Mtu4000 s2 Gen Desc

Back
STEWART & STEVENSON

APR 2008
MTU SERIES 4000 GENERATOR SET O&M MANUAL
SECTION II GENERAL DESCRIPTION REV. 0
TABLE OF CONTENTS
1. Engine/Generator/Base ............................................................................................ 5
1.1 Engine Safety Information .............................................................................................5
1.2 MTU Series 4000 Generator Drive Engines..................................................................6
1.3 Engine Description ........................................................................................................6
1.3.1 Engine Layout and Features .....................................................................................6
1.3.2 Engine Cylinder Designations ...................................................................................7
1.3.3 Main Engine Dimensions...........................................................................................8
1.3.4 Engine Data...............................................................................................................8
1.3.5 Fuel System Overall (MTU Groups 070 & 080)......................................................9
1.3.6 High-Pressure Fuel Supply Pump (MTU Group 080)..............................................11
1.3.7 Fuel Injection Nozzle Assembly (MTU Group 080) .................................................12
1.3.8 Injector Flow Limit Valve (MTU Group 080) ............................................................13
1.3.9 Combustion Air System Overall (MTU Groups 100, 110, & 120) .........................13
1.3.10 Turbochargers (MTU Group 100) ........................................................................14
1.3.11 Charge Air Cooler (MTU Group 110)...................................................................16
1.3.12 Lube Oil System (MTU Group 180) .....................................................................16
1.3.13 Engine Belt Drive (MTU Group 250)....................................................................18
1.4 Generator Description .................................................................................................18
1.4.1 Automatic Voltage Regulator...................................................................................19
1.4.2 Generator Heater Circuit .........................................................................................19
2. Starting System ...................................................................................................... 20

2.1 Electric Starting Equipment .........................................................................................20
2.2 Air Starting Equipment ................................................................................................21
2.2.1 Description ..............................................................................................................21
2.2.2 Air Start System Components .................................................................................21
2.3 Cold Weather Starting Aids .........................................................................................22
2.3.1 Engine Lube Oil Heater ...........................................................................................22
2.3.2 Water Jacket Heater................................................................................................22
2900716 1 of 48
STEWART & STEVENSON
APR 2008
3. Air Intake System ................................................................................................... 23

3.1 Air Filtration .................................................................................................................23
3.2 Two-Stage Air Cleaners ..............................................................................................23
3.3 Air Cleaner Service Indicator.......................................................................................24
4. Exhaust System...................................................................................................... 25
4.1 Description ..................................................................................................................25
4.2 Exhaust Temperatures ................................................................................................25
4.3 Silencers......................................................................................................................25
5. Cooling System ...................................................................................................... 26

5.1 Description ..................................................................................................................26
5.1.1 Rapid Warm-Up Cooling System ............................................................................26
5.1.2 Series 4000G Cooling System Configuration..........................................................26
5.2 Engine Coolant (Jacket Water) Circuit ........................................................................28
5.3 Charge Air Cooling Circuit...........................................................................................28
5.4 Thermostats ................................................................................................................29
5.5 Coolant Sensor Devices..............................................................................................29
5.6 Radiator.......................................................................................................................30
5.7 Fan Drives ...................................................................................................................30
5.8 System Pressurization.................................................................................................31
5.9 Water Pumps...............................................................................................................32
5.10 Oil Cooler ....................................................................................................................32
5.11 Coolant Preheaters .....................................................................................................33
5.12 Coolants ......................................................................................................................33
6. Lubrication System ................................................................................................. 34

6.1 Lube Oil Filters ............................................................................................................34
6.2 Lube Oil Heaters .........................................................................................................34
7. Fuel System............................................................................................................ 35
7.1 Primary Fuel Filter/Water Separator............................................................................35
7.2 Secondary Fuel Filter ..................................................................................................35
7.3 Remote Fuel Tank.......................................................................................................36
7.4 Fuel Coolers ................................................................................................................36
2 of 48 2900716
STEWART & STEVENSON
APR 2008
8. Controls & Instrumentation ..................................................................................... 37

8.1 Control Panels.............................................................................................................37
8.1.1 Local Panels............................................................................................................37
8.1.2 Remote Control Panels ...........................................................................................37
8.2 Operation.....................................................................................................................37
8.3 Engine Control System................................................................................................37
8.3.1 MDEC/ADEC System Description...........................................................................38
8.3.2 MDEC/ADEC Harnesses.........................................................................................39
8.3.3 MDEC/ADEC Sensors.............................................................................................39
8.3.4 MDEC/ADEC Inputs & Outputs ...............................................................................41
8.3.5 Low Coolant Level Sensor ......................................................................................42
8.3.6 MDEC/ADEC Engine Protection .............................................................................42
8.3.7 MDEC/ADEC Power Requirements ........................................................................42
8.3.8 MDEC/ADEC Welding Precautions.........................................................................43
8.4 Temperature Gauges ..................................................................................................43
9. Electrical Interconnect System ............................................................................... 44

9.1 Introduction..................................................................................................................44
9.2 Batteries ......................................................................................................................44
9.3 Battery Charger ...........................................................................................................45
9.4 Alternator.....................................................................................................................45
9.5 Wiring ..........................................................................................................................46
9.6 Generator Circuit .........................................................................................................46
9.7 Generator Circuit Breakers..........................................................................................46
10. Optional Equipment ................................................................................................ 47

10.1 Enclosure ....................................................................................................................47
10.1.1 Louvers................................................................................................................47
10.1.2 Vent Hood ...........................................................................................................47
10.1.3 Heaters ................................................................................................................48
10.1.4 Lighting and Fixtures ...........................................................................................48
10.1.5 Information ..........................................................................................................48
10.2 Switchgear...................................................................................................................48
2900716 3 of 48
STEWART & STEVENSON
APR 2008
THIS PAGE INTENTIONALLY LEFT BLANK
4 of 48 2900716
STEWART & STEVENSON
APR 2008
1. Engine/Generator/Base
1.1 Engine Safety Information
Before performing any work on the engine for the first time, please review and become fa-
miliar with the following safety sections in the MTU/DDC Operators Guide, located in the vendor
section of this manual.
SI000.000.02 Basic Safety Precautions

SI000.000.03 Correct Use
SI000.000.05 Personnel Requirements
SI000.000.07 Modifications or Conversions
SI000.000.09 Organizational Measures
SI000.000.11 Auxiliary Materials
SI000.000.13 Spare Parts
SI000.000.15 Working Clothes
SI000.000.17 Transport
SI000.000.19 Engine Operation
SI000.000.21 Maintenance and Repair
SI000.000.23 Environmental Protection
SI000.000.25 Fire Prevention
SI000.000.27 Warning Signs
SI000.000.29 Safety Instructions in the Text
2900716 5 of 48
STEWART & STEVENSON
APR 2008
1.2 MTU Series 4000 Generator Drive Engines

The MTU Series 4000 Diesel engine installed in your generator set is designed specifically
for a generator drive application. MTU generator drive engines fall within four MTU application
groups:
3A..........Continuous Power
Rating: Continuous Operation
Load Factor: 100%
Operating Hours: Unrestricted
3B..........Prime Power
Rating: Continuous Operation with Variable Load
Load Factor: < 75%
Operating Hours: Unrestricted
3C..........Prime Power Limited
Rating: Standby with Variable Load
Load Factor: < 75%
Operating Hours: Maximum 1000 Hours/year
3D..........Emergency Standby Power
Rating: Standby with Variable Load
Load Factor: < 85%
Operating Hours: Maximum 500 Hours/year
The application group is positively identified on the engines ID plate and in the specific
engine documentation located in the vendor section of this manual.
1.3 Engine Description

1.3.1 Engine Layout and Features
A three-quarter view of a MTU 12V Series 4000G engine is shown in Figure 1. Refer to the
engine layout illustration (Sec. A in the MTU/DDC Operators Guide), located in the vendor sec-
tion of this manual. The illustration shows a cutaway view of a 4000G engine and identifies
MTU subgroups within the engine. These MTU subgroups shall be identified in this manual
when they apply.
The MTU Series 4000G engines addressed in this manual are four-stroke, water-cooled, di-
rect injection, 12V Diesel engines. These engines are the result of a strategic partnership be-
tween DDC and Motoren-und Turbinen-Union (MTU) to design, produce, and distribute an en-
gine for applications requiring 10201640 kW.
Features of the Series 4000G engines include:
Conforms to EPA 40 CFR89 Tier 2 emission standards
Direct-injected four-stroke engine
Electronic engine control system
A single casting cylinder block
6 of 48 2900716
STEWART & STEVENSON
APR 2008
Individual cylinder heads

Excellent fuel economy
Series 4000G engines are equipped with water-cooled intake charge-air systems.
Figure 1 MTU 12V Series 4000G SCCC Engine
1.3.2 Engine Cylinder Designations

The MTU cylinder labeling follows the DIN ISO 1204 nomenclature. See Figure 2. The
viewpoint for cylinder labeling is from behind the main power take-off (PTO) end. The cylinder
bank on the left is the A bank and the cylinder closest to the PTO is B1.
2900716 7 of 48
STEWART & STEVENSON
APR 2008
Figure 2 MTU Series 4000 Cylinder Designations (DIN ISO 1204)
1.3.3 Main Engine Dimensions

