- Over one hundred 20V 8000 engines sold
- Over 160,000 hours in combined operation
- World-wide customer service network
DETROIT, July 25, 2008 – Since its introduction in 2000, MTU’s Series 8000 high-speed diesel engine has enabled Naval and Commercial shipbuilders to take their vessels to the next level in terms of performance and operating availability.
With over one hundred 20V 8000 engines sold, and with over 160,000 hours in combined operation, the world’s highest power to weight ratio in this power range has proved to be the low risk propulsion engine option for many of the world’s leading Navies and high-speed ferry operators.
Delivering up to 12,200 bhp (9100 kW) of continuous power, MTU’s Series 8000 has consistently set the performance benchmarks for fuel efficiency – less than 190g/kWh, while achieving IMO Marpol NOx emission certification. The 20V 8000 engine is now also available in a US EPA Tier II emission certified configuration.
In Naval applications, 56 of MTU’s Series 8000 engines have already been sold to power various patrol and support craft, as well as Frigate and Corvette class warships operated by the Singaporean, Danish and Omanian Navies.
Leading international shipbuilder, Austal Ships, has selected two 20V 8000 M91 Series diesels to power the 416 foot Littoral Combat Ship ‘Independence’ recently launched at their Mobile, Alabama, shipyard for evaluation by the US Navy.
MTU’s reputation for reliability has also proved attractive to commercial fast ferry operators around the world, with thirty one 20V 8000 Series currently operating in Hawaii, Greece, Turkey, Saudi Arabia, Spain, Germany and the Canary Islands.
At the heart of the 20V 8000 Series success is proven performance coupled with state of the art technology that includes Common Rail Fuel Injection – which delivers maximum efficiency throughout the power range, Sequential Turbo-charging – which ensures fast acceleration and rapid response, and the latest Electronic Engine Management Control System – which delivers constant monitoring of the engine and gearbox operating parameters.
Individually designed to match the precise demands of each task, MTU propulsion systems play a vital role in enabling Naval forces and commercial operators to perform at their best, day in – day out.
High power density, low weight and compact design coupled with excellent mechanical and thermal resistances are intrinsic elements of MTU engines, while their simple operation, ease of maintenance, low life-cycle costs and proven performance in a wide range of applications have made them the high speed diesel of choice in the 10,000 hp to 13,000 hp range.
To support their product MTU offers a world-wide Logistics Support program that provides complete, custom-tailored service packages covering everything from parts and tools provisioning through to installation supervision and on-board training courses.
Interesting. . . . . Looky what I came across. . . . .I have seen many things in this industry, but a company that finally makes an interesting/smart decision at picking the right technology (SCR) and not going along with the crowd to address the 2011 emission issues.
Any thoughts from you CONEXPO’ers?
MTU DEMONSTRATES SCR TECHNOLOGY FOR SERIES 900 AND SERIES 500 ENGINES
· Engines meet 2011 Tier 4i off-highway standards
· Use of proven SCR technology optimized for industrial use
· Complete power range from 120 – 644 bhp (90 – 480 kW)
At the Conexpo trade show in Las Vegas, the Tognum subsidiary MTU Detroit Diesel displays one of its Series 900 engines that is Tier 4i compliant using selective catalytic reduction (SCR) technology. Diesel engine manufacturer MTU Friedrichshafen has already demonstrated the experience and expertise necessary to offer its customers EPA Tier 4i compliant engines when these off-highway emission standards take effect on January 1, 2011.
The versatile Series 900 and Series 500 engine families were the ideal candidates for the use of selective catalytic reduction (SCR) to meet upcoming Tier 4 interim emissions regulations. “These engines have established themselves as the premier engines in their power class,” said Scott Jenkins, Director of C&I Sales for MTU’s North American division, MTU Detroit Diesel. “And they have proven to perform just as well with SCR.”
Emissions reduction often works in opposition, explained Gerhard Kramer, Director, Application Center Industrial for MTU. For example, reducing particulate matter often increases the output of oxides of nitrogen (NOx), and vice-versa. “As designed, the Series 900 and Series 500 engines exhibit low particulate matter emissions,” said Kramer. “To comply with NOx limiting values, an SCR system is added.”
