New 2000 Common Rail mtu Engines: a Runaway Market Success from the Start

Posted on January 25, 2006

Seen first in Germany at Boot 2006 and already a success on the market: MTU Friedrichshafen’s 2000 Common Rail yacht engine series.
  • 1300 engines ordered already in the first year
  • Intelligent engine concept
  • Third generation of the Common Rail injection system
  • New ADEC engine electronics Advanced Diesel Engine Control

Seen first in Germany at Boot 2006 and already a success on the market: MTU Friedrichshafen’s 2000 Common Rail yacht engine series. With the four engine variants with 8, 10, 12 and 16 cylinders, covering an output range from 1200 to 2400 HP (895 to 1792 kW), mtu sustained its market leadership in propulsion systems for yachts in the 60 to 120 foot segment. Since its market launch about one year ago, almost 1300 engines of Series 2000 Common Rail were ordered even though the variants with 12 and 16 cylinders came into market only last autumn. mtu customers ordered 233 engines of the 8 cylinder version, 471 engines of the 10 cylinder version, 269 engines of the 12 cylinder version, and 319 engines of the 16 cylinder version.

Intelligent engine concept

Comparing them with yacht engines from other manufacturers, it becomes apparent that mtu engines lead the way in terms of power/weight ratio and compactness. Even though they are as compact and lightly constructed as racing engines they have a consumption of only 210 g/kWh. The low specific consumption leads to correspondingly large ranges.

The excellent power/weight ratio of the 2000 Common Rail engines of only 1.85 kg/kW is due to the high output per cylinder and the extensive use of light alloys. The weight-optimized components and the modular construction of the engine also contribute. Wherever possible, several functions are integrated into the same component in the Common Rail engines in order to save space and weight. One example of this is the V-arrangement of the cylinders, which, together with the exterior wall of the charge air cooler situated above, form the charge air channel leading from the turbochargers to the charge air cooler.

Third generation of the Common Rail injection system

The new Series 2000 works with the third-generation common rail system in which an accumulator is mounted on top of the injectors. This prevents pressure fluctuations in fuel line and has the advantage that the injectors can modulate the injection quantity precisely. The pressure (maximum 1800 bar) remains almost constant in the entire system.

Extra high-performance turbocharger system

Series 2000 Common Rail engines are equipped with a particularly powerful turbocharger system in which two turbochargers (on the 8V and 10V versions) or three turbochargers (on the 12V and 16V versions) are used. At low speeds only one turbocharger is active; the second and – where available – third turbochargers are only engaged electronically on reaching higher engine speeds. This sequential turbocharging ensures more powerful engine acceleration.

New ADEC engine electronics (Advanced Diesel Engine Control)

mtu developed a new generation of its electronic engine management system for the new 2000 Common Rail engines: ADEC – Advanced Diesel Engine Control. The ADEC electronics were developed parallel to the engine and harmonized with it at every stage of development. This meant that the engine/electronics units were cast as if from one mold, enabling the engines to be easily integrated into the overall powertrain. For this purpose, a system interface was developed in addition to the engine controller, offering shipbuilders a wide range of usage opportunities. The engine controller is of a far more robust design than earlier examples and is thus far more suited to the high-performance engine.

Technical data of the new 2000 Common Rail engines

Number of cylinders 8 / 10 / 12 / 16
Engine output for yachts and fast ships 1200 / 1500 / 1800 / 2400 HP (895 / 1120 / 1344 / 1792 kW)
Power to cylinder capacity ratio 150 HP (112 kW)
Included cylinder-row angle 90 degrees
Bore/stroke 135 mm/ 156 mm
Swept volume per cylinder 2,23 liter
Idling speed 600 min-1
Maximum engine speed 2450 min-1 + 50 min-1 speed margin
Turbocharging Single-stage compound turbocharging with two or three turbochargers, charge air cooling
Injection Common rail with individual storage facilities integrated in the injectors
Cooling system Mixed circulation
Valve control Four valve design with central camshaft
Cylinder shut-off Optional, electronically controlled