Attachment B Fuel Polishing Specifications.pdf

Fluids and Lubricants Specifications All commercial MTU series (except Series 1000 - 1600, 1800), DDC S60 Off-Highway and two-cycle engines

A001061/36E

© 2015 Copyright MTU Friedrichshafen GmbH

This publication is protected by copyright and may not be used in any way, whether in whole or in part, without the prior written consent of MTU Friedrichshafen GmbH. This particularly applies to its reproduction, distribution, editing, transla-tion, microfilming and storage or processing in electronic systems including databases and online services.

All information in this publication was the latest information available at the time of going to print. MTU Friedrichshafen GmbH reserves the right to change, delete or supplement the information provided as and when required.

Table of Contents 1 Preface

1.1 General information 5

2 Lubricants for Four-Cycle Engines

2.1 Engine oils 7

2.2 Fluorescent dyestuffs for detecting leaks in

the lube oil circuit 16

2.3 Lubricating greases 17

3 Lubricants for Gas Engines

3.1 Engine oils 18

4 Lubricants for Two-Cycle Engines

4.1 Engine oils 20

5 Coolants

5.1 General information 23

5.2 Unsuitable materials in the coolant circuit 25

5.3 Freshwater requirements 26

5.4 Emulsifiable corrosion-inhibiting oils 27

5.5 Corrosion-inhibiting antifreezes 29

5.6 Water-soluble corrosion inhibitors 30

5.7 Operational monitoring 31

5.8 Limit values for coolants 35

5.9 Storage stability of coolant concentrates 36

5.10 Color additives for aqueous corrosion

inhibitors and corrosion-inhibiting antifreeze for detection of leaks in the coolant circuit 37

6 Fuels

6.1 Diesel fuels – General 38

6.2 Series-based diesel fuel approvals for MTU

engines 43

6.3 Diesel fuels for engines with exhaust

aftertreatment 64

6.4 Biodiesel - biodiesel admixture 66

6.5 Heating oil EL 69

6.6 Supplementary fuel additives 70

6.7 Unsuitable materials in the diesel fuel

circuit 72

6.8 Fuel for gas engines 73

7 NOx Reducing Agent AUS 32 for SCR Exhaust Gas Aftertreatment Systems

7.1 General information 82

8 Approved Engine Oils and Lubricating Greases

8.1 Engine Oils for Four-Cycle Engines 84

8.1.1 Series-based usability of engine oils in MTU oil

category 1 84

8.1.2 Single-grade oils – Category 1, SAE grades 30

and 40 for diesel engines 86

8.1.3 Multigrade oils – Category 1, SAE grades

10W-40 and 15W-40 for diesel engines 88

8.1.4 Series-based usability of engine oils in MTU oil

category 2 and 2.1 (low SAPS) 89

8.1.5 Single-grade oils – Category 2, SAE grades 30

and 40 for diesel engines 91

8.1.6 Multigrade oils - Category 2 of SAE grades

10W-40, 15W-40 and 20W-40 for diesel engines 95

8.1.7 Multigrade oils – Category 2.1 (low SAPS oils) 103

8.1.8 Series-based usability of engine oils in MTU oil

category 3 and 3.1 (low SAPS) 105

8.1.9 Multigrade oils – Category 3, SAE grades

5W-30, 5W-40, and 10W-40 for diesel engines 106

8.1.10 Multigrade oils – Category 3.1 (low SAPS oils) 110

8.2 Engine Oils for Gas Engines 113

8.2.1 Series-based usability of engine oils in SAE

grade 40 113

8.3 Engine Oils for Two-Cycle Engines 114

8.3.1 Series-based usability for two-cycle engine oils 114

8.3.2 Engine oils for two-cycle engines 115

8.4 Lubricating Greases 116

8.4.1 Lubricating greases for general applications 116

9 Approved Coolants

9.1 Series- and application-based usability of

coolant additives 117

9.2 Emulsifiable corrosion-inhibiting oils 123

9.3 Water-soluble corrosion inhibitors for

cooling systems containing light metal 124

9.3.1 Water-soluble corrosion inhibitor concentrates

for cooling systems containing light metal 124

9.3.2 Water-soluble corrosion inhibitor ready

mixtures for cooling systems containing light metal 125

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9.4 Water-soluble Corrosion Inhibitor