An SCR system works by injecting urea into the exhaust stream where it reacts with nitrous oxides to produce harmless nitrogen and water. This reaction takes place when the urea and exhaust gases pass over a catalyst material in the SCR unit. Urea consumption varies with duty cycle and other factors but is not expected to exceed five percent of fuel consumption. As a rule of thumb, fuel consumption compared to Tier 3 engines is reduced by a similar amount, so that total consumption of liquids remains the same.
The SCR system itself consists of engine-mounted hardware, urea lines, electrical wiring and a catalyst unit somewhat larger than a muffler. The catalyst unit is used instead of the standard muffler.
SCR is a proven technology already found in a wide range of applications. Some 200,000 on-highway versions of Series 900 and Series 500 engines have already been sold and are operating satisfactorily. In Europe, all major truck manufacturers have adopted this technology. Urea will likely also be required for diesel engines to meet the on-highway 2010 emissions standards in North America, so the delivery infrastructure is being built out rapidly. Urea is non-toxic and requires no special handling. Service trucks will refill off-highway equipment with urea at the same time as they refuel that equipment.
“Other emissions reduction technologies have merit and MTU has experience with all of them,” said Jenkins. “Our philosophy is to match the best technology to the needs of the specific engine, and in this case SCR was by far the best choice. We wanted to take these proven engine families with state-of-the-art designs, and bring them into compliance with the next round of emissions standards without compromising the benefits the engines. SCR allowed us to do that optimally by adapting the existing on-highway technology for industrial use.”
Inline four- and six-cylinder Series 900 engines have ratings from 120 to 322 bhp (90 to 240 kW), while V-configuration six- and eight-cylinder Series 500 engines cover ratings from 349 to 644 bhp (260 to 480 kW). OEMs appreciate the compact size of the Series 900, while end users praise the engines’ performance characteristics, reliability and low cost of operation. More than a half-million Series 900 engines are in service today. The same SCR technology will also be used in the related 460 inline six-cylinder engine, which covers a power range from 348 to 483 bhp (260 to 360 kW).
Stay tuned. . . .I have a camera spy at the show lets see what they find?????
· U.S. Coast Guard’s first of class National Security Cutter successfully completes initial sea trials.
DETROIT, JANUARY 30, 2008 – MTU Detroit Diesel, the Propulsion Plant Single Source Vendor contractor for the U.S. Coast Guard Deepwater National Security Cutter (NSC) Program, working together with prime contractor Northrop Grumman Ship Systems has completed the first in a series of trials for the lead ship Bertholf (WMSL 750). The Bertholf is the first of eight planned cutters to be powered by a Combined Diesel and Gas Turbine (CODAG) propulsion plant that was specially designed and integrated for the vessel by MTU.
The CODAG propulsion plant consists of two MTU 20V 1163 TB93 diesel engines each rated at 7,400 kW (9,925 hp) and a single General Electric LM2500 marine gas turbine engine rated at 22,000 kW (29,500 hp). The engines are connected through the CODAG reduction and combining gear system to the dual shaft-lines with controllable reversible pitch propellers. With all three engines working together the total combined output of the plant is 36,800 kW (49,350 hp). The propulsion plant and its auxiliaries are all controlled and monitored by an MTU provided automation system.
“This will be the largest, most technologically advanced high endurance cutter ever to enter U.S. Coast Guard service” said Phil Wasinger, Managing Director for MTU Detroit Diesel’s Washington Office. “The MTU team are proud to have completed a successful sea trial on this advanced propulsion system.”
The 418-foot cutter’s propulsion system when in full CODAG operation allows the ship to achieve speeds in excess of 28 knots and can easily make 18 knots when operating economically in single diesel engine mode. These speeds meet and exceed all of the Coast Guard operational requirements for this new cutter class, while the operating flexibility of the propulsion system allows for exceptional endurance and affords reduced lifecycle cost.
The Bertholf completed the Machinery Trials in December of 2007. Next up are Builder Trials scheduled for mid-February followed by Acceptance Trials in March. The Bertholf is scheduled to be turned over to the Coast Guard soon after Acceptance Trials and will then transit to it’s homeport in Alameda, California.
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