebooks.
Stabilization A condition where under a controlled operating environment, the coolant, oil, air
and exhaust temperatures will not change regardless of the length of time the unit
is run.
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Standby power supply The power supply that is selected to furnish electric energy when the normal power
supply is not available
Standpipe Deaeration tube located in the integral radiator deaeration tank to vent the radiator
core of gases. Also called “J” tube.
Start-up request form Form that is submitted by the end user of the engine-generator set to the distribu-
tor to initiate the units start up
Start-up validation and Form that is completed by a qualified MTU Onsite Energy technician at the time of
inspection form a unit start up
131345844E 2015-12 | Appendix A | 465

Starter An electric motor that initiates rotational motion in an internal combustion engine
before it can power itself
Static Inactive: not in physical motion
Static head A term used in fluid mechanics to represent the internal energy of a fluid due to the
pressure exerted on its container
Stroke A single action of certain engines; Can also refer to the distance the piston travels.
Suction fan A fan that pulls air through the core
Surge tank See Deaeration tank.
Synchronous genera- A synchronous alternating-current machine that transforms mechanical power into
tor electrical power;
Note:
• A synchronous machine is one in which the speed of normal operation is exactly
proportional to the frequency of the system to which it is connected.
• Unless otherwise stated, it is generally understood that a synchronous genera-
tor (or motor) has field poles excited with direct current or permanent magnets.
TB engine Engine with water-to-air charge-air cooling circuit
TD engine Engine with air-to-air charge-air cooling circuit
Temperature rise The temperature increase over ambient due to load
Temperature stability The ability of the cooling system to maintain coolant temperature at light loads or
drift and/or engine speed or long vehicle drift (coasting); It is an important system
characteristic for good heater operation during cold ambient conditions.
Thermo-regulating Heat actuated valve that limits amount of city or raw cooling water into the system
valve to conserve water and regulate cooling
Thermostat A device that is heat actuated to maintain the circulating water temperature at a
pre-determined level
Thermostatic valve A pressure-balancing shower mixing valve with automatic temperature control;
When temperature or pressure fluctuations occur at the water inlets, a thermal ac-
tuator adjusts the hot and cold ratio to maintain the original temperature setting.
Tier level EPA emission standards and diesel fuel rules for non-road diesel engines in the
Vereinigte Staaten
Top tank See Deaeration tank.
Torque Force required to move a shaft around its axis; It is measured in pounds-feet.
Tractor-driven genera- An electric generator so constructed that its rotor is driven by a power take-off on
tor a farm tractor; Typically referred to as a PTO generator.
Trailer An unpowered vehicle pulled by a powered vehicle
Transient curve The measurement characteristics of a generator's electrical output when placed
under changing loads
Transient response The amount of time required for a generator to return to steady-state electrical out-
put after applying or removing a load
Transient tolerances A window of accepted deviation between theoretical and actual transient curves
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Troubleshooting The identification and resolution of problems, especially problems of a technical

nature
UL 2200 A UL safety standard for stationary engine generator assemblies
Unidirectional current A current which flows in one direction only; Is also called direct current (DC).
Unit mounted radiator A radiator mounted on the engine-generator set
Valve A device that regulates the flow of fluid (gases, fluidized solids, slurries, or liquids)
by opening, closing, or partially obstructing various passageways
Ventilation The circulation air
466 | Appendix A | 131345844E 2015-12

Vibration isolator A resilient support that tends to isolate the engine-generator set from steady state
excitation
Voltage The difference of electrical potential between any two conductors; The unit of volt-
age is Volt (V).
Voltage dip The reduction in voltage resulting from a sudden application of load, usually ex-
pressed as a percentage
Voltage range The span of voltage through which the engine-generator set is capable of being
connected
Voltage regulation The voltage regulation of an engine-generator set is the difference between steady
state no load and steady state full load output voltage expressed as a percentage
of the full load voltage.
Voltage regulator A device which automatically controls the voltage output of a generator at its spe-
cific value
Voltage transient The maximum change in voltage when a specified load is suddenly applied or re-
moved
Warning A signal of danger
Water heater Also tank heater; An appliance for heating water above its ambient temperature
Water pump The pump, driven by the engine crankshaft, that circulates coolant through the en-
gine block, cylinder head and radiator
Water pump inlet The pressure (suction) at the inlet to the water pump when the pressure cap is re-
moved, which represents up-stream restriction
Weatherproof Capable of resisting damage caused by the weather
Wet stack A field term used to describe the condition when unburned hydrocarbons in the ex-
haust gases condense in the exhaust system; This is a result of under utilized pow-
er (typically < 30 % load) on a diesel engine. Unchecked, this condition can lead to
degradation of performance and compromise the integrity of the diesel engine.
Winding An assembly of coils that acts to produce a magnetic flux field or to link a flux field
Wiring harness A pre-assembled group of wires arranged to facilitate interconnection of electrical
circuits
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131345844E 2015-12 | Appendix A | 467

14 Appendix B
14.1 Index
A Battery charger 128
Abbreviations 448 Battery replacement (MGC series) 317
Actuators 56 Biocides 354
Additives Biodiesel 347
– for coolant 340
C
ADEC-ECU8 fault codes 230
Air filter Cabling
– Heavy duty 101 – Check
– Installation 292 – On engine 310
– Removal 292 Check sheet for (re)preservation 407
– Replacement 291 Circuit breakers 130
– Service indicator 293 Cleaning assemblies 401
– Single-stage 99 Climate-compatible packaging 435
Air system 97 – Check and repair 446
Analog voltage regulator 63 – Design 436
Applicability of this publication 326 – Installation 439
Application groups 48 – Instruction sheet for depreservation 434
Approved – Monitoring Sheet 447
– Biocides 354 Combustion chamber
– Coolants, corrosion-inhibiting antifreeze concentrates – Corrosion inhibitor 410
– Represervation intervals 418, 420
– containing silicate 393 Connector
– for cooling systems containing light metal 384 – Cleaning 311
– for cooling systems not containing light metal Control panel MGC Series
388 – Backup battery replacement 317
– silicate-free 395 – Remote annunciator 80, 94
– Coolants, water-soluble corrosion inhibitors Control panel MGC-2000 Series
– for cooling systems containing light metals 381 – Display operations 76
– for cooling systems not containing light metal – General information 69
382 Control panel MGC-3000 Series
– Diesel fuels 355 – Display operations 90
– Engine oils – General information 83
– Multi-grade oils – Category 1 360 Conversion tables 452
– Multi-grade oils – Category 2 365 Coolant
– Multi-grade oils – Category 2.1 371 – Test kit 397
– Multi-grade oils – Category 3 373 – Additives 340
– Multi-grade oils – Category 3.1 376 – Change 299
– Single-grade oils – Category 1 358 – Concentrates 346
– Single-grade oils – Category 2 362 – Corrosion inhibiting antifreeze 340
– Fresh water requirements 339
DCL-ID: 0000041305 - 001
– Heating oil EL 355