Concentrates for Cooling Systems not Containing Light Metal 126

9.4.1 Water-soluble corrosion inhibitor concentrates

for cooling systems not containing light metal 126

9.4.2 Water-soluble corrosion inhibitor ready

mixtures for cooling systems not containing light metals 128

9.5 Corrosion Inhibitor and Antifreeze for

Cooling Systems Containing Light Metal 129

9.5.1 Corrosion-inhibiting antifreeze concentrates for

cooling systems containing light metal 129

9.5.2 Corrosion-inhibiting antifreeze concentrates for

special applications 131

9.5.3 Corrosion-inhibiting antifreeze ready mixtures

for cooling systems containing light metal 132

9.6 Corrosion Inhibitor and Antifreeze for

Cooling Systems not Containing Light Metal 134

9.6.1 Corrosion-inhibiting antifreeze concentrates for

cooling systems not containing light metal 134

9.6.2 Corrosion-inhibiting antifreeze concentrates for

special applications 137

9.6.3 Corrosion-inhibiting antifreeze ready mixtures

for cooling systems not containing light metal 138

9.7 Coolant Additives for Series 60 Engines 141

9.7.1 Corrosion inhibiting antifreeze concentrates

for Series 60 engines 141

9.7.2 Corrosion-inhibiting antifreeze ready mixtures

for Series 60 engines 143

9.7.3 Corrosion-inhibiting antifreeze concentrates for

Series 60 engines 145

9.7.4 Water-soluble corrosion inhibitor ready

mixtures for Series 60 engine 146

9.8 Coolant Additives for Two-Cycle Engines 147

9.8.1 Corrosion-inhibiting antifreeze concentrates for

two-cycle engines 147

9.8.2 Corrosion-inhibiting antifreeze ready mixtures

for two-cycle engines 149

9.8.3 Water-soluble corrosion inhibitor concentrates

for two-cycle engines 151

9.8.4 Water-soluble corrosion inhibitor ready

mixtures for two-cycle engines 152

9.9 Coolant additives with limited series release 153

9.9.1 Corrosion-inhibiting antifreeze concentrates

based on ethylene glycol (suitable for series with and without light alloys) 153

9.9.2 Corrosion-inhibiting antifreeze ready mixture

based on propylene glycol for series free of light metal 154

10 Flushing and Cleaning Specifications for Engine Coolant Circuits

10.1 General information 155

10.2 Approved cleaning agents 156

10.3 Engine coolant circuits – Flushing 157

10.4 Engine coolant circuits – Cleaning 158

10.5 Cleaning assemblies 159

10.6 Coolant circuits contaminated with bacteria, fungi or yeast 160

11 Overview of Changes

11.1 Revision overview from version

A001061/35 to A001061/36 161

12 Appendix A

12.1 Index 164

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1 Preface

1.1 General information

Used symbols and means of representation

The following instructions are highlighted in the text and must be observed:

This symbol indicates instructions, tasks and operations that must be followed to avoid hazards to persons as well as damage to or destruction of material.

Note:

A note provides special instructions that must be observed when performing a task.

Fluids and lubricants The service life, operational reliability and function of the drive systems are largely dependent on the fluids and lubricants employed. The correct selection and treatment of these fluids and lubricants are therefore extremely important. This publication specifies which fluids and lubricants are to be used.

Test standard Designation DIN Federal German Standards Institute EN European Standards ISO International Standards Organization ASTM American Society for Testing and Materials IP Institute of Petroleum DVGW German Gas and Water Industry Association

Table 1: Test standards for fluids and lubricants

Applicability of this publication The Fluids and Lubricants Specifications will be amended or supplemented as necessary. Before using them, make sure you have the latest version. The latest version is also available at:

http://www.mtu-online.com/mtu/technische-info/betriebsstoffvorschriften/index.de.html

This link also takes you to the Fluids and Lubricants Specifications for the below-listed MTU series:

• MTU Series 1600

• MTU Series 1600 PowerPack®

• MTU Series 1800 PowerPack®

For Series 1000 - 1500, the Fluids and Lubricants Specifications can be found under the following link:

https://bevo.mercedes-benz.com/

If you have further queries, please contact your MTU representative.

Warranty Use of the approved fluids and lubricants, either under the brand name or in accordance with the speci-fications given in this publication, constitutes part of the warranty conditions.

The supplier of the fluids and lubricants is responsible for the worldwide standard quality of the named products.

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Fluids and lubricants for drive plants may be hazardous materials. Certain regulations must be obeyed when handling, storing and disposing of these substances.

These regulations are contained in the manufacturers' instructions, legal requirements and technical guidelines valid in the individual countries. Great differences can apply from country to country and a generally valid guide to applicable regulations for fluids and lubricants is therefore not possible within this publication.

Users of the products named in these specifications are therefore obliged to inform themselves of the locally valid regulations. MTU accepts no responsibility whatsoever for improper or illegal use of the flu-ids and lubricants which it has approved.

Preservation All information on preservation, re-preservation and de-preservation including the approved preserva-tives is available in the MTU Preservation and Re-preservation Specifications (publication number A001070/...). The latest version is also available at:

http://www.mtu-online.com/mtu/technische-info/konservierungs-und-nachkonservierungsvorschrift/ index.de.html

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2 Lubricants for Four-Cycle Engines

2.1 Engine oils

Dispose of used fluids and lubricants in accordance with local regulations.

Used oil must never be disposed of via the combustion engine!

Requirements of the engine oils for MTU approval The MTU requirements for approval of engine oils for diesel engines are contained in the MTU Factory Standards MTL 5044 and MTL 5051 for first-use oils and corrosion-inhibiting oils. For gas engines, oil approval requirements are contained in MTU Factory Standard MTL 5074 and for two-cycle engines in MTL 5111. These standards can be ordered under these reference numbers.

Manufacturers of engine oils are notified in writing if their product is approved.

Approved diesel engine oils are divided into the following MTU Quality Categories:

• Oil category 1: Standard quality / Single and multigrade oils

• Oil category 2: Higher quality / Single and multigrade oils

• Oil category 2.1: Multigrade oils with a low ash-forming additive content (low SAPS oils)

• Oil category 3: Highest quality / Multigrade oils

• Oil category 3.1: Multigrade oils with a low ash-forming additive content (low SAPS oils)

Low SAPS oils are oils with a low sulfur and phosphor content and an ash-forming additive content of ≤1%.

They are only approved if the sulfur content in the fuel does not exceed 50 mg/kg. When using diesel particle filters, it is advisable to use these oils to avoid fast coating of the filter with ash particles.

Selection of a suitable engine oil is based on fuel quality, projected oil drain interval and on-site climatic conditions. At present there is no international industrial standard which alone takes into account all these criteria.

The use of engine oils not approved by MTU can mean that statutory emission limits can no longer be observed. This can be a punishable offense.

Mixing different engine oils is strictly prohibited!

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

This procedure also applies to MTU's own engine oils in the regions Europe, Middle East, Africa, America and Asia.

When changing to an engine oil in Category 3, note that the improved cleaning effect of these engine oils can result in the loosening of engine contaminants (e.g. carbon depos-its).

It may be necessary therefore to reduce the oil change interval and oil filter service life (one time during change).

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Special features

MTU/MTU Detroit Diesel engine oils The following single-grade and multigrade oils are available from MTU/MTU Detroit Diesel in the individ-ual regions.

Manufacturer & sales region

Product name SAE grade Oil cat-egory

Part No.