The main dimensional measurements for fully assembled 12V engines is shown in the
MTU/DDC Operators Guide, located in the vendor section of this manual. Overall length, width,
and height dimensions are given in millimeters.
1.3.4 Engine Data

A comprehensive listing of engine data and values is provided in the MTU/DDC Operators
Guide, located in the vendor section of this manual. The operator must know the application
group (3A, 3B, 3C, or 3D) and which design features the engine is equipped with (charge air
cooling type, exhaust emissions compliance, optimized fuel consumption, etc.). This identifying
information may be found on the engines ID plate and/or specific engine documentation in the
vendor section of this manual.
12V Engine Firing Order: A1-B2-A5-B4-A3-B1-A6-B5-A2-B3-A4-B6.
8 of 48 2900716
STEWART & STEVENSON
APR 2008
1.3.5 Fuel System Overall (MTU Groups 070 & 080)

The purpose of the fuel system is to keep the fuel clean and free from air or water, and to
deliver fuel to the engine at the correct volume, pressure, and time. The Series 4000G engine
fuel system consists of:
Fuel tank (supplied by others)
Primary fuel filter (supplied by others)
Low-pressure fuel pump
Low-pressure fuel lines
Engine-mounted fuel filter
High-pressure fuel pump
High-pressure fuel rails
Flow limit valve
Fuel injection nozzle assemblies
Low-pressure return fuel rails
Electronic control unit (ECU)
Fuel cooler (optional)
A unique, common rail fuel injection system is a major feature of the Series 4000G genera-
tor set engine. This system does not require cam driven unit injectors or an injection pump with
separate cam driven plungers for each injector. Instead, the fuel system relies on a high-
pressure fuel pump that provides a continuous supply of fuel, at injection pressure, to all of the
injectors.
Fuel is delivered from the fuel tank to the low-pressure fuel transfer pump. Fuel then flows
through an engine mounted fuel filter to the high-pressure fuel pump, which is controlled by the
electronic control unit (ECU). High-pressure fuel is then delivered to each of the two fuel rails
located on each bank of the engine. These fuel lines contain pressurized fuel at full operating
pressure. When the ECU gives the signal to fire, the injector control valve opens, injecting fuel
into the combustion chamber. Spill fuel is returned to the fuel tank, or to the inlet side of the
low-pressure fuel pump.
In addition to controlling the function of the injectors, the ECU monitors critical operating
pressures of the fuel system, controls the operation of the fuel pump, and compensates the
injector operation for variations in fuel rail pressure. The amount of fuel injected will be calcu-
lated based on various sensor data received by the ECU. Depending on parameters such as
engine temperature and speed, the ECU will determine the requested amount of fuel required
for efficient engine operation. The injected amount of fuel is controlled by the duration of injec-
tion and fuel rail pressure. Refer to Figure 3 for a representation of the Series 4000 engine fuel
system.
2900716 9 of 48
STEWART & STEVENSON
APR 2008
Figure 3 MTU Series 4000 Fuel System Schematic
Fuel System Components List

1. Injection nozzle 2. High-pressure accumulator (common rail)
3. Fuel filter 4. Connection, fuel to engine
5. Connection, fuel return from engine 6. Fuel prefilter (option)
7. Fuel hand pump 8. Bypass valve, fuel delivery pump
9. Fuel ventilation 10. Overflow valve, fuel return from engine
11. Fuel restrictor 12. Fuel filler neck
13. Fuel delivery pump with pressure relief valve 14. Measuring point, fuel pressure after injection
pump/high pressure
15. High-pressure fuel pump 16. Fuel distribution housing
17. Connection, Return flow fuel lubrication of high- 18. Fuel pressure sensor in low-pressure fuel system
pressure pump
19. Fuel pressure sensor in high-pressure fuel system 20. Fuel temperature sensor in high-pressure fuel
system
21. Pressure relief valve 22. Flow restrictor valve
23. Fuel cooler (option, if required)
10 of 48 2900716
STEWART & STEVENSON
APR 2008
1.3.6 High-Pressure Fuel Supply Pump (MTU Group 080)

The high-pressure pump is an eight chamber piston pump and is identical for the 12V and
16V engines. The pistons ride on low friction ceramic bearings and provide excellent wear re-
sistance. Fuel is delivered from each pumping cylinder through check values into the high-
pressure accumulator. The pressurized fuel is then delivered through fuel lines to the high-
pressure fuel rails. Refer to Figure 4 for the MTU Series 4000 high-pressure fuel supply pump.
Figure 4 MTU Series 4000 High-Pressure Fuel Supply Pump
Fuel Supply Pump Components List

1. High-pressure fuel pump 2. High-pressure fuel line
3. Injector 4. High-pressure fuel line
5. High-pressure fuel supply rail 6. Pressure relief valve
7. High-pressure fuel line 8. High-pressure pump controller
9. Pumping elements
2900716 11 of 48
STEWART & STEVENSON
APR 2008
1.3.7 Fuel Injection Nozzle Assembly (MTU Group 080)

The injector has an electronically actuated solenoid, which controls the position of the con-
trol valve. When the control valve is in the closed position, pressure is balanced on the top of
the control rod and the needle valve. When the solenoid actuates, the control valve opens,
pressure at the top of the control rod is relieved and full injection pressure acts on the needle
valve to immediately open the needle valve and injection begins. When the solenoid receives
the signal from the ECU to end injection, the control valve returns to the closed position and in-
jection immediately stops. Refer to Figure 5 for the cross sectional view of a MTU Series 4000
electronic injector.
Figure 5 MTU Series 4000 Electronic Injector
12 of 48 2900716
STEWART & STEVENSON
APR 2008
1.3.8 Injector Flow Limit Valve (MTU Group 080)

There are flow-limiter valves for each injector to prevent over fueling of the cylinder should
something happen to an injector. The flow-limiter valves are located on each bank between the
injector high pressure fuel lines and the high pressure fuel rail. These valves sense fuel flow
and will shut off the flow of fuel to the injector if the flow exceeds the spring tension of the flow-
limiter valve. This is normally 1.5 times the normal injector fueling rate. Refer to Figure 6 for
the cross sectional view of the MTU Series 4000 flow limiting valve.
Figure 6 MTU Series 4000 Injector Flow Limit Valve
1.3.9 Combustion Air System Overall (MTU Groups 100, 110, & 120)
An internal combustion engine must receive an adequate supply of air for combustion to
develop full rated power and burn fuel efficiently. The function of the combustion air system is
to furnish an adequate supply of clean, dry, cool air to the engine cylinders for proper fuel con-
sumption. The main components to the combustion air system are the air cleaners, the turbo-
chargers, the charge air cooler, and intake manifolds.
The intake air enters the turbochargers after it has passed through the air cleaners. Power
to drive the turbochargers is extracted from the energy in the engine exhaust gases. The ex-
panding exhaust gases turn a single-stage turbine wheel that drives a compressor wheel, thus
pressurizing the intake air. This heated charge air is then cooled down by the charge air cooler
(CAC) before the engine intake manifolds for improved combustion efficiency.
The pressurized intake charge is routed from the discharge side of the turbochargers,
through the CAC to the intake manifolds that direct the air into the cylinders. At the beginning of
the compression stroke, each cylinder is filled with clean air.
2900716 13 of 48
STEWART & STEVENSON
APR 2008
1.3.10 Turbochargers (MTU Group 100)

Turbochargers are designed to add performance and efficiency to the engine. A turbo-
charger allows a small displacement engine to perform like a much bigger one. It provides the
engine with a high density volume of air above normal atmospheric pressure. If the air density
is increased, even before the compression stroke, then the amount of Diesel combustion may
be increased and more power produced in the power stroke. Engine efficiency is enhanced be-
cause exhaust gases are scavenged more completely from the combustion chamber. In addi-
tion, intake air pressure forces the piston down on the intake stroke rather than engine power
having to suck in the air charge on its own.
Turbocharging is accomplished by having a turbine wheel drive and compressor impeller
wheel. See Figure 7. All turbochargers have this basic configuration.
The turbocharger is mounted on the exhaust outlet flange of the engine exhaust manifold.
Power to drive the turbocharger is extracted from the energy of the exhaust gases. After the
engine is started, the exhaust gases flowing from the engine and through the turbine housing
cause the turbine wheel and shaft to rotate. The gases are discharged into the exhaust ducting
and silencer after passing through the turbine housing.
The compressor wheel, which is mounted on the opposite end of the turbine wheel shaft,
rotates with the turbine wheel. The compressor wheel draws in fresh air, compresses it, and
delivers high-pressure air to the engine cylinders.
Figure 7 Turbocharger Details (Typical)
14 of 48 2900716
STEWART & STEVENSON
APR 2008
During operation, the turbocharger responds to the engine load demands by reacting to the
flow of the engine exhaust gases. As the engine power output increases or decreases, the tur-
bocharger responds to the engine's demand to deliver the required amount of air under all con-
ditions.
Do not operate the engine if leaks are found in the tur-

bocharger ducting or if the air cleaner is not filtering
efficiently. Dust leaking into the air ducting can dam-
age the turbocharger and the engine.
Turbocharger Lubrication Turbochargers are high speed rotating devices requiring lubri-
cation. See Figure 8. Lubricating oil for the turbocharger is supplied under pressure through an
external oil line extending from the engine cylinder block to the top of the center housing. From
the oil inlet in the center housing, the oil flows through the drilled oil passages in the housing to
the shaft bearings, thrust ring, thrust bearing and backplate or thrust plate. The oil returns by
gravity to the engine oil pan through an external oil line extending from the bottom of the turbo-
charger center housing to the oil pan.
Figure 8 Turbocharger Oil Flow (Typical)
2900716 15 of 48
STEWART & STEVENSON
APR 2008
1.3.11 Charge Air Cooler (MTU Group 110)