Approved cleaning products 398 – General information 337
Approved fluids and lubricants – Laboratory test 342
– Lubricating greases for diesel engine-generator set – Limit values 337
components 379 – Operational monitoring 342
– Lubricating greases for general applications 378 – Overview by Series 380
Automatic start 147 – Requirements 337
Automatic stop 147 – Test kit 342
– Treatment 339
B – Water-soluble corrosion inhibitors 340
Base and mounting system 134
Base frame 134
468 | Appendix B | 131345844E 2015-12

Coolant circuit Engine governor
– Corrosion inhibitor 411 – Checking plug connections 312
– Represervation intervals 418, 420 – Cleaning 311
Coolant level Engine oil
– Check 298 – Change 295
Cooling system 103 – Laboratory analyses 333
Corrosion inhibitor – Oil change intervals 332
– External preservation 414 – Operational monitoring 333
– Generator 415 – Overview Series-based 357
– Internal preservation 410, 411, 413 – Requirements 328
Cylinder head cover – Test kit 333
– Installation 284 – Viscosity grades 331
– Removal 284 Engine oil filter
– Replacement 297
D Engine oil level
Day tank 120 – Check 294
Depreservation Engine packaging 435
– Instruction sheet 434 Engine-generator set
– Prior to operation 433 – Application groups 48
Desiccant 436 – Model designation 48
Diesel fuel → fuel 347 – Standard scope of delivery 50
Digital voltage regulator 65 – Test run 279
Disposal 405 Engine-generator set filled
Documentation requirements 406 – Depreservation 433
Drive belt – Out-of-service period < 1 month 422
– Adjustment 304 – Out-of-service period > 3 months 425
– Condition check 305 – Out-of-service period 1 to 3 months 423
– Replacement 308 – (Re)preservation without operation option 429
– Tension check 306 Engine-generator set unfilled
Dual fuel/water separator 117 – Depreservation 433
– Differential pressure check 287 – Out-of-service period < 1 month 422
– Draining 288 – Out-of-service period > 3 months 427
– Out-of-service period 1 to 3 months 424
E – (Re)preservation without operation option 431
ECU8 fault codes 230 Exercising checks 152
Emergency stop 151 Exhaust silencer 111
Enclosure 135 Exhaust system 110
Engine External preservation
– Barring – Corrosion inhibitor 414
– With starting system 280 – Represervation intervals 418, 420
– Fault codes 230
– Overview 54 F
– Sensors and actuators 56 FAME (biodiesel) 347
Engine cabling Fault codes
– Check 310 – MGC Series digital control panels display 171, 173
Engine coolant – of MTU engine (ADEC-ECU8) 230
– Change 299 – Smart Connect display 170
DCL-ID: 0000041305 - 001
– Check Flushing and cleaning specifications for engine coolant

– Level at filler neck 298 circuits
– Level with level sensor 298 – Approved cleaning products 398
– Draining 300 – Cleaning assemblies 401
– Filling 301 – Coolant circuits contaminated with bacteria, fungi or
– Jacket water heating system 108 yeast 402
– Preheating system 108 – Engine coolant circuits
Engine coolant level – Cleaning 400
– Check 298 – Flushing 399
Engine coolant pump – General information 397
– Relief bore check 303
131345844E 2015-12 | Index | 469

Fuel L
– Approved fuels 355 Laboratory analyses
– Heating oil EL 351 – Engine oil 333
– Laboratory analysis 352 Laboratory analysis
– Operational monitoring 352 – Fuel 352
– Requirements 347 Laboratory test
– Supplementary additives 354 – Coolant 342
– Test kit 352 – Fresh water 342
Fuel cooler 119 Lifting instructions 22
Fuel filter Lockout/tagout procedure 19, 138
– Replacement 286 Low-sulfur diesel fuel 347
Fuel prefilter Lubricants for four-cycle engines
– Dual fuel/water separator 117 – Lubricating greases 336
– Single fuel/water separator 115 Lubricating grease
Fuel system 113 – ATS 379
– Corrosion inhibitor 413 – Coolant cooler 379
– Day tank 120 – Generator 379
– Sub-base tank 122 M
– Venting 285 Maintenance schedule
Fuels – Maintenance tasks 278
– Microorganisms 354 – Matrix 277
Functional description 47 – Preface 275
Manual start 149
G
Manual stop 150
Generator MGC Series
– Analog voltage regulator 63 – Remote annunciator 80, 94
– Check 313 MGC series
– Corrosion inhibitor 415 – Backup battery replacement 317
– Digital voltage regulator 65 MGC Series digital control panels
– General information 58 – List of fault codes 173
– Greasing antifriction bearing 315 – Recording fault codes 171
– Represervation intervals 421 MGC-2000 Series
– Wiring check 314 – Display operations 76
Glossary 456 – General information 69
MGC-3000 Series
H
– Display operations 90
Heating oil EL 351, 355 – General information 83
Heavy duty air filter 101 Microorganisms in fuel 354
Humidity indicator 436 Model designation 48
Monitoring Sheet for climate-compatible packaging 447
I
Inhibitor concentration 411 N
Initial operation corrosion inhibitor 410 Non-engine components
Initial preservation 406 – Corrosion inhibitor 415
Instruction sheet for depreservation 434 – Represervation intervals 421
Internal preservation – Storage conditions 421
DCL-ID: 0000041305 - 001
– Corrosion inhibitor 410, 411, 413 Notes on use of the preservation specifications 403
O
J
Oil circuit
Jacket water heater 108 – Corrosion inhibitor 410
– Heating element check 320 – Represervation intervals 418, 420
– Hoses check 322
– Tank check 320 P
– Thermostat replacement 318 Packaging 435
Jacket water heating element Preservation 326
– Wiring check 319 Preservation, see (Re)preservation 406
470 | Index | 131345844E 2015-12