MTU Friedrichsha-fen Europe Middle East Africa

Power Guard® DEO SAE 15W-40

15W-40 2 20l canister: X00062818 210l barrel: X00062819

IBC: X00064836

Power Guard® DEO SAE 40 40 2 20l canister: X00062816 210l barrel: X00062817

IBC: X00064829

MTU America Americas

Power Guard® SAE 15W-40 Off Highway Heavy Duty

15W-40 2.1 5 gallons: 800133 55 gallons: 800134

IBC: 800135

Power Guard® SAE 40 Off Highway Heavy Duty

40 2 5 gallons: 23532941 55 gallons: 23532942

MTU Asia Asia

Fascination of Power DEO SAE 40 Diesel Engine Oil - Cat. 1

40 1 18l canister: 80808/P 200l barrel: 81717/D

Fascination of Power DEO SAE 15W-40 Diesel Engine Oil - Cat. 2

15W-40 2 18l canister: 91818/P 200l barrel: 92727/D

Fascination of Power DEO SAE 40 Diesel Engine Oil - Cat. 2

40 2 18l canister: 93636/P 200l barrel: 94545/D

Fascination of Power DEO SAE 10W-40 Diesel Engine Oil - Cat. 2

10W-40 2 18l canister: 82626/P 200l barrel: 83535/D

MTU Asia China

Diesel Engine Oil - DEO 15W-40

15W-40 2

Diesel Engine Oil - DEO 10W-40

10W-40 2

Diesel Engine Oil - DEO 5W-30

5W-30 3

MTU Asia Indonesia

Diesel Engine Oil - DEO 15W-40

15W-40 2 20l canister: 64242/P 205l barrel:

MTU Detroit Diesel Australia

MTU Premium Plus 15-W40 15W-40 2

MTU Premium SAE 40 - Off- Highway

40 2

MTU Premium SAE 30 30 2

MTU India Pvt. Ltd.

India

Diesel Engine Oil - DEO 15W-40

15W-40 2 20l canister: 63333/P 205l barrel:

Diesel Engine Oil - DEO 40 40 2 20l canister: 73333/P 205l barrel: 75151/D

Table 2:

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Restrictions for applications in Series 2000 and 4000 BR 2000: Cx6, Gx6, Gx7, Mx6, M84, M94, Sx6

Series 4000: M73-M93L, N43 and N83 and 4000-03 Genset (application group 3F, 3G, 3H)

Oils in oil category 1 must not be used!

Restrictions for applications in Series 2000 M72

Mobil Delvac 1630/1640 and Power Guard® SAE 40 Off-Highway Heavy Duty must not be used!

Restrictions on Series 4000 C, R, T application

In engines in Series 4000 C64, T94 and T94L, only engine oils of oil category 3 or 3.1 of SAE grades 5W-40 or 10W-40 must be used!

Exceptions:

• For Series 4000 T, Chevron Delo 400 LE SAE 15W-40 (oil category 2.1) can also be used.

• For Series 4000 T, Fleet Supreme EC SAE 15W-40 (oil category 2.1) can also be used.

In engines in Series 4000 R64, R74 and R84, only engine oils of oil category 3.1 of SAE grades 5W-40 or 10W-40 must be used!

The maximum oil service life is 1000 operating hours with observance of the analytical limit values for used oils!

Restrictions on Series 8000 applications

Only the following engine oils may be used:

• Castrol HLX SAE 30 / SAE 40

• Chevron Delo 400 SAE 30 / SAE 40

• Exxon Mobil Delvac 1630 SAE 30

• Exxon Mobil Delvac 1640 SAE 40

• PowerGuard® SAE 40 Off-Highway Heavy Duty (material number: 5 gallons 23532941;

55 gallons 23532942)

• Shell Sirius X SAE 30 / SAE 40

SAE grade 40 engine oils may only be used in combination with preheating and oil pri-ming (Toil >30 °C).

Restrictions for Series S60 applications

Only multigrade oils of SAE grade 15W-40 marked with index 2) must be used.

The maximum oil service life is 250 operating hours or 1 year.

Restrictions when using low SAPS oils

Oil Categories 2.1 and 3.1 may be used if the sulfur content in the fuel does not exceed 50 mg/kg.

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Restrictions for applications in Series 595 and 1163

Category 2 or Category 3 oils are normally stipulated for fast commercial ferries using Series 595 and Series 1163 engines.

Restrictions for applications in Series 956 TB31 / TB32 / TB33 / TB34 and 1163 TB32

Engine oils of oil categories 1, 2.1 and 3.1 are generally not approved!

Only the following engine oils are currently approved for Series 956 TB 31, TB 32, TB 33, TB 34 engines for nuclear power station applications and for Series 1163-02 TB32 engines.

Series Oil category 2, single-grade oil

Oil category 2, multi-grade oil

Oil category 3

956 TB 31 Power Guard® SAE 40 Off-Highway Heavy Duty Mobil Delvac 1630 Mobil Delvac 1640

Shell Rimula R3X 15W-40 No approval

956 TB 32 Power Guard® SAE 40 Off-Highway Heavy Duty Mobil Delvac 1640

Shell Rimula R3X 15W-40 No approval

956 TB 33

Ɛ = 9

Power Guard® SAE 40 Off-Highway Heavy Duty Mobil Delvac 1640

Q8 T750 SAE 30

No approval No approval

956 TB 33

Ɛ = 12

Shell Sirius X 30 Fascination of Power DEO SAE 15W40 Diesel Engine Oil - Cat. 2 Shell Rimula R3X 15W-40 Lukoil Avantgarde Ultra 15W40

Shell Rimula R6 M SAE 10W-40

956 TB 34 Shell Sirius X 30 Fascination of Power DEO SAE 15W40 Diesel Engine Oil - Cat. 2 Shell Rimula R3X 15W-40

Shell Rimula R6 M SAE 10W-40

1163-02 TB 32

Emergency power, gen-set

Shell Sirius X 30 Fascination of Power DEO SAE 15W40 Diesel Engine Oil - Cat. 2

Table 3:

Engine oil approvals upon customer request for applications in Series 956 TB 31, TB32, TB33, TB34

The engine oil must have valid MTU approval as per MTL 5044 and a quality level of oil category 2 or 3.

For customer certification, an engine test run under the following conditions is required:

• Engine runtime with specific oil: min. 50 hours (30 hours of which at min. 100% power)

• Then endopscopic examination of combustion chambers.

• Disassembly of 4 pistons (2 on engine A-side and 2 on engine B-side) for detailed results.

Engine oils for engines with exhaust aftertreatment Engines with exhaust aftertreatment place special demands on the oils used to guarantee the opera-tional reliability and service life of the exhaust system and the engine.