Series 4000G engines are equipped with a charge air cooler (CAC) to reduce the tempera-
ture of the pressurized intake charge air from the turbocharger. The air is routed from the com-
pressor side of the turbocharger, through the CAC piping, CAC assembly, and then to the intake
manifold. The CAC reduces the temperature of the compressed air in the intake manifold, per-
mitting a denser charge of air to be delivered to the engine.
On all Series 4000G engines, the cooling of the charge air is accomplished by circulating
coolant through the core tubes of the CAC that the charge air passes through. The coolant is
then sent to a heat exchanger, where it is cooled by the engine driven radiator fan. Refer to
Figure 13. The CAC is on a separate circuit from the primary engine cooling circuit and has a
dedicated pump and radiator.
1.3.12 Lube Oil System (MTU Group 180)

Description The pressurized lubricating oil system is a full flow, filtered and cooled type
with pressure regulation and a minimum of external piping. External oil piping is kept to a mini-
mum to avoid oil leakage. The standard lubrication system consists of a gear driven oil pump, a
pressure regulator, an oil heat exchanger, oil filters, the main oil gallery, and the oil pan.
Oil is drawn from the oil pan through the strainer and suction tube in the pan to the inlet port
of the oil pump. Parallel to the oil pump is a pressure regulator valve that allows oil to bypass if
the downstream oil pressure exceeds 5.5 bar (80 psi). The bypass oil returns to the inlet side of
the pump. After the pump, the oil flows into the oil heat exchanger where it is cooled by engine
coolant to maintain sufficient lubricating properties and to enable the oil to absorb energy. The
oil then passes through the oil filters where wear particles and dirt are removed. The engine is
equipped with a bypass valve parallel to the filters which opens in case of plugged filters and
allows pressurized oil to continue to flow to critical areas of the engine.
Downstream of the filters, the oil is directed to the main oil gallery that feeds all engine
bearings such as main bearings, crankshaft and camshaft bearings and the gear train. In addi-
tion, oil is supplied to the turbo chargers, to the valve train and to the vibration damper. Also, oil
is used for piston cooling by means of spray nozzles. All oil is then returned to the oil pan. See
Figure 9 for details on oil flow.
16 of 48 2900716
STEWART & STEVENSON
APR 2008
Lubricating Oils The selection of the proper engine oil for use in the Series 4000G en-
gines is dependent upon fuel quality, oil drain interval, and the geographic location of engine
operation. At the present time, no single industry performance definition exists worldwide which
can address each of these criteria. The general performance requirements for applications op-
erating with the recommended fuel quality are listed in the MTU Fluids and Lubricants Specifica-
tion document, located in the vendor section of this manual.
Figure 9 MTU Series 4000 Lube Oil System
Lube Oil System Components List

1. Oil pan 2. Gear case containing oil pump and oil pressure valves
3. Vibration damper 4. Oil cooler
5. Oil filter housing 6. Oil filter
7. Turbocharger 8. Semi-rotary lube oil hand pump
9. Centrifugal oil filter
2900716 17 of 48
STEWART & STEVENSON
APR 2008
1.3.13 Engine Belt Drive (MTU Group 250)

The fan belts for the engine mounted fan assemblies are poly-vee belts. Nominal belt effi-
ciency is expected around 97% and will vary with the application. The belts should be periodi-
cally checked for wear and proper tightness. Refer to Section V, Servicing, in this manual for
the procedure.
1.4 Generator Description

Most applications utilize an alternating current (AC), synchronous, brushless generator that
is a single bearing machine designed to be driven directly by the Series 4000 Diesel engine.
Standard generators are air-cooled and provided with a drip-proof housing. Some genera-
tors can be supplied with a specially ventilated housing for additional cooling. A brushless ro-
tary exciter is mounted on the non-driven end of the generator rotor. A high-grade precision-
machined shaft carries the rotor assembly that comprises the alternator rotating field systems,
the exciter rotator/rotating diode system and the cooling fan. The complete rotor assembly is
dynamically balanced to ensure vibration free operation. At the drive end of the rotor assembly,
a cast aluminum centrifugal fan draws cooling air through the louvered covers at the non-drive
end and discharges it through similar side mounted covers at the drive end. See Figure 10 for a
typical functional diagram.
Figure 10 Block Diagram of Generator Operation
The generator terminal box is attached to the generator. The box contains busbar junc-
tions, current transformers that form the power connections to the generator, and the voltage
regulator. The line side busbars connect to the switchgear. The neutral side busbars are con-
nected to the outlet of the generator.
For wiring details of the generator and assemblies, refer to the drawings in Section VII of
this manual. For complete details on the generator, refer to the generator manual in Section VIII
of this manual.
18 of 48 2900716
STEWART & STEVENSON
APR 2008
1.4.1 Automatic Voltage Regulator

The generator control system consists of an automatic voltage regulator (AVR), protective
circuits, and the necessary instruments to allow monitoring of the output of the generator set.
The voltage regulators utilized in the Series 4000 units are digital, automatic regulators that
maintain a no-load to full-load steady state voltage to tight tolerances. The AVR has a
volts/hertz characteristic that proportionally reduces the regulated voltage at reduced speeds.
This feature aids the engine during sudden large additions of load.
The digital voltage regulator is matched to the generator and installed in the generator ter-
minal box or remote customer switchgear. If the AVR is within the S&S scope of supply, refer to
the voltage regulator manual in Section VIII of this manual.
1.4.2 Generator Heater Circuit

Standby generators, operating in a humid area, should have electrical heaters to keep the
generator windings dry and free of condensation when idle. MTU Series 4000 generator sets
intended for automatic operation may be equipped with integral heaters that are supplied by the
generator manufacturer or with space heaters that are installed by Stewart & Stevenson. The
heater is connected in series to the contacts of the engine running relay, so that it will operate
only while the engine is not running.
2900716 19 of 48
STEWART & STEVENSON
APR 2008
2. Starting System
2.1 Electric Starting Equipment
MTU 4000G engines are equipped with single 24 volt electric starters as standard equip-
ment. Some applications may be equipped with redundant starting systems (electric/air, elec-
tric/electric, or air/air). In an electrically-driven starting system, the dedicated starter batteries
provide the necessary electrical energy. The starter converts electrical energy from the batter-
ies into mechanical energy, and then transfers the mechanical energy to the engine as a rota-
tional force. The alternator, either engine mounted or remote mounted on the generator skid,
converts mechanical energy from the engine to electrical energy. This electrical output of the
alternator is transferred to the battery to be stored for later use. The wiring links the battery to
the starter, and the alternator to the battery.
NOTE
Power for the engine control system must come directly
from the batteries.
Cranking the engine by an electric motor is the most common method of starting Diesel
generator sets, because of economics and ease of control. The economy of an electric starting
system is evident because, with the exception of the starter motor, the components and circuitry
already exist in the electrical system. The ease of control of an electric starting system is evi-
dent in the following operational description.
The engine is cranked by a battery powered electric starter motor. The starter motor is con-
nected by cables to batteries located on or near the generator set. When the engine starting
contacts are closed, either manually or by the automatic starting system, electrical current from
the batteries causes the starting motor to crank the engine until the engine starts or until the en-
gine starting contacts are opened.
Excessive engine starting may cause the starter to

overheat and may reduce its life. Starting time should
not exceed 30 seconds, with a two-minute cool down
interval between starting periods.
The typical cranking circuit will include an auxiliary solenoid switch between the start button
circuitry and the starter solenoid terminals. This switch is sometimes referred to as the "mag-
netic switch" or "mag switch." Starter solenoid current draw can exceed 60 amps in 24 volt sys-
tems. The mag switch is used to isolate the starter switch contacts from this heavy current draw.
20 of 48 2900716
STEWART & STEVENSON
APR 2008
2.2 Air Starting Equipment

2.2.1 Description
The air start system, if provided, may be used as the primary starting system with an elec-
trical start as the back-up system. An air starter is powerful and capable of cranking the engine
in a short period of time. Air starting may be used when either compressed air of sufficient
pressure is readily available from a customer-supplied source or from a supplied air start skid,
which holds the air start system components. An air starting system requires a large space for
the air compressor and the air receiver and/or air start skid.
2.2.2 Air Start System Components