Preservatives 406 T
– Approval 409 Tagout procedure 19, 138
– Safety instructions 405 Test kit
– Test standards 409 – Coolant 342, 397
Putting into operation 143 – Engine oil 333
Putting out of operation 154 – Fuel 352
Test run 279
R
Transport 22
Radiator 106 Troubleshooting by symptoms 165
– Check the core for leaks and contamination 323 Types of packaging 416, 435
– Core face cleaning 324
Relief bore U
– Engine coolant pump - Check 303 Unit-mounted radiator 106
Remote annunciator 80, 94 Unlocking procedure 141
(Re)preservation User instructions 326
– Check sheet 407
– Definition 406 V
– Initial preservation 406 Validity of the preservation specifications 403
Represervation intervals 416 Valve clearance
– Combustion chamber 418, 420 – Adjustment 281
– External preservation 418, 420 – Check 281
– Filled media circuits 418 Vegetable oil 347
– Generator 421 Voltage regulator 63, 65
– Interpretation examples 417
– Starter battery 421 W
– Unfilled media circuits 420 Warranty 403
(Re)preservation with operation option
– Engine-generator set filled 422, 423, 425
– Engine-generator set unfilled 422, 424, 427
(Re)preservation without operation option
– Engine-generator set filled 429
– Engine-generator set unfilled 431
S
Safety instructions 405
Sensors 56
Short service interruption 422
Single fuel/water separator 115
– Draining 288
Single or dual Fuel/water separator
– Filter element replacement 289
Single or dual fuel/water separator
– Filter element replacement 289
Single-stage air filter 99
Smart Connect 124
– Fault codes 170
Special packaging, see Climate-compatible packaging 435
DCL-ID: 0000041305 - 001
Starter batteries 126
– Charger 128
Starter battery
– Represervation intervals 421
Stop
– Emergency 151
– Manual 150
Storage conditions 416, 421
Storage stability of coolant concentrates 346
Sub-base tank 122
Supplementary additives
– Fuel 354
131345844E 2015-12 | Index | 471

472 | | 131345844E 2015-12
15 Preparation and Startup Information
15.1 A - Initial Start-Up Validation and Commissioning Request Form ............................................................................................ 475
15.2 B - MTU Engine-Generator-Set Installation Validation Checklist ............................................................................................... 477
15.3 C - MTU Engine-Generator Set Commissioning and Validation Checklist .............................................................................. 481
15.4 Two (2) Year 3000 Hour Basic Standby Limited Warranty_OE-M-GEN-S-006 ...................................................................... 485
15.5 MTU Onsite Energy Registration ........................................................................................................................................................... 489
131345844E 2015-12 | Preparation and Startup Information | 473

474 | Preparation and Startup Information | 131345844E 2015-12
15.1 A - Initial Start-Up Validation and Commissioning Request
Form
A - Initial Start-Up Validation and

Commissioning Request Form
Requested Date: First Visit Follow-up Visit
Instructions Start-Up Validation Checklist

This form must be completed by the owner/contractor to
ensure proper installation of the engine-generator set prior Unit set in final location
to scheduling a start-up date and to request start-up service
from an authorized MTU Onsite Energy distributor or Radiator ducted to air discharge louvers
regional service center.
Requestor Intake and discharge air louvers installed and wired (if
applicable)
Project Name
Requestor Name Unit filled with oil to proper level
Site Address Unit filled with coolant to proper level
Battery filled and fully charged

Requestor Telephone
Battery charger mounted with AC and DC wiring
Requestor E-mail
Block heater wired to correct AC power supply
Engine-Generator Set Nameplate
Model Number Switch gear / Transfer switch connections made
Serial Number
All other AC and DC electrical connections made
Rating
HZ KW Fuel inlet and return lines run between the unit and fuel
storage system
kVA Volts
Phase Amps/ Fuel storage system filled with sufficient quantity for
Terminal commissioning
Engine
Exhaust system properly installed and supported
Model Number
Serial Number Radiator and engine-generator set room is free of debris
Fuel Type Permission for use of site load or request load bank
Diesel NG LP Vapor Liquid LP
Other
Transfer Switch / Switch Gear
Manufacturer
Model Number
Serial Number
Utility Service NOTE:

If the tasks on this checklist are not adequately completed upon
TIM-ID: 0000002916 - 006
Volts Phase arrival of the authorized MTU Onsite Energy technician or for
reasons beyond MTU Onsite Energy’s control, an additional start-
Phase Rotation AMPS up charge may be incurred. Please re-submit request form A
when items are addressed.
Load Bank Completed by

(signature):
Load Bank Request Yes No Name:
Capacity Date:
V-599-1403

TIM-ID: 0000002916 - 006

15.2 B - MTU Engine-Generator-Set Installation Validation Checklist
B - MTU Engine-Generator Set Installation

Validation Checklist
Instructions Safety Requirements

This form must be completed and signed by an MTU Onsite
Energy certified technician in order for coverage under the MTU Commissioning performed by qualified personnel
Onsite Energy Limited Warranty. This checklist includes the
physical installation and pre-start up reviews for open and All personal protection equipment is available and
enclosed engine-generator sets. functional
Ensure hot part safety decals/guards are present
Upon completion, three signed copies of this form B must be
distributed within 30 days to: 1) Distributor/Dealer, 2) owner and Ensure engine operation is inhibited
3) attached to cover letter with Form C to MTU Onsite Energy Engine-generator set is free from debris, parts and tools
regional warranty department. Remove any shipping blocks installed
Requestor No loose materials near engine-generator set
Project Name Air ducts clear and clean
Requestor Name Access & egress routes unobstructed & labeled
Site Address Control & maintenance positions unobstructed