Depending on the technology used for exhaust aftertreatment, the following oils can be used.

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Exhaust gas technology Approval for oil category 1 2 2.1 3 3.1

Oxidation catalyst without particulate filter no1) no1) yes no1) yes

SCR system with vanadium catalysts (no particulate filter) no1) no1) yes no1) yes

SCR system with zeolith catalysts (no particulate filter) no1) no1) yes no1) yes

Diesel particulate filter no1) no1) yes no1) yes

Combination system SCR+ particulate filter no1) no1) yes no1) yes

Table 4:

1) = individual test possible for optional and retrofitted exhaust aftertreatment systems

The use of engine oils of categories 1, 2 and 3 (with ash content >1%) on plants with exhaust aftertreatment results in a significantly reduced service life of the exhaust after-treatment system and, with particulate filters, increased back pressure.

For EPA Tier 4i or Tier 4 and EU IIIb-certified engines with exhaust aftertreatment, only low-ash engine oils of category 2.1 or 3.1 are permitted.

Any possible restrictions related to engine requirements must also be observed.

Selection of viscosity grades Selection of the viscosity grade is based primarily on the ambient temperature at which the engine is to be started and operated. If the relevant performance criteria are observed the engines can be operated both with single grade and multigrade oils, depending on the application. Standard values for the tem-perature limits in each viscosity grade are shown in (→ Figure 1).

If the prevailing temperature is too low, the engine oil must be preheated.

Figure 1: Viscosity grade chart

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Oil drain intervals for diesel engines Engine oil drain intervals depend on the engine-oil quality, its conditioning, the operating conditions and the fuel used.

The intervals quoted (Table) are guidelines based on operational experience and are valid for applica-tions with a standard load profile.

Oil change intervals

Oil category Without centrifugal oil filter With centrifugal oil filter or by-pass filter

1 250 operating hours 500 operating hours 2 500 operating hours 1000 operating hours

2.11) 500 operating hours 1000 operating hours

3 750 operating hours 1500 operating hours

3.11) 750 operating hours 1500 operating hours

Table 5:

1) = To be used in conjunction with fuels with max. 50 mg/kg sulfur content.

The oil drain intervals in the table are recommended guidelines when using diesel fuels with < 0.5% sul-fur content. The defined limit values for the used oil (→ Table 6) must be observed. The numbers of operating hours quoted for oils must be confirmed by means of oil analysis.

The oil drain intervals must be determined by oil analysis if one or more of the following difficult operat-ing conditions are encountered:

• Extreme climatic conditions

• High engine start-up frequency

• Frequent and prolonged idling or low-load operation

• High fuel sulfur content of 0.5 to 1.5% by weight (see "Use of High-Sulfur Fuel")

For applications involving low runtimes, the engine oil must be changed every two years at the latest irrespective of its category.

Where engine oils with higher-grade corrosion-inhibiting characteristics are in use (→ Page 84), a change must be carried out every 3 years at the latest.

In individual cases the service life of the engine oil can be optimized by regular laboratory analysis and appropriate engine inspections in consultation with the MTU service point responsible:

The first oil sample should be taken from the engine as a "basic sample" after the engine has run for approximately 1 hour after being filled with fresh oil.

Further samples are to be analyzed at specific intervals (see "Laboratory Analysis").

The appropriate engine inspections are to be carried out before and after the oil analyses.

After completion of all analyses, and depending on the findings, special agreements can be reached for individual cases.

Oil samples must always be taken under the same conditions and at the point provided for that purpose (see Operating Instructions).

Special additives Engine oils approved have been specially developed for diesel engines and have all necessary proper-ties. Further additives are therefore superfluous and may even be harmful.

Laboratory analysis

Spectrometric oil analysis Analysis of the engine oil's additive-metal content is carried out by the MTU laboratory to determine the brand of oil.

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MTU does not generally analyze the oil's wear-metal contents in order to determine the degree of en-gine wear. These content levels are very much dependent on the following factors, among others:

• Individual engine equipment status

• Tolerance scatter

• Operating conditions

• Duty profile

• Fluids and lubricants

• Miscellaneous assembly materials

Unambiguous conclusions as to the wear status of the engine components involved are therefore not possible. This means that no limit values can be given for wear-metal contents.

Used-oil analysis In order to check the used oil, it is recommended that regular oil analyses be carried out. Oil samples should be taken and analyzed at least once per year and during each oil change and under certain con-ditions, depending on application and the engine's operating conditions, sampling / analysis should take place more frequently.

The specified test methods and limit values (Analytical Limit Values for Used Diesel Engine Oils) (→ Table 6) indicate when the results of an individual oil sample analysis are to be regarded as abnor-mal.

An abnormal result requires immediate investigation and remedy of the abnormality.

The limit values relate to individual oil samples. When these limit values are reached or exceeded, an immediate oil change is necessary. The results of the oil analysis do not necessarily give an indication of the wear status of particular components.

In addition to the analytical limit values, the engine condition, its operating condition and any operation-al faults are decisive factors with regard to oil changes.

Some of the signs of oil deterioration are:

• Abnormally heavy deposits or precipitates in the engine or engine-mounted parts such as oil filters, centrifugal oil filters or separators, especially in comparison with the previous analysis.

• Abnormal discoloration of components.

Analytical limit values for used diesel engine oils

Test method Limit values Viscosity at 100 °C max. mm²/s

ASTM D445

DIN 51562

SAE 30

SAE 5W-30

SAE 10W-30

15.0

SAE 40

SAE 5W-40

SAE 10W-40

SAE 15W-40

SAE 20W-40

19.0 min. mm²/s SAE 30

SAE 5W-30

SAE 10W-30

9.0

SAE 40

SAE 5W-40

SAE 10W-40

SAE 15W-40

SAE 20W-40

10.5

Flashpoint °C (COC) ASTM D92

ISO 2592

Min. 190

Flashpoint °C (PM) ASTM D93

DIN EN ISO 2219

Min. 140

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Test method Limit values Soot content (by weight %) DIN 51452

CEC-L-82-A-97

Max. 3.0 (Oil category 1) Max. 3.5 (Oil category 2, 2.1, 3 and 3.1)

Total base number (mg KOH/g)

ASTM D2896

ISO 3771

DIN 51639

Min. 50% of new-oil value

Proportion of water (vol. %) ASTM D6304

EN 12937

ISO 6296

Max. 0.2

Oxidation (A/cm)1) DIN 514531) Max. 25

Ethylene glycol (mg/kg) ASTM D2982 Max. 100

Table 6:

1) = only possible if there are no ester compounds

Use of high-sulfur diesel fuel The following measures must be taken in the case of diesel fuels with a sulfur content above 0.5%:

• Use of an engine oil with a total base number (TBN) of more than 8 mgKOH/g

• Shorten the oil-change intervals (see Oil change intervals).