The components requiring periodical operator level maintenance are:
Air starter
Lubricator
Air compressor
Air receiver
Control and regulating or relief valves
These components are shown in Figure 11.
Figure 11 Air Starting System (Typical)
Air Starter The air starter engages the flywheel gear and cranks the engine. Most appli-
cations utilize heavy-duty air starters that require regular service and inspection to ensure nomi-
nal performance.
2900716 21 of 48
STEWART & STEVENSON
APR 2008
Lubricator If used, the optional lubricator lubricates the air starter. Most lubricators oper-
ate automatically when its intake inlet is connected to an oil source or the fuel tank that supplies
the Diesel fuel oil needed for lubrication. It is important to note that the fuel tank outlet that goes
to the lubricator incorporates an in line fuel filter or strainer that may require service if an inspec-
tion reveals a lack of lubrication.
Another lubricator called a fog sprayer is sometimes used. Instead of being connected to
the fuel tank, this type of lubricator is usually self-contained. The attached oil container should
be kept supplied with a high-quality, lightweight oil.
Air Compressor The air compressor pressurizes the air receiver (tank). An air compres-
sor is normally driven by an electric motor, or a small gasoline or diesel engine could be substi-
tuted for the motor.
Air Receiver The air receiver stores the compressed air, up to the pressure permitted by
the regulating or relief valve controls. When air is compressed, water condensate is accumu-
lated in the receiver (tank). This water must be drained manually, if the receiver is not equipped
with an automatic condensate trap.
Controls Regulating or relief valves allow the operator to isolate or open the air start sys-
tem for the engine and adjust the air start pressure to the air start motor. The controls need pe-
riodic operator level maintenance for calibration and operation.
2.3 Cold Weather Starting Aids

For reliable starting at low ambient temperatures, starting aids are offered as accessories.
These aids are normally an engine lube oil heater and a water jacket heater. Most stationery
generator sets, installed in heated buildings, are unlikely to encounter cold starting problems.
However, it might be difficult to start a diesel generator set if it is located in an unheated building
or in a room having open exterior doors or ventilators. If the engine is exposed to temperatures
of 40 F (4.4 C) or below, it will be necessary to utilize starting aids to assure prompt starting in
cold weather.
2.3.1 Engine Lube Oil Heater

An immersion heater in the engine oil pan assures a prompt engine start by overcoming the
high viscosity of the cold lubricating oil. The heater is thermostatically controlled and operates
only as needed to keep the engine lube oil warm. The heater is equipped with a switch that
automatically shuts off the heater after the engine is running. The heater is usually preset to
maintain the lube oil at a minimum of 70 F (21 C).
2.3.2 Water Jacket Heater

A water jacket heater, mounted usually in a horizontal position below or even with the lower
engine block, assures a prompt engine start by ensuring that the coolant does not freeze during
cold weather. The heater improves engine efficiency and reduces engine maintenance and re-
pair by maintaining a uniform block and head temperature. A uniform temperature reduces
thermal shock and stresses in the engine. Like the engine lube oil heater, the water jacket
heater is equipped with automatic thermostatic controls and does not operate while the engine
is operating.
22 of 48 2900716
STEWART & STEVENSON
APR 2008
3. Air Intake System

3.1 Air Filtration
The air inlet system has a direct effect on the engine output, fuel consumption, exhaust
emissions and engine life. The efficiency of the filtration system must be adapted to environ-
mental conditions. The air cleaners protect the engine from airborne contaminants that cause
excessive engine wear by abrasion. Dry, paper element type cleaners are recommended for
use on MTU Series 4000G engines.
3.2 Two-Stage Air Cleaners

The dry type air cleaners provided on your unit are a heavy-duty air cleaner designed to
provide highly efficient air filtration under all operating conditions and is not affected by engine
speed. The dry type air cleaner consists of a removable cover attached to the air cleaner body,
which contains a replaceable paper primary filter cartridge, safety filter cartridge, and a dust re-
moval valve. The primary filter and safety filter elements are held together in a steel housing.
Positive sealing between the two elements and the housing is provided by rubber gaskets. The
steel housing incorporates mounting hardware, an all-weather inlet screen, and an outlet for the
filtered air. See Figure 12.
The design of the cleaner housing imparts a swirling motion to the air entering the air
cleaner and centrifuges the dust particles against the walls of the housing. Air rotates at high
speed around the filter element, throwing the dust to the outside where it flows down the wall of
the body and settles into a dust cup. The dust cup is baffled to prevent re entry of the dust and
incorporates a manual dust valve to periodically eject the dust.
The air cleaner should be inspected and any accumulated foreign material removed during
the periodic replacement of the impregnated paper filter element. Overloading of the paper ele-
ment will not cause dirt particles to bypass the filter and enter the engine, but will result in starv-
ing the engine for combustion air. Clean out any accumulated foreign material.
2900716 23 of 48
STEWART & STEVENSON
APR 2008
Figure 12 Two Stage Air Cleaner (Typical)
3.3 Air Cleaner Service Indicator

An air cleaner restriction gauge or indicator may be attached near the outlet side of the
cleaner on the housing or the clean air ducting. As dirt captured by the filter cartridge gradually
builds up, the system pressure drop increases and is indicated by the air restriction indicator on
an easy to read scale. The suction created will pull upward the indicator plunger that indicates
the relative amount of air restriction in the cleaner.
Normal air flow through a clean filter will measure between 510 inches of water. When the
scale measures 2025 inches of water, the air cleaner element should be replaced and the indi-
cator reset by pushing the plunger on the indicator and then releasing it.
24 of 48 2900716
STEWART & STEVENSON
APR 2008
4. Exhaust System
4.1 Description
The purpose of the exhaust system is to remove the exhaust gases to an appropriate dis-
charge location and to reduce the exhaust noise to an acceptable level. The exhaust system is
made up of exhaust valves and exhaust ports within the cylinder head, exhaust manifolds, tur-
bine section of the turbochargers, exhaust piping and mufflers/silencers. Exhaust gases exit the
cylinders through exhaust ports and into the exhaust manifold. These exhaust gases expand
through the exhaust turbine and drive the turbocharger. The gases then exit through the ex-
haust pipes and silencers to the atmosphere.
4.2 Exhaust Temperatures

Typically the exhaust manifolds are unprotected, but for some applications the exhaust
manifolds are wrapped with an insulating material. The insulation protects the engines sur-
roundings from the manifolds high surface temperatures. The average temperatures for the
components of the exhaust system can range from 800 F (427 C) after the turbocharger outlet
to 1200 F (649 C) before the turbocharger inlet.
Hot metals can cause severe burns and/or injury to

personnel. Extremely high temperatures of the ex-
haust manifold requires adequate time to cool down
prior to personnel performing service on the engine.
4.3 Silencers
The exhaust system is one of the principal noise sources on many types of applications and
requires a silencer to attenuate the decibel level around the generator set. The noise arises
from the intermittent release of high-pressure exhaust gas from the engine cylinders, causing
pressure pulsations in the exhaust pipe. These pulsations lead not only to discharge noises at
the outlet, but also to noise radiation from the exhaust pipe and silencer shell surfaces. The si-
lencer on the generator set will achieve sound attenuation with minimum exhaust restriction.
Double wall piping may also be furnished to help reduce unnecessary radiant noise. Flexible
piping may be furnished to allow for engine displacement and thermal expansion of the exhaust
piping.
Leakage from the exhaust system pipes and joints is a possible noise source. The likeli-
hood of leakage increases because of wear, misalignment, or lack of maintenance of the ex-
haust system. Regular maintenance checks of the pipes and welded joints will prevent these
sources of radiant noise from becoming a problem.
2900716 25 of 48
STEWART & STEVENSON
APR 2008
5. Cooling System
5.1 Description
A well maintained cooling system is essential for satisfactory engine performance and reli-
ability. There are different types of cooling circulation systems for the Series 4000G engines
that utilize the same components and rapid warm-up type of cooling system. The basic compo-
nents of the cooling system are the radiator and fan assembly; expansion tank, thermostatic
valves, and engine mounted water pumps. A separate coolant circuit is installed for the charge
air cooler (CAC) system that cools pressurized intake air from the discharge side of the turbo-
chargers. The CAC system is independent of the primary radiator cooling system with separate
radiator core and piping, but it utilizes the primary engine driven fan assembly for cooling.
5.1.1 Rapid Warm-Up Cooling System

The rapid warm-up cooling system eliminates coolant flow through the radiator core during
closed thermostat operation. This reduces warm-up time and maintains coolant temperature
near the thermostat operating temperature. This is accomplished by having the expansion tank
(integral or remote) separated from the radiator core. External bleed and fill lines as well as ra-
diator core air vents are connected to the expansion tank. Proper size and location of these
components are critical to having a balanced system. The fill line coolant flow must exceed the
flow into the tank under all operating modes. Another advantage of this rapid warm-up system
is its ability to place a positive head on the water pump, thus reducing the possibility of cavita-
tion.
5.1.2 Series 4000G Cooling System Configuration

Due to demand for higher horsepower and emission control requirements, modern engines
require that the turbocharged inlet air be cooled. As a result, charge air cooling has become an
integral part of all cooling systems. The Series 4000G engines have a two circuit cooling sys-
tem. One circuit is commonly referred to as the jacket water or engine circuit. The other is re-
ferred to as the aftercooler circuit which is used for cooling the charge air prior to combustion.
The cooling system configuration found on the Series 4000G is the water-cooled engine circuit
with water-cooled charge air circuit cooling (SCCC). Refer to Figure 13 for a schematic repre-
sentation of the Series 4000 SCCC cooling system.
26 of 48 2900716
STEWART & STEVENSON
APR 2008
Figure 13 SCCC Coolant Flow Schematic
SCCC Components List