Room secure - no unauthorized access
Engine-generator set leveled - mounting bolts secure
Requestors Telephone
Pipelines and cables are secure with no trip hazards
Requestors E-mail Overhead obstructions clearly marked and labeled
Engine-Generator Set Nameplate Electrical bonding complete
Lockout/Tagout/Start-up procedures in place
Model Number
Serial Number
Rating
HZ KW
kVA Volts
Amps/
Phase
Terminal
Engine Engine Room Requirements- Open Power Units
Engine room is located as close as practical to the main
Model Number consumer
Space for maintenance is left around engine-generator set
Serial Number Engine-generator set installed in a fire resistant room‡
Engine-generator set room equipped with a dry chemical
Fuel Type fire suppression system‡
Diesel NG LP Vapor Liquid LP Battery powered back-up lights available
Transfer Switch / Switch Gear Adequate protection against extreme weather
Manufacturer
Model Number
TIM-ID: 0000002917 - 006
Serial Number
Utility Service Engine-Generator Set Room Ventilation

Volts Phase Intake and exhaust opening properly sized and louvers
installed (if required)
Phase AMPS Flexible duct section installed
Rotation
Radiator duct properly sized to louver
Proper air flow direction past alternator and then the engine
Engine room inlet air filter is in place
Weather/Animal guard is fitted to intake and outlet
V-600-1403 Page 1 of 4

Self-contained Engine-Generator Set Ventilation Heat exchanger & cooling tower systems
Engine-generator set intake positioned away from Expansion tank is of adequate size
obstruction to airflow
Overflow is clear and routed to avoid spillage
Radiator discharge positioned away from prevailing winds
Static head is within system capability
Sufficient clearance around self-contained engine-
Engine-generator set vent pipes routed upwards toward
generator set for airflow
expansion tank
Cooling System Fuel cooler installed (if supplied)
Coolant meets published specifications/requirements
Pipelines avoid air locks - air bleed valves provided
Coolant type and concentration
Pipelines isolated from engine-generator set vibration
Radiator filled to the proper level
Pipelines complete, cleaned, tested & painted
Switch on block heater / circulating pump and check
function Secondary cooling system is complete
Cooling tower make up supply is complete
Base-mounted Radiator Auxiliary supply to fans correctly installed
Radiator clean, free from obstruction All proper electrical connections made
Radiator air outlet connected to outlet duct
Check for possibility of hot air recirculation
Access to coolant fill cap clear
radiator expansion tank
Pipelines secure and undamaged
Overflow clear and routed to avoid spillage
Remote-mounted Radiator System

Expansion tank is of adequate size Mounting / Foundation
Overflow clear and routed to avoid spillage Engine-generator set installed on resilient mounts
Static head is within system capability Static deflection area of mounts not blocked by components
Surface is level
radiator expansion tank Support structure is adequate to support engine-generator set
weight
Fuel cooler installed (if supplied)
Engine-generator set is supported at each mount hole location
Avoid air locks in pipelines- air bleed valves provided
Pipelines isolated from generator set vibration
Pipelines complete, cleaned, tested & painted Gas Fuel System
Auxiliary supply to fans, pumps correctly installed
Proper gas supply pressure (in. H2O)
All proper electrical connections made
Record static reading
TIM-ID: 0000002917 - 006
Dedicated gas supply line of proper size and material

Check for gas filter / screen
Check gas solenoid valve operation
Check supply lines for leaks
Check manual shut-off valve operation and labeled
V-600-1403 Page 2 of 4

Diesel Fuel System Exhaust System

Adequate, dedicated and minimal restricted fuel supply Flexible connectors installed at engine exhaust outlet
lines
Flexible connectors installed correctly
Adequate room is left for fuel tank inspections
Exhaust line condensate trap with drain installed
Tank is not over-filled
Specified silencer installed and secure
Tank is not in the vicinity of exhaust or other heat sources
Heat-isolating thimble(s) installed through walls
Fuel cooler plumbed and wired correctly (if required)
Exhaust system not exceeding maximum allowable back
Fuel returns to fuel tank without restriction, proper sized pressure limit
pipe
Exhaust piping diameter properly sized for length of run
Fuel lines free from tension, chafing or kinking (proper
No diameter reductions downstream on exhaust pipes
material)
All exhaust system weight is properly supported
Flexible lines installed in fuel system
Proper pipe wall thickness is maintained
Fuel prefilter installed before engine inlet (if required)
Exhaust lines are properly insulated (if required)
Electronic pump used from main storage to day tank
Exhaust installed with a downward pitch to outlet
Day tank controls / pumps installed (when required)
Exhaust line protected from natural elements (rain cap
Fuel transfer pump connected to emergency power
installed when required)
Level indicator used for checking tank contents
Exhaust gas prevented from re-entry to building
Leak sensors are in place (if required)
Individuals are protected from high temperature exhaust parts
All proper control and sensor connections made
Hot parts safety decals/guards are present
Spill containment procedure in place per code
Flu/thimble is designed and installed properly
Lube-Oil System Starting System

Oil meets published specifications/requirements Battery charger properly installed and wired
Lube-oil type Batteries properly installed and wired
Engine is filled with oil to proper level Cable routing is routed to avoid mechanical damage
No oil leaks present Battery is located near starter, shortest cable run as possible
Flexible lines installed in make-up lube-oil system (if Engine Management System - Engine Governor
installed)
Engine Control Unit box is free of damage
Engine Control Unit box is securely mounted to engine
Electrical connections securely fastened
Grounding
Engine and generator are connected to ground via an
equipotential bonding strip on the base
TIM-ID: 0000002917 - 006
V-600-1403 Page 3 of 4

Electrical & Control Systems Comments that may affect successful start-up and
commissioning of engine-generator set, identify
Control cables routed in separate conduits from phase leads
system (attach additional pages if necessary):
Engine-generator set controls energized and functional
Software version of engine-generator set controller
recorded
All LED’s on panel illuminate when LED test is pressed
Not-in-Auto LED alarm, if equipped, is functional
Remote annunciator wires to and from the engine-
generator set controller installed per drawing and secured
Emergency stop control operational
All other connections clean and secure
Engine-Generator Set / Switchgear / Transfer Switch