Chart (→ Figure 2) (Total Base Numbers) lists the recommended minimum total base numbers for new and used oils depending on the sulfur content of the diesel fuel.

The total base numbers for the approved engine oils are listed in chapter Approved engine oils (→ Page 84).

Figure 2: Total base number for engine oil depending on sulfur content of the diesel fuel A Total base number in mgKOH/g, ISO 3771 B Recommended min. total base number for fresh oil

C Min. total base number for used oil

D Sulfur content of fuel in % weight

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Use of low-sulfur diesel fuel The use of diesel fuels with low sulfur content (< 0.5%) does not influence the oil drain intervals.

Minimum requirements for operational checks Oil analyses can be carried out using the MTU Test Kit. The Test Kit contains all the equipment required as well as instructions for use.

The following checks can be performed:

• Determination of oil dispersing capacity (spot test)

• Determination of diesel fuel content in the oil.

• Determination of water content in oil

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2.2 Fluorescent dyestuffs for detecting leaks in the lube oil circuit The fluorescent dyestuffs listed below are approved for detection of leaks in the lube oil circuit.

Manufacturer Product name Concentration for use

Part No. Container size Storage stabili-ty)

Chromatech Eu-rope B.V.

D51000A Chro-matint Fluorescent Yel-low 175

0.04 % - 0.07 % X00067084 16 kg 2 years

Cimcool, Cincin-nati

Producto

YFD-100

0.5% - 1.0 % 5 gallons (canis-ter) 55 gallons (bar-rel)

6 months

Table 7:

1) = ex works delivery, based on original and hermetically sealed containers in frost-free storage (> 5 °C).

The fluorescence (light-yellow color tone) of both dyestuffs is made visible with a UV lamp (365 nm).

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2.3 Lubricating greases

Requirements The MTU conditions for lubricating-grease approval are specified in the MTU Factory Standard MTL 5050, which can be ordered under this reference number.

Grease manufacturers are notified in writing if their product is approved by MTU.

Lubricating greases for general applications Lithium-saponified greases are to be used for all lubrication points with the exception of:

• Emergency-air shutoff flaps fitted between turbocharger and intercooler (see Special-purpose lubri-cants)

• Coupling internal centering

Lubricating greases for applications at high temperatures High-temperature grease (up to 250 °C) must be used for emergency-air shutoff flaps located between turbocharger and intercooler:

• Aero Shell Grease 15

• Optimol Inertox Medium

General purpose greases suffice for emergency-air shutoff flaps located before the turbocharger or af-ter the intercooler.

Greases for internal centerings of couplings Greases for internal centerings:

• Esso Unirex N3 (stable up to approx. 160 °C)

Special-purpose lubricants

Oil for turbochargers Exhaust turbochargers with integrated oil supply are generally connected to the engine oil system.

For ABB turbochargers which are not connected to the engine lube oil system, mineral-based turbine oils with viscosity grade ISO-VG 68 must be used.

Lubricating greases for curved tooth couplings Depending on the application, the following lubricants have been approved for curved tooth couplings:

• - Klüber: Structovis BHD MF (highly viscous lubricating oil)

• - Klüber: Klüberplex GE11–680 (adhesive transmission lubricant)

Guidelines on use and service life are contained in the relevant Operating Instructions and Maintenance Schedules.

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3 Lubricants for Gas Engines

3.1 Engine oils

Dispose of used fluids and lubricants in accordance with local regulations.

Mixing different engine oils is strictly prohibited!

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

Engine oil requirements for gas engines Viscosity grade SAE 40 is stipulated for gas engines!

Multigrade oils are not permitted!

The selection of a suitable engine oil for gas engines depends primarily on the composition of the fuel used to power the engine. The gas engine must only be operated with approved lube oil. The engine oils to be used must be taken from the table (→ Page 113). Another significant factor is the quality of the gas regarding its purity. This requires that the operator regularly carries out gas checks. The gas engine oils to be used are characterized by the lowest possible ash content. This prevents increased ash de-posits which can lead to reduced catalytic converter performance or combustion knocking.

Oil drain intervals for gas engines Series 4000 Engine oil drain intervals depend on the engine-oil quality, its conditioning, the operating conditions and the fuel used.

For this reason, an oil sample must be taken every 250 operating hours and the oil analysis must be compared to the limit values (→ Table 8). The oil samples must always be taken under the same site conditions (engine at operation temperature) and at the designated point (extraction nozzle on oil filter housing). When the limit values (→ Table 8) are reached or exceeded, an immediate oil change is neces-sary. When using increased oil volumes, the limit values for wear elements must be reduced inversely proportionally to the volume increase (see following example).

Double oil volume = halved limit value of the wear element (e.g. iron (Fe) --> 15 mg/kg)

The maximum permissible reduction of limit value for the wear elements is 50% of the limit value (→ Table 8)

The results of the oil analyses must be archived and the last respective oil sample must be stored for any necessary follow-up examinations.

If the limit values are not achieved, an oil change must be carried out after one year at the latest.

Special gas During operation with gases containing silicium, take particular note of the increased silicium content in the oil. For this purpose, the silicium operational value SiB must be calculated with the help of the for-mula below (→ Figure 3). The limit value for the silicium operational value is 0.01. If this value is exceed-ed, the engine is being operated outside the fuel specifications and the warranty becomes void. More details can be obtained in the chapter "Fluids and lubricants for gas engines" (→ Page 73). The compre-hensive observance of SiB must be verified by the operating company with the help of oil analyses Si(n).