1. Charge air cooler 2. Vent line from charge air cooler to expansion tank
3. Vent line from engine to expansion tank 4. Exp./fill line from exp. tank to engine (charge air
coolant circuit)
5. Expansion tank (charge air coolant circuit) 6. Overpressure/underpressure cap
7. Overflow line (charge air coolant circuit) 8. Expansion tank (charge air coolant circuit)
9. Overpressure/underpressure cap 10. Overflow line (engine coolant/jacket water circuit)
11. Coolant level sensor 12. Radiator (engine coolant/jacket water circuit)
13. Radiator (charge air coolant circuit) 14. Fan
15. Coolant line between engine to radiator (charge air 16. Coolant line between engine and radiator (engine
coolant circuit) coolant/jacket water circuit)
17. Thermostat (charge air coolant circuit) 18. Circulation pump (charge air coolant circuit)
19. Expansion/fill line from expansion tank to engine 20. Thermostat (engine coolant/jacket water circuit)
(engine coolant/jacket water circuit)
21. Circulation pump (engine coolant/jacket water
circuit)
2900716 27 of 48
STEWART & STEVENSON
APR 2008
5.2 Engine Coolant (Jacket Water) Circuit

The function of the engine coolant and water jacket is to absorb and remove the heat de-
veloped in the cylinders during the combustion process. In addition, the heat absorbed by the
oil is also removed by the engine coolant in the oil-to-coolant oil cooler.
Full blocking-type thermostats are used in the water outlet passages of the engine coolant
circuit to control the flow of coolant to provide fast engine warm-up and regulate coolant tem-
perature.
The engine coolant is drawn from the radiator and circulated through the oil cooler by the
water pump. All Series 4000 engines have the oil cooler located up stream from the jacket wa-
ter coolant pump. The coolant is then supplied from the water pump, through the cylinder block,
into the cylinder heads, and then to the thermostats.
When the engine is at normal operating temperature, the coolant passes from the cylinder
block up through the cylinder head, through the thermostat housing and typically into the upper
portion of the radiator. The coolant then passes through the radiator where the coolant tem-
perature is lowered by the airflow created by the revolving fan.
Upon starting a cold engine or when the engine coolant is below the thermostat opening
temperature, the thermostats remain closed and block the flow of coolant from the engine to the
radiator. During this period, all of the coolant in the engine is re-circulated through the engine
and is directed back to the suction side of the water pump via a bypass tube to aid engine
warm-up. As the coolant temperature rises above the thermostat opening temperature, the
thermostats start to open, restricting the bypass system, and allowing a portion of the engine
coolant to circulate through the radiator. When the coolant temperature reaches the thermostat
full-open temperature, the bypass system is blocked off, and all of the coolant is directed
through the radiator.
5.3 Charge Air Cooling Circuit

In charge-air cooling systems the pressurized intake charge air is routed from the compres-
sor side of the turbocharger, through the charge air cooler (CAC) piping, into the CAC, and then
to the intake manifold. The CAC effectively reduces the temperature of the compressed air in
the intake manifold, supplying a denser charge of air to the engine. The CAC is part of the en-
gine (SCCC) and the charge air coolant is cooled in a separate radiator.
Refer to Figure 13 for a schematic representation of the configuration. A charge air ther-
mostat is used in the SCCC cooling system to control the charge air coolant temperature.
When the charge air coolant is cold or during cold weather conditions, the thermostat will allow
coolant to bypass the charge air coolant radiator.
28 of 48 2900716
STEWART & STEVENSON
APR 2008
5.4 Thermostats
Proper operating thermostats are essential for efficient operation of the engine in a rapid
warm-up type of cooling system where the minimum coolant temperature of 160 F (71 C)
should be maintained under all ambient conditions. All Series 4000G engines have a split ther-
mostat housing, containing full-blocking thermostats for each cylinder bank. These are used in
the outlet water passages of the engine coolant circuit to control the flow of coolant, providing
fast engine warm-up, and regulating coolant temperature. All 4000G engines currently have
multiple thermostats. The engine block, water-cooled CAC, and some thermostat housings in-
clude vent lines to assist in venting air from the cooling system to the coolant expansion tank.
When starting a cold engine, or when the coolant is below normal operating temperature of
approximately 170 F (77 C), the coolant is restricted at the thermostat housing by thermostatic
switches. A bypass provides water circulation within the engine during the warm up period.
During this period, all of the coolant in the engine is recirculated through the engine and is di-
rected back to the suction side of the water pump via a bypass tube. As the coolant tempera-
ture rises above 170 F (77 C), the thermostats start to open, restricting the bypass system and
allowing a portion of the coolant to circulate through the radiator. When the coolant temperature
reaches approximately 185 F (85 C) the thermostats are fully open, the bypass system is
blocked off and all of the coolant is directed through the radiator.
Under normal operating conditions, engine coolant temperature will range between 10 F
(6 C) below to 15 F (8 C) above the start-to-open temperature of the thermostat. The tem-
perature differential between the engine coolant in and out is typically 10 F (6 C) at maximum
engine speed and load. In most applications, the maximum engine coolant temperatures are:
203 F (95 C) ................. Coolant temperature at engine outlet to cooling equipment.
207 F (97 C) ................. Coolant temperature after engine, alarm.
216 F (102 C) ............... Coolant temperature after engine, shutdown.
167 F (75 C) ................. Coolant temperature before CAC (at engine inlet from
cooling equipment).
5.5 Coolant Sensor Devices

Engine coolant temperature monitors (gauges, alarms, shutdowns, control switches, etc.)
are located throughout the cooling system to monitor and display the temperatures and levels of
the coolant in varying places in the piping and components. Refer to Sub-sections 8 and 9 in
this section for more information.
2900716 29 of 48
STEWART & STEVENSON
APR 2008
5.6 Radiator
A radiator along with a thermostatically controlled fan are used to dissipate the heat gener-
ated by the engine. A second radiator core, mounted with the primary core using the same ra-
diator fan, is used to dissipate the heat from the CAC circuit.
The most conventional cooling method is the vertical mounted radiator located in front of
the engine driven belt-drive fan assembly. Air is forced through the coils to lower the tempera-
ture of the engine coolant. Various models include: standard one-pass coil cooling, two-pass
partition radiator for two-pass cooling, and two-circuit radiator that includes separate water cir-
cuits for the jacket water and CAC water.
5.7 Fan Drives

The Series 4000G engines normally have belt driven, engine mounted fan drives when the
radiator is vertically front mounted. The engine-cooling fan in this system is belt driven from the
crankshaft pulley. The pulley is secured to the end of the crankshaft with ten (10) bolts and
hardened washers.
Do not substitute any other bolts or washers when

servicing the fan assembly. The crankshaft pulley
bolts and washers are specific parts that must be re-
ordered from Stewart & Stevenson Services Inc. or
other MTU dealers.
On some units, the fan may be thermostatically controlled. A thermostatically controlled fan
is designed to regulate the fan speed and maintain an efficient engine coolant temperature re-
gardless of variations in engine load and ambient air conditions. The engine control system
regulates fan speed by governing a control solenoid for the variable speed fan clutch. Engine
temperatures are monitored by the engine control system to determine proper fan speed, and
will ramp up to the required speed to prevent belt slippage. If the engine control fan override
input is configured but not used, the input will remain open at all times for proper fan operation.
30 of 48 2900716
STEWART & STEVENSON
APR 2008
5.8 System Pressurization

Approximately 14 psi (96.5 kPa) of pressure must be maintained in the cooling system if the
engine is to operate properly. It is essential that the cooling system is kept clean and leak free,
that the coolant level is properly maintained, and that the filler cap and pressure relief mecha-
nisms, if installed, are checked for proper operation after cleaning or refilling the system.
Remove the radiator cap slowly and only when coolant

is at ambient conditions. A sudden release of pres-
sure from a heated cooling system can result in possi-
ble scalding injury from the explosion of steam and
hot coolant. Be certain that the latching device is
properly closed before restarting the unit.
As the engine temperature increases, the coolant and air in the system start to expand and
build pressure. The valve in the pressure cap unseats and allows the excess air out of the sys-
tem. See Figure 14. When the engine starts to cool down, the air and coolant contract and
create a vacuum in the system. The vacuum unseats another valve in the pressure cap and
allows atmospheric air to flow back to the expansion tank. See Figure 15.
Check the coolant system level while the coolant temperature is hot with the coolant level
gauge, if provided, or with the radiator sight tube. Most units have ECM automated alarms and
shutdowns to alert personnel to low or high coolant levels.
Figure 14 Cooling System Expansion
2900716 31 of 48
STEWART & STEVENSON
APR 2008
Figure 15 Cooling System Contraction
5.9 Water Pumps

The SCCC system uses a dual pump on a single gear drive. Pumps are sensitive to inlet
restrictions caused by build-up of scale in the system and abnormal coolant temperatures
caused by aeration in the coolant and/or dirty systems. Discharge flow can be seriously re-
duced and damaging cavitation can occur if the cooling system is not maintained properly.
Water pump inlet restriction must be kept to a minimum to prevent cavitation. The water
pump inlet pressure (suction) must not exceed allowable limits. The lowest pressure in the en-
tire cooling system is found at the water pump inlet and this pressure can be well below atmos-
pheric; thus cavitation (boiling) will occur below 212 F (100 C) at sea level. The pump can
also become air-bound if a large volume of air is trapped in the pump during coolant filling, or if
air is fed to the pump when the pump is running. This is unlikely; however, as the rapid warm-
up system has the ability to place a positive head on the water pump, thus reducing the possibil-
ity of cavitation.
5.10 Oil Cooler