Cables installed to correct torque specification
Phase cables to switchgear / transfer switch are correctly sized
and clearly identified
Switchgear protection settings checked (if applicable)
Utility sensing commissioned for paralleling systems
All other connections clean and secure
Electrical General
All connections clean and secure
Test certificates available for all cables
Utility service breaker capacity verified
Small power & lighting circuits operational
‡This Disclaimer contains important information regarding fire

protection equipment that can be used in an engine-generator set
room, but is not supplied by MTU Onsite Energy Corporation.
Please read it carefully. MTU Onsite Energy Corporation makes no
warranties or representations of any kind concerning the fire
resistance or suitability of the room the engine-generator set is
installed in or if the fire suppression system installed in the engine-
generator room is adequate or appropriate. MTU Onsite Energy Completed by
Corporation makes no representations or warranties as to whether (signature):
the room the engine-generator set is installed in, or the fire
suppression system installed in the engine-generator set room are Print Name:
fit for their purpose. In no event shall MTU Onsite Energy
Corporation, its employees or agents be liable for any direct, Company:
indirect or consequential damages arising from any injuries or
losses related to the room the engine-generator set is installed in or Date:
TIM-ID: 0000002917 - 006
from the fire suppression system installed in the engine-generator

Note: Completion of this checklist does not relieve the installer of
set room. contract obligations.
V-600-1403 Page 4 of 4

15.3 C - MTU Engine-Generator Set Commissioning and Validation
Checklist
C - MTU Engine-Generator Set Commissioning
and Validation Checklist
Instructions Pre-Start System Checks

This form must be completed and signed by an MTU Onsite
Energy certified technician in order for coverage under the Safety Requirements
MTU Onsite Energy Limited Warranty. This start-up
validation checklist includes the commissioning and start-up Commissioning performed by qualified personnel
validation for open and enclosed engine-generator sets. All personal protection equipment is available and functional
If the start-up validation is not started within 72 hours of Ensure hot part safety decals/guards are present
completion of the installation validation check then, a new Ensure engine operation is inhibited
installation validation check must be completed with the new
date indicated in Form B. Engine-generator set is free from debris, parts and tools
Remove any shipping blocks installed
Upon completion, three signed copies of form C must be No loose materials near engine-generator set
distributed within 30 days to: 1) Distributor/dealer, 2) owner
and 3) attached to cover letter with Form B to MTU Onsite Air ducts clear and clean
Energy regional warranty department. Access & egress routes unobstructed & labeled
Requestor Control & maintenance positions unobstructed
Project Name Room secure - no unauthorized access
Requestor Name Engine-generator set leveled - mounting bolts secure
Site Address Pipelines and cables are secure with no trip hazards
Overhead obstructions clearly marked and labeled
Electrical bonding complete
Requestors Telephone Lockout/Tagout/Start-up procedures in place
Requestors E-mail
Engine-Generator Set Nameplate

DANGER: To avoid injury from over-speed testing, stand clear of
Model Number
Serial Number
Rating
HZ KW
kVA Volts
Amps/
Phase
Terminal
Generator Cooling System
Phase Rotation Radiator filled to the proper level
Open all water valves
Engine
Radiator cap is temporarily removed (purge air)
Model Number
Belts have proper alignment and tension
Serial Number
Fuel Type
Diesel NG LP Vapor Liquid LP
Transfer Switch / Switch Gear Lube-Oil
TIM-ID: 0000002918 - 006
Manufacturer Engine is filled with oil to proper level

Model Number Turbocharger oil supply and drain lines secure
Serial Number
Utility Service
Volts Phase
Phase Rotation AMPS
V-601-1403 Page 1 of 4

Gas Fuel System Adjust the AC output voltage to match the utility voltage using
Isolating valves correctly positioned the voltage adjusting control
Regulator set to correct pressure Check for oil, coolant, and exhaust leaks/recirculation
Gas leak detection equipment operational Check temperature on city water-cooled models and adjust the
Shut-off devices operational thermostatic valve as necessary
Leak test complete Manually bring engine to over-speed condition (if applicable) to
cause shutdown*
Purging complete
Verify the engine-generator set shuts down when engine oil
pressure drops below limit
Diesel Fuel System Verify the engine-generator set shuts down when coolant
Main Storage Tank (if applicable)
temperature goes above limit
Isolating valves correctly positioned
Check the over-crank shutdown*
Transfer pump & controls operational
Check and verify any additional protective devices. List:
Pipeline / tank heating system operational
___________________________________
Fuel level monitoring system operational
___________________________________
Check for leaks
___________________________________
Main storage tank secure
Engine-generator set engine control switch in the OFF/RESET
position
Day Tank (if applicable)
Engine-generator set main circuit line breaker CLOSED
Isolating and solenoid valves checked
Place engine-generator set engine control switch in the RUN
Tank filled position
Tank heating system operational Check the engine-generator set voltage, frequency and phase
Spillage containment & alarms operational sequence on three-phase models. The engine-generator set
Transfer pump operational must match utility source and load
Check for leaks Place engine-generator set engine control switch in the
OFF/RESET position
Fire valves present‡
Permission must be obtained from the building authority before
transfer switch test is performed
Test transfer switch
Fire Alarm / Suppression System Record the current phase for the three phase systems
Fire alarm / suppression system operational
A ..............B ............. C .............
Preparation for Running Checks
Set the engine-generator set exerciser with load to the
Unlock/Untag automatic transfer switch
customer’s required exercise period, if equipped
Unlock/Untag battery
Verify that all options on the transfer switch are adjusted and
Unlock/Untag engine-generator set controls functional to the customer’s requirements.
Unlock/Untag battery charger Record transfer switch delay settings:
Engine-generator set main circuit line breaker OPEN TDES (Time Delay to Engine Start) sec
TNE (Time Delay Normal to Emergency) min
Running Checks (record on chart) TDN (Time Delay to Normal) min
Engine-generator set engine control switch in the RUN TDEC (Time Delay Engine Cool down) min
position. Start engine and verify whether there is
sufficient oil pressure
Allow engine to run for 5 minutes
TIM-ID: 0000002918 - 006
Check coolant level, add as necessary and reinstall cap