Figure 3:

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If the permissible limit values for chlorine, fluorine, sulfur and silicium compounds in the fuel are ex-ceeded, this can result in corrosive wear, combustion chamber deposits and accelerated reduction of the alkaline lube oil reserve.

In this case, gas conditioning is absolutely necessary.

Oil drain intervals for gas engines Series 4000 See Maintenance Schedule

Analytical limit value for used gas engine oils SAE 40 Test method Limit values

Viscosity at 100 °C (mm²/s) ASTM D445

DIN 51562

Max. 17.5 Min. 11.5

Total base number (mg KOH/g) ASTM D2896

ISO 3771

Min. 3 and TBN > TAN

Acid number, TAN (mgKOH/g) ASTM D664 New oil value + 2.5 iph value Min. 4.5 Water (% by vol.) ASTM D6304

EN 12937

ISO 6296

Max. 0.2

Glycol (mg/kg) ASTM D2982 Max. 100 Oxidation (A/cm) DIN 51453 Max. 20 Nitration (A/cm) IR method Max. 20 Wear elements (mg/kg) Iron (Fe) Lead (Pb) Aluminum (Al) Copper (Cu) Tin (Sn) Silicium (Si)

RFA, ICP

Max. 30 Max. 20 Max. 10 Max. 20 Max. 5 Max. 15

Table 8:

• * The limit value for the wear element Si only refers to natural gas operation

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4 Lubricants for Two-Cycle Engines

4.1 Engine oils

Dispose of used fluids and lubricants in accordance with local regulations.

Used oil must never be disposed of via the fuel tank!

Engine oil requirements for two-cycle engines of Series 53/71/92 and 149

Specification SAE grade

Test method 40 50

API CF-2 ASTM ISO Limit values Limit values Viscosity at 100 °C (mm2/s)

D445 EN 3104 12.5 - 16.3 16.3 - 21.9

Viscosity at 40 °C (mm2/s)

D445 EN 3104 130 - 150 200 - 300

Pour point (°C) D97 3016 Max. -15 Max. -10

Flashpoint (°C) D92 2592 Min. 225 Min. 230

Sulfated ash (by weight %)

D874 DIN 51575 Max. 1.0 Max. 0.8

Total base number (mgKOH/g)

D2896 3771 7.0 - 10.0 Min. 7.0

Calcium (mg/kg) 14596 No limit value Max. 500

Phosphor mg/kg DIN 51363-2/3 Min. 700 Max. 100

Zinc (mg/kg) DIN 51391-3 Min. 700 Max. 100

Table 9:

Special features The following listed two-cycle engine oils are available at MTU America:

MTU engine oils for two-cycle engines

Manufacturer & sales region

Product name SAE grade Specification Comments / mate-rial number

MTU America Americas

PowerGuard®

Heavy Duty Engine Oil for Detroit Die-sel 2-Cycle (4x1G)

SAE 40

40 API CF-2 4x1 gallons:

23512701

PowerGuard®

Heavy Duty Engine Oil for Detroit Die-sel 2-Cycle SAE 40

40 API CF-2 5 gallons:

23512734 55 gallons:

23512702

IBC: 23512739

Table 10:

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Restrictions for Series 53/71/92 applications - all applications except marine Start failures may occur at ambient temperatures < 0 °C when the engine is operated with SAE grade 40 oils.

If no start aids are available, oils of SAE grade 30 may be used as a short-term solution.

At lower temperatures (-18 to -32 °C) oils of SAE grade 15W-40 may also be used. These oils must, however, comply with the specification API CF-2 and have a high-temperature viscosity of min. 3.7 cP at 150 °C.

The oil grade must be changed back to SAE 40 as soon as the temperatures allow to do so.

Restrictions for Series 53/71/92 marine applications

No single-grade oils of SAE grade 30 or multigrade oils must be used!

Restrictions for Series 53/71/92 applications

For applications with coolant outlet temperatures > 94 °C, oils of SAE grade 50 must be used!

If fuels with low-sulfur content of 0.5 to 1.0% are used, the oil service life is shortened.

Restrictions for Series 149 applications

For applications with ambient temperatures > 35 °C, oils of SAE grade 50 must be used!

Oil of SAE grade 50 can no longer be recommended at ambient temperatures <7 °C.

If starting speed is no longer reached with the use of SAE grade 50 oils, oil from SAE grade 40 can also be used.

No single-grade oils of SAE grade 30 or multigrade oils must be used!

If fuel with a sulfur content of between 0.5 and 1% are used, oils with a base number of at least 10 mg/KOH/g and with zinc and phosphor contents of max. 100 mg/kg must be used!

Analytical limit values for used diesel two-cycle engine oils

ASTM ISO Limit value SAE 40 Limit value SAE 50

Viscosity at 100 °C (mm2/s)

D445 EN 3104 Min. 12.5 Max. 16.3

Min. 16.0 Max. 22.0

Soot content (by weight %)

DIN 51452 Max. 0.8 Max. 0.8

Water (% by vol.) D1744 EN 12937 Max. 0.3 Max. 0.3

Ethylene glycol D2982 DIN 51375 Negative Negative

Iron (mg/kg) ASTM D5185 Max. 150 max. 35

Aluminum, silicium, copper (mg/kg)

ASTM D5185 Max. 25 Max. 25

Lead (mg/kg) ASTM D5185 Max. 10 Max. 10

Table 11:

Oil change intervals with use of fuels with sulfur content < 0.5% Application Series Oil change interval C&I, Marine S 53/71/92 150 h or 1 year C&I, Marine S 149 300 h or 1 year

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Application Series Oil change interval Generator - emergency power S 53/71/92/149 150 h or 6 months Generator - continuous operation S 53/71/92/149 150 h or 3 months

Table 12:

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5 Coolants

5.1 General information

Coolant definition

Engine coolant = coolant additive (concentrate) + freshwater to predefined mixing ratio ready for use in engine.

The corrosion-inhibiting effect of coolant is only ensured with the coolant circuit fully filled. The only exception is Oil 9156, which maintains its corrosion-inhibiting character even when the coolant was drained due to oil-film formation in the circuit.