The oil cooler allows for the engine lubricating oil to be cooled by the engine water jacket
coolant passing through the oil cooler heat exchanger core. Heat is transferred from the lubri-
cating oil to the water coolant while passing through the core of the heat exchanger, and is then
released in the jacket water radiator. In the JWAC system, the oil cooler is behind the water
pump, and the coolant is forced through the heat exchanger.
32 of 48 2900716
STEWART & STEVENSON
APR 2008
5.11 Coolant Preheaters

Cold weather operation or hard starting often requires the use of coolant preheaters, some-
times called circulation heaters. Engine coolant preheaters help to maintain a desired minimum
engine temperature to make starting easier and reduce engine wear. An internal thermostat
constantly adjusts to ambient temperature changes to keep engine coolant warm at all times.
An internal tank temperature sensor protects the engine preheater from dry fire conditions,
caused by low coolant levels or blocked flow from the radiator.
5.12 Coolants
A proper glycol (ethylene, propylene, or extended life organic acid), water, and supplemen-
tal coolant additive (SCA) mixture meeting MTU requirements and specifications is required for
year-round usage.
The coolant provides freeze and boil protection, and reduces corrosion, sludge formation,
and cavitation erosion. Antifreeze concentration should not exceed 67% for ethylene glycol
(50% for propylene glycol). It is a requirement that SCAs be added to all cooling systems at ini-
tial fill and be maintained at the proper concentration. Follow SCA manufacturer recommenda-
tions.
For complete details on coolant requirements and specifications, refer to the MTU Fluids
and Lubricants Specification document, located in the vendor section of this manual.
2900716 33 of 48
STEWART & STEVENSON
APR 2008
6. Lubrication System
6.1 Lube Oil Filters
The standard oil filter configuration includes multiple disposable spin-on filter elements. An
optional centrifuge filter, otherwise known as a "spinner" filter, may be installed in addition to the
standard filters. The centrifuge filter is a by-pass filter that uses centrifugal force to remove fine
particles of soot and dirt from the oil. Another optional configuration is a remote mounted lube
oil filter in addition to the MTU spin-on filter elements. These units are normally bypass configu-
rations that allow for inline service of the filters.
6.2 Lube Oil Heaters

There are several methods of preheating oil prior to a cold engine start. In extreme cases,
lube oil heating may be used to maintain oil temperature while the engine is running. Common
lube oil heating methods and applications are discussed in the following sections.
NOTE
A thermostatic control is recommended to avoid overheat-
ing a running engine and to assure automatic starting of
the oil heaters. Without a thermostatic control, it is possible
to burn out the auxiliary heater or overheat the oil through
failure to shut the heater off when the lube oil reaches op-
erating temperatures.
Electric Immersion Heaters Electric immersion heaters are inserted near the bottom
of the oil pan and warm the oil by convection. The oil rises as it is heated. The cooler
oil drops to the lower part of the oil pan where the heating element is located.
Circulation Heaters A circulating heater has hoses that run from connection points
in the oil pan to the heater. The heater may be mounted on or off the generator skid,
though normally they are mounted inline on the engine mounted lube system with a
dedicated housing around the heating element. The heater contains electric heating
elements that heat the oil by convection.
Electric Heat Pads Electric heat pads are mounted or adhered to the external sur-
faces of the oil pan. The electric heating elements in the pad heat the oil pan by con-
duction. The heated oil pan transfers heat into the lube oil by convection. The heated
oil rises and the cooler oil drops to the lower areas of the oil pan where the heating
pad(s) is located.
34 of 48 2900716
STEWART & STEVENSON
APR 2008
7. Fuel System
7.1 Primary Fuel Filter/Water Separator
Water contamination of Diesel fuel is the primary cause of damage to the fuel pump and
fuel injectors. The primary fuel filter/water separator is normally the primary filter with a mini-
mum micron rating of five microns at 98% efficiency. The remote filter is installed inline in the
fuel system between the fuel tank and the fuel supply pump.
The standard type of fuel/water separator used with the Series 4000G generator sets is the
coalescing filter that generally operates in two stages. See Figure 16. In stage one, bulk sepa-
ration of water is accomplished by the imparting of a centrifugal motion to the fuel stream. In
stage two, the coalescing of tiny water droplets into heavier drops is accomplished on the filter
shell and the chemically treated replaceable element. The third stage is a final filtration of for-
eign particles from the fuel.
Figure 16 Coalescing Type Water Separator
7.2 Secondary Fuel Filter

The standard secondary fuel filter for Series 4000G models is mounted at the front of the
engine. The filter is a spin-on throw-away type with a particle retention rating of 0.005 mm and
a maximum permissible pressure differential of 1.0 bar.
2900716 35 of 48
STEWART & STEVENSON
APR 2008
7.3 Remote Fuel Tank

These units require a remotely located fuel tank or source with a capacity that allows opera-
tion for one full working shift under average load conditions without exceeding inlet fuel tem-
perature limits (see section below). The fuel supply line should be connected to the skid using a
fuel shutoff valve. A fuel vent/return line must also be used between the skid connection and
fuel tank.
Most remote fuel tanks are equipped with a drain in the bottom or lowest place within the
fuel tank for draining the sediment that collects in the tank. A flame arrester vent cap is also
normally provided for manually refilling the fuel skid tank, when required.
Never use galvanized steel fuel tanks, piping, or inter-

connections when installing remote fuel sources. The
sulfur in the fuel oil reacts with the zinc coating to
form powdery flakes that clog the fuel filters and cause
damage to the fuel supply pump and injectors.
7.4 Fuel Coolers

Fuel cycling through an engine fuel system becomes heated after extended periods of en-
gine operation, or if the fuel storage capacity is small. Excessive fuel temperature can ad-
versely affect engine performance. Every increase of 10 F (6 C) in the inlet fuel temperature
above 100 F (38 C) will result in approximately a 1% loss in engine power output. Fuel cool-
ers may be required for applications where ambient air temperatures exceed 95 F (35.0 C).
36 of 48 2900716
STEWART & STEVENSON
APR 2008
8. Controls & Instrumentation

8.1 Control Panels
The control panels for the generator set are defined as local and remote control panels.
8.1.1 Local Panels

The local control panel is mounted on the engine-generator skid and normally has controls
for manual starting and stopping of the unit. The local control/instrument panel allows for unit
monitoring by personnel located near the engine/generator skid. The instrument panel contains
gauges and/or an annunciator panel for monitoring parameters of the engine and alerting per-
sonnel of various conditions of the generator set during operation. For wiring details of the pan-
els, refer to the S&S drawings in Section VII of this manual. Refer to Section IV of this docu-
ment for details on your particular local panels.
8.1.2 Remote Control Panels

This panel and/or cabinet allows for the complete control and monitoring of the unit remote
from the generator set and controls the locally mounted annunciator panel, if applicable. Pro-
tective relays and management devices are located inside the hinged compartments of the con-
trol cubicle. For wiring details of the panels, refer to the S&S drawings in Section VII of this
manual. Refer to Section IV of this document for operational details on the remote control pan-
els when applicable.
8.2 Operation
For complete details on the operation of the generator set, refer to Section IV of this man-
ual.
8.3 Engine Control System

One of two types of electronic engine control systems are currently used on MTU Series
4000G engines: MTU Diesel Engine Control (MDEC) or Advanced Diesel Engine Control
(ADEC) controls on newer units. Electronic engine control systems eliminate the need for me-
chanical governors by electronically controlling the startup, rate of engine speed, monitoring of
various sensors during operation, and shutdown.
NOTE
Maintenance of the engine control system should be per-
formed only by personnel with an electrical background. A
comprehensive electrical or electronics background is re-
quired to access all of engine control systems capabilities.
2900716 37 of 48
STEWART & STEVENSON
APR 2008
These engine control systems are an advanced technological electronic fuel injection and
control system. See Figure 17 for view of the MDEC ECU and ADEC Engine Governor. The
engine control systems offer significant operating advantages over traditional mechanically gov-
erned engines. The systems optimize control of critical engine functions that affect fuel econ-
omy and emissions. The engine control systems provide the capability to protect the engine
from serious damage resulting from conditions such as high engine temperatures or low oil
pressure. Note: Information for the new ADEC control system hardware was not available at
time of publication; however, both MDEC and ADEC functionality are similar.
8.3.1 MDEC/ADEC System Description