Allow engine to run for at least 20 minutes and check
engine operating temperature
Check the battery charger voltmeter and ammeter for
battery charging indication
If the speed is unstable, adjust* to specifications
V-601-1403 Page 2 of 4

In phase monitor to customer requirements Paralleling switchgear (if applicable)

Auxiliary supplies energized
On Indications correct
Off All covers in position
Engine-generator set load provided by
Building *Some models with electronic engine controls may limit or prohibit
adjusting the engine speed or testing shutdowns. †DANGER: To
Load banks
avoid injury from over-speed testing, stand clear of engine-generator
set.
Gas fuel type (if applicable)
‡This Disclaimer contains important information regarding fire
Verify specified gas pressure available at the fuel inlet. protection equipment that can be used in an engine-generator set
Record running pressure and unit of measure room, but is not supplied by MTU Onsite Energy Corporation. Please
read it carefully. MTU Onsite Energy Corporation makes no
..................................................................................... warranties or representations of any kind concerning the fire
Perform a proper fuel system setup with a wide range O2 resistance or suitability of the room the engine-generator set is
sensor. Record air fuel ratio (AFR): installed in or if the fire suppression system installed in the engine-
NO LOAD _____________________________ generator room is adequate or appropriate. MTU Onsite Energy
Corporation makes no representations or warranties as to whether
BUILDING LOAD or FULL LOAD ___________ the room the engine-generator set is installed in, or the fire
suppression system installed in the engine-generator set room are fit
With load bank _________________________
for their purpose. In no event shall MTU Onsite Energy Corporation,
If Building Load used ____________________ its employees or agents be liable for any direct, indirect or
consequential damages arising from any injuries or losses related to
the room the engine-generator set is installed in or from the fire
suppression system installed in the engine-generator set room.
Notes (attach additional pages if necessary):
...............................................................................................................................................................................
...............................................................................................................................................................................
...............................................................................................................................................................................
...............................................................................................................................................................................
...............................................................................................................................................................................
...............................................................................................................................................................................
...............................................................................................................................................................................
...............................................................................................................................................................................
...............................................................................................................................................................................
...............................................................................................................................................................................
TIM-ID: 0000002918 - 006
...............................................................................................................................................................................
...............................................................................................................................................................................
...............................................................................................................................................................................
...............................................................................................................................................................................
V-601-1403 Page 3 of 4

Running Checks:
Unless otherwise specified by local or state regulations, run the engine-generator set at full expected system load
(no less than 75% of nameplate rating) for at least two hours. Record data at 15 minute intervals.
ge
, A tput
, A tput
, A tput
cy put
s
ºF
ºF
(D ger
Vo Volta
era oom
mp
mp
mp
,H
t
I
ha Ou
ha Ou
ha Ou
qu Ou
e,
e,
C)
PS
era k
r
re, l
ay
Vo Cha
lts
tur
tur
mp an
i
mp nt R
O
or
A P rator
B P rator
C P rator
Fre ator
en
Mi me
fD
se
se
se
Te p T
tes
Pr ine
lts
rat
ry
su
bie
eo
i
r
nT
To
tes
nu
g
ne
ne
ne
ne
ne
tte
es
En
Am
Tim
Ge
Ge
Ge
Ge
Ge
Ru
No
Ba
Te
Customer acknowledgement (literature & instructions)

Verify that the customer has the appropriate engine/engine-generator set and transfer switch literature. Instruct the
customer in the operation and maintenance of the power system
I received instructions on
Please print name of person receiving instructions and have them sign Date
Completed by (signature):
Print Name:
Company:
Date:
Note: Completion of this checklist does not relieve the installer of contract obligations.
TIM-ID: 0000002918 - 006
V-601-1403 Page 4 of 4

15.4 Two (2) Year 3000 Hour Basic Standby Limited Warranty_OE-
M-GEN-S-006
STANDBY LIMITED WARRANTY
Two (2) Year / 3,000 Hour Basic
LIMITED WARRANTY
Your MTU Onsite Energy product has been manufactured and inspected with care by experienced craftspeople. If
you are the original consumer, MTU Onsite Energy warrants, for the limited warranty period indicated below, each
product will be free from defects in materials and workmanship, and will perform under normal use and service
from valid start-up performed by MTU Onsite Energy. This Limited Warranty shall apply only when the product has
been properly installed, serviced, and operated in accordance with the applicable MTU Onsite Energy instruction
manuals. If this Limited Warranty applies, the liability of MTU Onsite Energy shall be limited to the replacement,
repair, or appropriate adjustment of the product, at MTU Onsite Energy’s option. This Limited Warranty does not
apply to malfunctions caused by normal wear and tear, or by damage, unreasonable use, misuse, repair, or
service by unauthorized persons.
LIMITED WARRANTY PERIOD
Engine Generator Set: Parts and labor for twenty-four (24) months will begin with the first commissioning of the
product(s). In all cases, the warranty period will expire not later than thirty-six (36) months from the date of
shipment ex-works MTU Onsite Energy or after 3,000 operation hours, whichever occurs first. Accessories: Parts
and labor for one (1) year from date of shipment. For a description of accessories and items excluded from this
Limited Warranty, review the listings below.
LIMITED WARRANTY CONDITIONS
Before there is any protection under this Limited Warranty, the distributor must: (1) complete the MTU
Onsite Energy Warranty and the Start-Up Validation and Pre-Inspection form, and return them to MTU
Onsite Energy within 60 days of the start-up date, and (2) complete the engine registration form and
return it to the manufacturer as stated in the instructions with engine registration form (when
applicable). In addition, this Limited Warranty is not valid or enforceable unless: (1) all supporting maintenance
records are kept on file with the end user and made available upon request from factory, (2) the generator set is
routinely exercised in accordance with operating instructions, and (3) the installation meets the general
guidelines, standards, recommendations (as laid out in the Installation Guide provided with the product), and all
local standards and codes applicable in the location of installation.
Engine generator sets that are stored by Owner / Buyer longer than 180 days from date of shipment are subject
to special requirements. Contact MTU Onsite Energy’s Service Center for instructions.
TO OBTAIN WARRANTY SERVICE
Warranty service may only be performed by MTU Onsite Energy authorized service providers. Service provided
by unauthorized persons will void this Limited Warranty. Non-MTU Onsite Energy replacement part(s)
will void this Limited Warranty. Contact your nearest MTU Onsite Energy Service Representative to obtain
warranty service. For assistance in locating your nearest authorized service representative, see contact
information at the bottom of this page.
TIM-ID: 0000076812 - 001
THIS WARRANTY IS IN LIEU OF ALL OTHER WARRANTIES EXPRESS OR IMPLIED. NO WARRANTIES SHALL
BE IMPLIED OR OTHERWISE CREATED UNDER THE UNIFORM COMMERCIAL CODE, INCLUDING BUT NOT
LIMITED TO A WARRANTY OF MERCHANTABILITY OR A WARRANTY OF FITNESS FOR A PARTICULAR
PURPOSE.
MTU ONSITE ENERGY SHALL NOT BE LIABLE FOR ANY CLAIM GREATER IN AMOUNT THAN THE
PURCHASE PRICE OF THE PRODUCT AT ISSUE, AND IN NO EVENT SHALL MTU ONSITE ENERGY BE LIABLE
OE-M-GEN-S-006 2014-01
// Page 1 of 3