Apart from that, only the corrosion inhibitors approved for internal preservation of the coolant circuit provide proper corrosion protection when the medium was drained. This means that after draining the coolant the cooling circuit must be preserved if no more coolant is to be filled. The procedure is descri-bed in the MTU Preservation specifications A001070/.. of the engine.

Coolants must be prepared from suitable freshwater and an MTU-approved coolant additive. Condition-ing of the coolant takes place outside the engine.

Mixing of different coolant additives and supplementary additives is prohibited!

The conditions for the approval of coolant additives are specified in the following MTU works standards

(MTL):

• MTL 5047: Emulsifiable corrosion-inhibiting oils

• MTL 5048: Corrosion-inhibiting antifreeze

• MTL 5049: Water-soluble corrosion inhibitors

Coolant manufacturers are informed in writing if their product is approved by MTU.

To prevent cooling system damage:

• When topping up (following loss of coolant) it must be ensured that not only water but also concen-trate is added. The specified antifreeze and/or corrosion inhibitor concentration must be maintained.

• Do not use concentrations of corrosion-inhibiting additives exceeding 55% by volume (max. anti-freeze protection). Concentrations in excess of this reduce antifreeze protection and heat dissipa-tion. Only exception: BASF G206 (special application)

• The coolant must not contain any oil or copper residue (in solid or dissolved form).

• The majority of corrosion inhibitors currently approved for internal coolant circuit preservation are water-soluble and do not provide antifreeze protection. Make sure that the engine is stored safe from frost, because a certain amount of coolant remains in the engine after draining.

• A coolant circuit can not usually be drained completely, i.e. residual quantities of used coolant or freshwater from a flushing procedure remain in the engine. These residual quantities can result in the dilution of a coolant to be filled (mixed from a concentrate or use of a ready mixture). This dilution effect is higher the more add-on components there are on the engine. Check the coolant concentra-tion in the coolant circuit and adapt it if necessary.

All coolants approved in these Fluids and Lubricants Specifications generally relate only to the coolant circuit of MTU engines. In the case of complete propulsion plants, the operating fluids approvals of the component manufacturer must be observed!

For corrosion-related reasons, it is not permissible to operate an engine with pure water with-out the addition of an approve corrosion inhibitor!

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Special features

MTU/MTU-Detroit Diesel coolant The following coolant additives are available from MTU/MTU-Detroit Diesel.

Manufacturer & sales region Product name Type

MTU Friedrichshafen, MTU Asia Europe Middle East Africa Asia

Coolant AH 100 Antifreeze Con-centrate Coolant AH 35/65 Antifreeze Pre-mix Coolant CS 100 Corrosion Inhibi-tor Concentrate Coolant CS 10/90 Corrosion In-hibitor Premix

Corrosion-inhibiting antifreeze concentrate Corrosion-inhibiting antifreeze ready mixture Water-soluble corrosion inhibitor concentrate Water-soluble corrosion inhibitor, ready mixture

MTU America Americas

Power Cool® Off-Highway Coolant Concentrate Power Cool® Off-Highway Coolant 50/50 Premix Power Cool®Universal 50/50 mix

Power Cool®Universal 35/65 mix

Power Cool®3149

Power Cool®Plus 6000 Concen-trate

Corrosion-inhibiting antifreeze concentrate Corrosion-inhibiting antifreeze ready mixture Corrosion-inhibiting antifreeze ready mixture Corrosion-inhibiting antifreeze ready mixture Corrosion-inhibiting antifreeze concentrate, two-cycle engines Water-soluble corrosion inhibitor, concentrate

MTU Detroit Diesel Australia Australia

Power Cool HB 800

Power Cool HB 800 Premix 50/50

Power Cool HB 500

Power Cool HB 500 Premix 50/50

Corrosion-inhibiting antifreeze concentrate Corrosion inhibiting antifreeze ready mixture Corrosion-inhibiting antifreeze concentrate Corrosion inhibiting antifreeze ready mixture

Table 13:

Note:

For ready mixtures, the proportion of coolant additive (concentrate) is always named first.

Example:

Coolant AH 40/60 Antifreeze Premix = 40% by vol. coolant additive / 60% by vol. freshwater

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5.2 Unsuitable materials in the coolant circuit

Components made of copper, zinc and brass materials Unless various preconditions are observed, components made of copper, zinc and brass materials in the coolant circuit can cause an electrochemical reaction in conjunction with base metals (e.g. alumi-num). As a result, components made of base metals are subject to corrosion or even corrosive pitting.

The coolant circuit becomes leaky at these points.

Requirements Based on current knowledge, the following materials and coatings must not be used in an engine cool-ant circuit because negative mutual reactions can occur even with approved coolant additives.

Metallic materials

• no galvanized surfaces

The entire cooling system must be free of zinc components. This also applies to coolant supply and drain lines as well as to storage containers.

• No copper-based alloys a material with the use of coolant containing nitrite, with the exception of the following to alloys:

– CuNi10Fe1Mn corresponds to CW-352-H

– CuNi30Mn1Fe corresponds to CW-354-H

• Do not use components containing brass in the coolant circuit (e.g. coolers made of CuZn30) if ex-posed to ammoniacal solutions (e.g. amines, ammonium, ...) and solutions containing nitrite or sul-fide. Stress-corrosion cracking is possible in the presence of tensile stress and a critical potential area. "Solutions" refer to cleaning agents, coolant and similar substances.

Non-metallic materials

• Do not use EPDM and no silicon elastomers when using emulsifiable corrosion inhibitor oils or other types of oil introduced to the coolant circuit.

Information:

In case of doubt about the use of materials on the engine and add-on components / components in coolant circuits, consultation with the respective MTU specialist department must be held.

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5.3 Freshwater requirements

Only clean, clear water with values in accordance with those in the following table must be used for preparing the coolant. If the limit values for the water are exceeded, hardness or mineral content can be decreased by adding de-mineralized water.