The MDEC/ADEC system is an advanced technological electronic control system.
MDEC/ADEC offers significant operating advantages over traditional mechanically governed
engines. The system optimizes control of critical engine functions that affect fuel economy,
power, and emissions.
The MDEC/ADEC system consists of:
Engine Control Unit (ECU)
Engine Sensors
Engine Actuators
Engine Injectors
Engine Cable Harness
The ECU monitors oil temperature, oil pressure, coolant level, coolant temperature, coolant
pressure, fuel temperature, turbo boost pressure, and other vital engine parameters. The ECU
receives electronic inputs from sensors on the engine and uses the information to control engine
operation. It controls fuel injection quantity and timing.
The MDEC/ADEC system has the capability to protect the engine from serious damage re-
sulting from conditions such as high engine temperatures, low oil pressure, etc. This informa-
tion is available via CAN Bus or can be shown on the Fault Code Module that is available as an
option.
Figure 17 The MDEC ECU and ADEC Engine Governor
38 of 48 2900716
STEWART & STEVENSON
APR 2008
The ECM continuously performs self-diagnostic checks and monitors the other system
components. System diagnostic checks are made at ignition-on and continue throughout all
engine operating modes. The nameplate on the ECM shows the manufacturer's specifications
and is important to assist operator or maintenance personnel.
The ECM contains an electronically erasable programmable read only memory (EEPROM).
The EEPROM controls the basic engine functions, such as rated speed and power, timing of
fuel injection, engine governing, torque shaping, cold start logic, transient fuel delivery, diagnos-
tics, and engine protection. The control logic determines duration and timing of fueling, which
results in precise fuel delivery and improved fuel economy.
8.3.2 MDEC/ADEC Harnesses

MDEC/ADEC requires the following harnesses:
Sensor Harness This harness facilitates the communication of engine sensor input
to the ECM. The Engine Harness does this by facilitating the receipt of inputs and out-
puts signals, controlling the fuel injection process and engine speed.
Injector Harness.
Power Supply Harness Provides power to the ECM and protects the ECM against
voltage damage.
Interface Harness Transmits ECM output signals to the appropriate devices and fa-
cilitates the communication of other systems with the engine ECM. The VIH contains
the wires, fuses, relays, switches, connectors, and communication link necessary to
perform the aforementioned roles.
8.3.3 MDEC/ADEC Sensors

Engine control system sensors provide information to the ECM regarding various engine
performance characteristics. The information is used to regulate engine and vehicle perform-
ance, provide diagnostic information, and activate the engine protection system.
Figure 18 shows the location and lists all sensors on the Series 4000G engines.
2900716 39 of 48
STEWART & STEVENSON
APR 2008
Figure 18 Factory-Installed Sensor Locations Series 4000G
MDEC/ADEC Sensor List

1. Timing Reference Sensor (B1) 2. Oil Temperature Sensor (B7)
3. Intercooler Coolant Temperature Sensor (B26) 4. Turbo Boost Sensor (B10)
5. Charge Air Temperature Sensor (B9) 6. Engine Coolant Temperature Sensor (B6)
7. Oil Pressure Sensor (B5) 8. Fuel Supply Pressure Sensor (B34)
9. Fuel Temperature Sensor (B33) 10. Common Rail Fuel Pressure Sensor (B48)
11. Synchronous Reference Sensor (B13) 12. Coolant Level Sensor Connections (XF33/XF57)
40 of 48 2900716
STEWART & STEVENSON
APR 2008
8.3.4 MDEC/ADEC Inputs & Outputs

The following digital inputs are available to MDEC/ADEC:
Engine Stop
Selection 50/60 Hz
Alarm Reset
Droop 2/Speed Command
Speed Up
Speed Down
Test Overspeed
Override
Engine Start
The following digital outputs are available from MDEC/ADEC:

Overspeed Alarm (Shutdown)
Combined Alarm Red (Engine Shutdown)
Combined Alarm Yellow (Engine Warning)
T-Coolant (Coolant Temperature High Shutdown)
Starter On
P-Lube Oil (Lube Oil Pressure Low Shutdown)
The following analog inputs are available to MDEC/ADEC:

Speed Command Voltage (010V / 05V)
Speed Command Current (420 mA)
The following analog outputs are available from MDEC/ADEC:

Engine Speed 0 2000 RPM (010V)
T-Lube Oil 0 120 C [0 248 F] (010V)
P-Lube Oil 0 10 bar [0 145 psi] (010V)
T-Coolant 0 120 C [0 248 F] (010V)
If additional outputs are required, they can be incorporated into the system via Peripheral
Interface Modules (PIMs). All available PIMs and their configured outputs can be found in the
MDEC Engine Control System Manual and ADEC IOM Manual located in Section VIII of this
manual.
2900716 41 of 48
STEWART & STEVENSON
APR 2008
8.3.5 Low Coolant Level Sensor

The sensor for low engine coolant level is located in the top tank of the radiator and inputs
to MDEC or ADEC.
8.3.6 MDEC/ADEC Engine Protection

MDEC/ADEC engine protection provides the capability to warn operators and automatically
protect the engine from serious damage resulting from:
Overspeed Alarm (Shutdown)
Combined Alarm Red (Engine Shutdown)
T-Coolant (Coolant Temperature High Shutdown)
T-Charged Air (Coolant Temperature High Shutdown)
T-Lube Oil (Lube Oil Temperature High Shutdown)
P-Lube Oil (Lube Oil Pressure Low Shutdown)
P-Fuel (Fuel Pressure Low Shutdown)
Voltage High/Low (Shutdown)
Coolant Level (Shutdown)
Sensor Defect (Shutdown)
Pre-heat Temperature low (Engine Start Blocked)
8.3.7 MDEC/ADEC Power Requirements

Since the MDEC/ADEC system is electronic, a battery is required to operate the ECU.
MDEC/ADEC operates on 24 volts; however in the event of a power supply malfunction, the
system will continue to operate at reduced voltage.
MDEC/ADEC will detect a malfunction at reduced voltage. When this occurs, the Com-
bined Alarm Yellow (Check Engine Light) will illuminate. The engine should perform correctly
until the engine shuts down for over- or under-voltage.
42 of 48 2900716
STEWART & STEVENSON
APR 2008
8.3.8 MDEC/ADEC Welding Precautions

Welding on the engine or engine mounted components is NEVER recommended. How-
ever, if welding near the engine cannot be avoided, then the following precautions must be
taken to avoid damage to the electronic controls and or the engine.
To avoid damage to the electronic controls or the en-

gine:
Set the main power supply switch from On to
Off.
Disconnect both the positive (+) and negative
() battery leads before welding.
The welders ground cable must be in close
proximity to the welding location.
The engine itself must never be used as a
grounding point.
8.4 Temperature Gauges

Every temperature gauge normally has a range of 130 F (54 C) to 250 F (120 C) to al-
low an operator to determine actual operating temperature. The temperature range should go
beyond 250 F (121 C) so the operator will know if the maximum coolant temperature is being
exceeded. Maintain accuracy of 5 F (3 C). to prevent inaccurate indication of either hot or
cold running engine conditions.
2900716 43 of 48
STEWART & STEVENSON
APR 2008
9. Electrical Interconnect System

9.1 Introduction
The purpose of the electrical system is to provide the energy required to start the engine,
charge the batteries, and supply power the engine control system. The electrical system must
provide enough energy to start the engine if the engine is equipped with electric starter motors.
9.2 Batteries
The battery is a device for storing electrical energy and converting chemical energy into
electrical energy. The desired potential is initially obtained from either lead-acid or nickel-
cadmium batteries. While lead-acid batteries are the most common installation types, nickel-
cadmium batteries can be used at the customer's option. Although more expensive, nickel-
cadmium batteries offer maintenance and safety advantages over the lead-acid type. The bat-
teries are mounted on the skid of the generator set or are located in a separate rack next to the
engine. The batteries are located as close to the engine as possible to avoid the voltage drop
caused by long leads. Three basic types of batteries are currently available:
Filler Cap Batteries Filler cap batteries are lead-acid with a high degree of antimony in
the grid alloy. These batteries require frequent servicing, especially adding water and
cleaning salts and corrosive deposits from the terminal posts.
Semi-Maintenance-Free Batteries Servicing is reduced in the semi-maintenance-free
batteries due to reduced amount of antimony in the grid alloy. Water must still be added
periodically. Salt and corrosive deposits must be cleaned from the terminal posts.
Maintenance-Free Batteries Maintenance-free batteries use lead-calcium grid con-
struction without antimony. These batteries never need water. Terminal posts do not
tend to accumulate salt and corrosive deposits since there are no filler caps to leak acid
fumes. Thus cable inspection and cleaning are infrequent.
When a lead-acid battery is being charged, a portion of the energy is dissipated in the elec-
trolysis of the water in the electrolyte. Thus, hydrogen is released at the negative plates and
oxygen at the positive plates. These gases bubble up through the electrolyte and collect in the
air space at the top of the cell. A mixture of hydrogen and air can be dangerously explosive.
Battery electrolyte is a solution of sulfuric acid. Avoid

contact with clothing, skin, and eyes. Eye protection
should always be worn when working near batteries.
44 of 48 2900716
STEWART & STEVENSON
APR 2008
Avoid placing charging battery near arcs, sparks, or

open flame. No smoking or welding is permitted near
charging batteries. Gasses generated from charging,
when mixed, can be ignited by a spark or flame, and
the resulting explosion can cause the battery case to
rupture, expelling the electrolyte and causing injury to
personnel.
Never allow the electrolyte temperature to exceed 120

F (49 C).
Battery mounting boxes, or carriers, support the batteries and protect them from excess vi-
bration, chemical splash and other environmental conditions. The battery carrier may be heated
or cooled to keep the battery at optimum operating temperature of 80 F (27 C).
9.3 Battery Charger