FOR ANY SPECIAL, INDIRECT, OR CONSEQUENTIAL DAMAGES. STATE LAWS REGARDING THE RIGHTS OF
CONSUMERS MAY VARY FROM STATE TO STATE.
1. The following items are not considered nor will they be covered under this Limited Warranty. If there are
questions as to coverage under this Limited Warranty, it is advisable to contact the factory in advance of filing
a claim.
a. Battery or batteries of any type or kind. The battery manufacturer’s warranty, if any, is the only warranty
that applies to batteries. Any warranty claim should be handled with the manufacturer according to its
policies.
b. Adjustments to fuel systems or governor system at time of start-up or any time after. A warranty claim for
such adjustments is acceptable only when a defective part has been replaced, returned to the factory,
and approved as defective.
c. Normal maintenance costs, including but not limited to adjustments, loose and/or leaking fittings or
clamps, and tune-ups performed during start-up or anytime thereafter.
d. Due to shipping, manufacturer is not responsible for loose connections. All connections must be checked
at time of start-up.
e. Non-MTU Onsite Energy replacement part(s) will void this Limited Warranty.
f. Products that are modified in any form without the written consent of MTU Onsite Energy will void this
Limited Warranty.
g. Shipping damage of any type.
h. Any installation errors or damage of the equipment when shipped as ordered.
i. Any overtime travel or labor to make repairs under warranty.
j. Any special access fees required to gain access to MTU Onsite Energy equipment, including but not
limited to any training or safety policy requirements to gain access.
k. Additional costs associated with inaccessible installations, including but not limited to removal and
reinstallation of the generator set.
l. Rental equipment used during warranty work including but not limited to generators, rigging equipment
such as a crane or boom truck, load banks, and special test equipment above factory requirements.
m. Excess mileage charges. Any authorized service provider may perform warranty service anywhere, but will
only be paid for mileage expenses from the nearest service center and limited to 400 miles / 644
Kilometers round-trip.
n. Any equipment not factory approved and engineered for use on MTU Onsite Energy products. This
includes but is not limited to aftermarket items such as special fuel systems, enclosures, exhaust
systems, or switch gear that had been sought out and quoted by a third party to be included in billing of
the MTU Onsite Energy equipment.
o. Misuse or abuse during installation and thereafter.
p. Normal wear and tear, maintenance, and consumable items that are not required as part of a warranty
repair. Consumable items include but are not limited to belts, hoses, coolant, oil, filters, and fuses.
q. Acts of nature or acts of God such as lightning, wind, flood, tornado, hurricane, or earthquake.
r. Any damage due to situations beyond the control of the manufacturing of the product or workmanship of
the product.
s. Installation or operation outside the guidelines as stated in the Installation Guide and Owner’s Manual.
t. Diesel engine “Wet Stacking” due to lightly loaded diesel engines.
TIM-ID: 0000076812 - 001
u. Misapplication of the equipment such as usage outside the original design parameters as stated on the
nameplate of the equipment.
v. Travel expense on portable equipment.
w. Trailer lights, wiring, and brakes.
OE-M-GEN-S-006 2014-01
// Page 2 of 3

x.More than one trip to the job site because a service vehicle was not stocked with normal service parts.
y.Lodging expense of person(s) performing service, unless approved in advance by factory.
z.Engine fluids.
aa.
Units purchased at the standby power rating that are being used in a prime power application.
ab.
Any repair labor time that is determined to be excessive, e.g., two or more people performing a one-
person job.
ac. Any expenses associated with investigating performance complaints in which no defect is found.
ad. Any associated costs for replacing components that are found not to be defective.
ae. Any adjustments covered in the start-up and inspection forms that are to be completed during start-up.
2. The accessories that are limited to one (1) year parts and labor from date of shipment include but are not
limited to:
a. Cords, receptacles, and cord reels
b. Gas flex pipes
c. Housing lights, space heaters, and associated equipment
© MTU Onsite Energy. Subject to alteration due to technological advances.

TIM-ID: 0000076812 - 001
100 Power Drive / Mankato, MN 56001 / 800-325-5450
MTU Onsite Energy

OE-M-GEN-S-006 2014-01

TIM-ID: 0000076812 - 001

15.5 MTU Onsite Energy Registration
Important MTU Onsite Energy Registration
Please complete the MTU Onsite Energy registration using one of the following
methods:
Please complete the MTU Onsite Energy product registration at:

http://registration.mtuonsiteenergy.com
Or
Please complete and return the MTU Onsite Energy product registration
card found below to MTU Onsite Energy.
The product registration details are used to communicate after sales and logistics
support (spare parts, documentation updates, etc.)
(Complete and detach the Product Registration Card below)
__________________
__________________
__________________
Postcard
MTU Onsite Energy Corporation

P.O. Box
TIM-ID: 0000001680 - 001
100 Power Drive

Mankato, MN 56002

Important MTU Onsite Energy Registration
(Complete and detach the Product Registration Card below)
Quality is extremely important to MTU Onsite Energy and we want to hear from you. Please take the time to tell us what
you think about MTU Onsite Energy products.
Generator Set Serial Number: ____________________Date generator set was received:_________ Date installed:_________
Contact Name:___________________Contact Number:_________________E-mail :_________________________________
Describe your level of satisfaction with each of the following:
Excellent Very Good Good Satisfactory Unsatisfactory N/A
Timely Receipt of Product:      
Product Installation:      
Start-up:      
Ease of Operation:      
Overall Product Quality:      
Did you receive the following?