For preparation of aqueous corrosion inhibitors and corrosion-inhibiting antifreeze:

Item Minimum Maximum Sum of alkaline earth metals *) (Water hardness)

0 mmol/l 0°d

2.7 mmol/l 15°d pH-value at 20 °C 6.5 8.0 Chloride ions 100 mg/l Sulfate ions 100 mg/l Anions total 200 mg/l Bacteria 103CFU (colony forming unit) Fungi, yeasts are not permitted!

Table 14:

*) Common designations for water hardness in various countries:

1 mmol/l = 5.6°d = 100 mg/kg CaCO³

• 1°d = 17.9 mg/kg CaCO³, USA hardness

• 1°d = 1.79° French hardness

• 1°d = 1.25° English hardness

For preparation of emulsifiable corrosion inhibitors:

Item Minimum Maximum Sum of alkaline earth metals *) (Water hardness)

0.36 mmol/l 2°d

1.8 mmol/l 10°d pH-value at 20 °C 7.0 8.0 Chloride ions 100 mg/l Sulfate ions 100 mg/l Anions total 200 mg/l Bacteria 103CFU (colony forming unit) Fungi, yeasts are not permitted!

Table 15:

*) Common designations for water hardness in various countries:

1 mmol/l = 5.6°d = 100 mg/kg CaCO³

• 1°d = 17.9 mg/kg CaCO³, USA hardness

• 1°d = 1.79° French hardness

• 1°d = 1.25° English hardness

If the water is too soft, this can result on foam formation and the water has to be hardened before ap-plication by adding hard water. If the water is too hard, this impairs the emulsion stability. This causes increased oil separation and the formation of deposits in the system. Excessively hard water must therefore be softened by blending with soft water.

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5.4 Emulsifiable corrosion-inhibiting oils

Emulsifiable corrosion-inhibiting oils Emulsions of MTU-approved corrosion-inhibiting oils (1.0 – 2.0% by volume) and suitable freshwater (→ Page 26) provide adequate corrosion protection.

A 2% by volume concentration must be used for initial filling.

The required quantity of corrosion-inhibiting oil is best mixed in advance in a container with 4 to 5 times the amount of freshwater and then added to the coolant when the engine is running at operating tem-perature.

In maintenance stations or multi-engine installations the complete amount of coolant required should be prepared in a separate container. It can then be used for initial filling or replenishment as required.

Under unfavorable conditions, individual cases of bacterial attack may occur in the emulsifiable corrosion-inhibiting oils. Treat the coolant emulsion with biocide in this case! Refer to chapter "Flushing and cleaning specifications for engine cooling circuits" (→ Page 155).

Note:

Slight precipitation may occur where coolant emulsions are used. This is shown by a layer on the sur-face of the coolant in the expansion tank. This is of no significance provided that the emulsion concen-tration remains within the specified limit values. Change the coolant in the event of a sudden drop in coolant additive concentration or if the additive is no longer absorbed. If necessary, the engine coolant chambers are to be cleaned, see the chapter "Flushing and cleaning specifications for engine coolant circuits" (→ Page 155).

Emulsifiable corrosion-inhibiting oils must not be used in engines of the following series:

• Series 099

• Series 183

• Series 2000

• Series 396

• Series 4000

• Series S60

• Two-cycle engines

The series with application approval for emulsifiable corrosion inhibitor oils are listed in the chapter "Approved coolants" (→ Page 117).

For the following listed serial numbers of the Series 20V 956 TB33 up to year of manufacture end of 2008 (as per identification plate), only emulsifiable corrosion inhibitor oil must be used:

Serial number Serial number Serial number Serial number Serial number

5870001 5870002 5870003 5870004 5870005 5870006 5870007 5870008 5870009 5870010 5870011 5870012 5870013 5870014 5870015 5870016 5870017 5870018 5870019

Table 16:

Special approval presently in effect remain valid.

The emulsifiable corrosion-inhibiting oil must never be used for coolant temperatures >90 °C!

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Flushing with water is required after every change to a different coolant product. For preserved engines (new engines, field engines, reserve stock engines, etc.), a flushing run must be carried out prior to fill-ing with engine coolant. The necessary work is described in the chapter "Flushing and cleaning specifi-cations for engine coolant circuits" (→ Page 155).

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5.5 Corrosion-inhibiting antifreezes

These antifreezes are necessary for engines without heating facilities and operating in areas where be-low-freezing temperatures may occur.

Most of the corrosion-inhibiting antifreezes approved at MTU are based on ethylene glycol.

Exceptions:

• Ready mixture of Fleetguard PG XL based on propylene glycol (→ Page 154)

• Concentrate BASF G206 as a mixture of ethylene glycol and propylene glycol

Provided that they are used in approved concentrations, corrosion-inhibiting antifreezes approved by MTU provide effective protection, see Operational monitoring (→ Page 31).

The corrosion-inhibiting antifreeze concentration must be determined not only in accordance with the minimum anticipated temperatures but with the corrosion protection requirements also.

For approved coolant additives for the individual engine series, refer to chapter "Approved cool-ants" (→ Page 117).

Special approval presently in effect remain valid.

Coolant additives containing nitrite must not be used in conjunction with coolers that contain brass!

Marine engines are subject to the following limitations when using corrosion-inhibiting antifreezes:

• Series 956-01, 956-02, 1163-02, 1163-03, 1163-04:

These engines are fitted with heating units. Because of their cooler capacity, corrosion-inhibiting anti-freezes must not be used.

• Series 099, 183, 396:

The use of corrosion-inhibiting antifreeze in these engines is permitted only at seawater tempera-tures of up to 20 °C maximum.

• Series 2000 and 4000:

Corrosion-inhibiting antifreeze may be used with these engines with installed heat exchanger at sea-water temperatures up to 25 °C max.The use of corrosion-inhibiting antifreezes is generally not al-lowed on engines with no installed heat exchanger.Ensure that the heat exchanger not installed on the engine is sufficiently dimensioned.

• Series 538, 595 and 8000:

The use of corrosion-inhibiting antifreezes is not allowed for these engines.

The possibility of using corrosion-inhibiting antifreezes for the above-mentioned series for other applica-tions (e.g. genset, rail) is described in the overview in the chapter "Approved coolants" (→ Page 117).

Note:

Propylene glycol-based corrosion-inhibiting antifreezes are stipulated for use in some types of applica-tions.