Most of the Series 4000 generator sets intended for automatic operation use a static, float
type, battery charger that eliminates the engine equipped, battery-charging alternator. The input
of the battery charger is connected to the AC load bus. Thus, in the case of a standby genera-
tor set, charging power is always available, being supplied by either the normal or the emer-
gency AC source. A float battery charger is a static-regulated charger having sufficient capacity
to recharge the battery after a cranking cycle; it then tapers to a minimum or float charge rate
sufficient to offset the battery self discharge and to maintain full battery potential at all times. If
properly adjusted, it is not likely to dry out the batteries, as can happen with a trickle charger.
The float charger offers the best insurance against low batteries, because it is a constant oper-
ating, single source device. It is twice as efficient as an engine-driven, battery charging alterna-
tor, requires less maintenance and provides longer battery life.
Current movement between the charger and the battery can be monitored by an ammeter,
located on the instrument or control panel.
9.4 Alternator
The engine-driven alternator is normally found on units intended for manual operation only,
or are installed at the request of the customer. An engine-driven alternator will provide the elec-
trical current required to maintain the storage batteries in a charged condition and supply suffi-
cient current to operate the electrical controls and indicators while the engine is operating. Built
into the alternator are the rectifying diodes, which produce direct instead of alternating current,
and the voltage regulator, which regulates the voltage and current output of the battery-charging
alternator.
2900716 45 of 48
STEWART & STEVENSON
APR 2008
9.5 Wiring
Care must be taken to ensure that all cables and connections are kept clean and in good
operating condition. One faulty or dirty connection may reduce electrical energy transfer
throughout the entire electrical system.
9.6 Generator Circuit

The generator circuit processes and monitors the alternating-current (AC) output. The prin-
cipal components of the generator circuit are the generator, the voltage regulator, the meters,
the main circuit breaker and optional automatic transfer switch, and the heaters.
9.7 Generator Circuit Breakers

The generator circuit also contains the main circuit breaker which, in generator sets in-
tended for manual operation, acts as a manual switch to permit AC output power to the load.
The generator circuit may include an automatic transfer switch, which functions to initiate a start
command when normal power fails. The switch also automatically transfers the load to the on-
coming standby generator when the oncoming generator set achieves the preset voltage and
frequency values.
46 of 48 2900716
STEWART & STEVENSON
APR 2008
10. Optional Equipment
10.1 Enclosure
Most provided enclosures are a drop-over configuration that can be designed with a variety
of options, including weather hoods for colder ambient climates and interior ventilation for trans-
mitting internal heat away from the unit. The enclosures are normally sound attenuated and
consist of weather tight walls and roof panels fabricated of a galvanized steel outer skin, internal
stiffeners, and a galvanized inner skin. The walls of the enclosure are sealed to the skid base
frame with a gasket for tighter air control with optional louvers and fans. Double access service
doors with rain lips are normally provided on both sides of the enclosure.
Lifting lugs (eyes) furnished on the corners of the en-

closure roof are for lifting the enclosure ONLY. They
are never to be used for lifting/moving the entire gen-
erator set.
10.1.1 Louvers
The inlet weather louver/damper may be fixed in place or motorized and actuated by 24
VDC motors. The louvers are usually galvanized construction and complete with a wire mesh
bird screen. The actuator motors, if used, may be wired to the enclosure control panel relay to
allow dampers to open when the generator set starting system initiates the start-up sequence.
The louver motor relay will open the louvers upon engine startup and remain open until the en-
closure vent fan thermostat is satisfied. Louver and vent hood contacts are disengaged in uni-
son when temperature inside the enclosure reaches the set point level.
The outlet or radiator fan-end enclosure louver/damper may be fixed in place or utilize a
mechanically balanced discharge back draft damper. The automatic damper opens to accom-
modate airflow through the enclosure according to the amount of air the motorized louver is ad-
mitting. Other enclosure louver/damper set-ups may be installed, depending on customer re-
quirements.
10.1.2 Vent Hood

A high CFM flow vent hood fan is sometimes installed through the enclosure wall for addi-
tional ventilation within the generator unit enclosure during operation. The vent fan assembly is
complete with high volume CFM fan, a weather hood, back draft damper, and trash screen. The
ventilation back draft damper is provided to allow for fan intake when the fan is running and will
close when the fan is off to prevent back flow of enclosure air through the fan assembly to the
outside during shutdown periods.
2900716 47 of 48
STEWART & STEVENSON
APR 2008
If installed, the unit is thermostatically controlled and wired through the enclosure control
panel/relay box in sequential relay with the louver vent motors. The contacts for the vent fan
motor close when the temperature sensor detects a temperature rise above the set limit. The
vent fan relay will shutdown the fan motor and the louver vent motor relay so that the fan and
louvers shutdown in unison.
10.1.3 Heaters
Several indoor heaters are normally installed in colder climates to maintain the interior tem-
perature of the enclosure at a minimum of 50 F (10 C) during freezing and sub-freezing ambi-
ent conditions. The heaters are thermostatically controlled and wired through the enclosure
control/relay panel.
10.1.4 Lighting and Fixtures

Single-phase electrical lights and fixtures are provided inside the enclosure. The lights con-
sist of fluorescent fixtures situated to illuminate the control and gauge panels and mechanical
equipment on the generator set. Light switches at the service doors control the lights. GFI du-
plex receptacles rated at 20A are also supplied for electrical power within the enclosure.
10.1.5 Information
For complete specifications and layout of the enclosure and the enclosure components, re-
fer to Section VII of this manual. Information on vendor-supplied components of the enclosure
is contained in Section VIII of this manual.
10.2 Switchgear
Custom switchgear is out of scope for this unit. Unit is intended to be connected to cus-
tomer-provided switchgear.
48 of 48 2900716

Mtu4000 s2 Gen Desc

Diunggah oleh

Informasi Dokumen

Hak Cipta

Format Tersedia

Bagikan dokumen Ini

Bagikan atau Tanam Dokumen

Opsi Berbagi

Apakah menurut Anda dokumen ini bermanfaat?

Apakah konten ini tidak pantas?

Hak Cipta:

Format Tersedia

Mtu4000 s2 Gen Desc

Diunggah oleh

Hak Cipta:

Format Tersedia

Back

STEWART & STEVENSON

2. Starting System ...................................................................................................... 20

3. Air Intake System ................................................................................................... 23

5. Cooling System ...................................................................................................... 26

6. Lubrication System ................................................................................................. 34

8. Controls & Instrumentation ..................................................................................... 37

9. Electrical Interconnect System ............................................................................... 44

10. Optional Equipment ................................................................................................ 47

THIS PAGE INTENTIONALLY LEFT BLANK

SI000.000.02 Basic Safety Precautions

1.2 MTU Series 4000 Generator Drive Engines

1.3 Engine Description

Individual cylinder heads

Figure 1 MTU 12V Series 4000G SCCC Engine

1.3.2 Engine Cylinder Designations

Figure 2 MTU Series 4000 Cylinder Designations (DIN ISO 1204)

1.3.3 Main Engine Dimensions

1.3.4 Engine Data

1.3.5 Fuel System Overall (MTU Groups 070 & 080)

Figure 3 MTU Series 4000 Fuel System Schematic

Fuel System Components List

1.3.6 High-Pressure Fuel Supply Pump (MTU Group 080)

Figure 4 MTU Series 4000 High-Pressure Fuel Supply Pump

Fuel Supply Pump Components List

1.3.7 Fuel Injection Nozzle Assembly (MTU Group 080)

Figure 5 MTU Series 4000 Electronic Injector

1.3.8 Injector Flow Limit Valve (MTU Group 080)

Figure 6 MTU Series 4000 Injector Flow Limit Valve

1.3.10 Turbochargers (MTU Group 100)

Figure 7 Turbocharger Details (Typical)

Do not operate the engine if leaks are found in the tur-

Figure 8 Turbocharger Oil Flow (Typical)

1.3.11 Charge Air Cooler (MTU Group 110)

1.3.12 Lube Oil System (MTU Group 180)

Figure 9 MTU Series 4000 Lube Oil System

Lube Oil System Components List

1.3.13 Engine Belt Drive (MTU Group 250)

1.4 Generator Description

Figure 10 Block Diagram of Generator Operation

1.4.1 Automatic Voltage Regulator

1.4.2 Generator Heater Circuit

Excessive engine starting may cause the starter to

2.2 Air Starting Equipment

2.2.2 Air Start System Components

Figure 11 Air Starting System (Typical)

2.3 Cold Weather Starting Aids

2.3.1 Engine Lube Oil Heater

2.3.2 Water Jacket Heater

3. Air Intake System

3.2 Two-Stage Air Cleaners

Figure 12 Two Stage Air Cleaner (Typical)

3.3 Air Cleaner Service Indicator

4.2 Exhaust Temperatures

Hot metals can cause severe burns and/or injury to

5.1.1 Rapid Warm-Up Cooling System

5.1.2 Series 4000G Cooling System Configuration

Figure 13 SCCC Coolant Flow Schematic

SCCC Components List

5.2 Engine Coolant (Jacket Water) Circuit

5.3 Charge Air Cooling Circuit

5.5 Coolant Sensor Devices

5.7 Fan Drives

Do not substitute any other bolts or washers when