Yes No
Warranty Validation Form:  
Product Installation:  
Start-up:  
Ease of Operation:  
Overall Product Quality:  
Describe the quality of the following:

Excellent Very Good Good Satisfactory Unsatisfactory N/A
TIM-ID: 0000001680 - 001
Operation & Maintenance

Manual:      
Installation & Operation:
Guide:      
Will you purchase MTU Onsite Energy products in the future? Yes / No
Will you recommend MTU Onsite Energy products in the future? Yes / No
What MTU Onsite Energy product changes would you recommend?_______________________________________________________________
What value-added products and services would you like to see MTU Onsite Energy Offer?_____________________________________________
Additional Comments:___________________________________________________________________________________________________
_____________________________________________________________________________________________________________________
_____________________________________________________________________________________________________________________
Please contact MTU Onsite Energy at 800.325.5450 with any questions or concerns.
Thank you for taking the time to complete the Product Registration & Customer Satisfaction Survey.

16 Drawings
16.1 Panel Front 816-Q-1313458-F .................................................................................................................................................................. 493
16.2 Panel Back 816-Q-1313458-B ................................................................................................................................................................... 495
16.3 Engine 816-Q-1313458-E ........................................................................................................................................................................... 497
16.4 Generator 816-Q-1313458-G ..................................................................................................................................................................... 499
16.5 Dimensional Drawing DS600D6SWA(12V1600)L0-MI-439 ......................................................................................................... 501
131345844E 2015-12 | Drawings | 491

492 | Drawings | 131345844E 2015-12
16.1 Panel Front 816-Q-1313458-F
TIM-ID: 0000103714 - 001
131345844E 2015-12 | Drawings | 493

TIM-ID: 0000103714 - 001
494 | Drawings | 131345844E 2015-12
16.2 Panel Back 816-Q-1313458-B
TIM-ID: 0000103713 - 001
131345844E 2015-12 | Drawings | 495

TIM-ID: 0000103713 - 001
496 | Drawings | 131345844E 2015-12
16.3 Engine 816-Q-1313458-E
TIM-ID: 0000103711 - 001
131345844E 2015-12 | Drawings | 497

TIM-ID: 0000103711 - 001
498 | Drawings | 131345844E 2015-12
16.4 Generator 816-Q-1313458-G
TIM-ID: 0000103712 - 001
131345844E 2015-12 | Drawings | 499

TIM-ID: 0000103712 - 001
500 | Drawings | 131345844E 2015-12
16.5 Dimensional Drawing DS600D6SWA(12V1600)L0-MI-439
TIM-ID: 0000103710 - 001
131345844E 2015-12 | Drawings | 501

TIM-ID: 0000103710 - 001
502 | Drawings | 131345844E 2015-12

Manual S1600

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Manual S1600

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Operation and Maintenance

Order No. 131345844

© 2015 Copyright MTU Onsite Energy Corp.

131345844E 2015-12 | Preface | 3

4 | Preface | 131345844E 2015-12

4.10 Fuel System 113

4.5.3 Remote annunciator for MGC Series 80

4.7 Air System 97

131345844E 2015-12 | Table of Contents | 5

9 Maintenance – Maintenance Schedule Matrix 10.6 Radiator 323

10.2.14 Engine oil filter ‒ Replacement 297

6 | Table of Contents | 131345844E 2015-12

12.2 Preservation and Represervation 406 13 Appendix A

12.3.1 Requirements for preservatives 409

131345844E 2015-12 | Table of Contents | 7

DCL-ID: 0000041305 - 001

8 | Table of Contents | 131345844E 2015-12

System Installation and Commissioning

131345844E 2015-12 | Safety | 9

Keep this Manual near Engine for Personnel [QL1]

General Responsibilities of Owners and Operators and MTU Technicians [QL1]

10 | Safety | 131345844E 2015-12

Safe Engine Servicing

131345844E 2015-12 | Safety | 11

Post-Service, Preparing to put Engine back in Service and to Start Engine

• Check battery polarity before connecting the cables to the battery.

12 | Safety | 131345844E 2015-12

Use of Compressed Air

Safe Use of Tools and Equipment

Working from Heights

• Never use pressurized lines for climbing or support.

131345844E 2015-12 | Safety | 13

14 | Safety | 131345844E 2015-12

your risk of severe illness or death, when working with coolants:

131345844E 2015-12 | Safety | 15

TIM-ID: 0000035184 - 006

16 | Safety | 131345844E 2015-12

Trained and Authorized Personnel only

Using this Manual

Signal Words Used in this Manual

Consider the Safety of Procedures You Choose

131345844E 2015-12 | Safety | 17

Follow Applicable Standards and Regulations

Maintain Product Labels

TIM-ID: 0000033337 - 006

18 | Safety | 131345844E 2015-12

131345844E 2015-12 | Engine-Generator Set – Lockout/Tagout and Unlocking Procedures | 19

Facility battery charger

Automatic transfer switch (if fitted)

1. Open the engine-generator set control panel door.

20 | Engine-Generator Set – Lockout/Tagout and Unlocking Procedures | 131345844E 2015-12

Main circuit breaker(s)

131345844E 2015-12 | Engine-Generator Set – Lockout/Tagout and Unlocking Procedures | 21

Note the following:

Transport locking devices

TIM-ID: 0000064125 - 001

22 | Transport | 131345844E 2015-12

131345844E 2015-12 | Product Information | 23

DIESEL GENERATOR SET

CERTIFICATIONS AND STANDARDS

// UL 2200 / CSA – Optional

131345844E 2015-12 | Product Information | 25

Air Cleaners Brushless Alternator with Brushless Pilot Exciter

and motor starting Programmable Input and Output Contacts