MTUreport The magazine of the MTU and MTU Onsite Energy brands I Issue 01I2010 I

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1 A TOGNUM GROUP BRAND MTUreport The magazine of the MTU and MTU Onsite Energy brands I Issue 01I2010 I Vroooooom! Big, strong and MTU-powered On track for the future New rail engine on the test bench Legends of the engine world Detroit Diesel 2-Cycle engines back on the market

2 Editorial Volker Heuer, Chairman and CEO of Tognum AG and Chairman of MTU Friedrichshafen GmbH. Diversity is our strength Dump trucks, wheeled loaders, cranes, compressors and excavators the power and potency of construction plant is endlessly fascinating. At the Bauma construction machinery show in April in Munich, Liebherr unveiled an impressive new dump truck that can carry a payload of 364 tonnes. That is more than a fully laden and fueled Boeing 747. The new Liebherr dumper is powered by an MTU Series 4000 engine. Other newcomers such as a gigantic Terex crane, a Bell dump truck and a compressor made by Käser are also driven by our engines. And I could list many more. When I see the number and range of vehicles and machines that are powered by our engines it makes me very proud. It tells me that the course we have chosen is the right one. By working in partnership with our clients we provide precisely the solutions they need. For every performance class and every emission rating we can offer an engine that precisely fits the purpose. And not just for construction equipment. Energy plants and drive systems made by MTU and MTU Onsite Energy are in use all over the globe. The Brazilian ferry operator Barcas safely and reliably transports 20 million people a year with the aid of 14 MTU Series 2000 engines. Electricity generators are driven by our engines too. Just recently we launched a completely new generation of gensets. That diversity is our strength. It has helped us to come through the last year in good shape despite the turbulent times in the global markets. We are perfectly prepared for the challenges of the future too. We are just now in the process of bench-testing a rail engine that will meet the Stage IIIB emission standards that come into force in It will start field trials in a Deutsche Bahn freight locomotive next year. In March 2010 we opened a new assembly and production plant near the US town of Aiken (South Carolina) which will replace our previous assembly facility near Detroit. The new factory allows us to produce closer to our customers. And it means we now have eleven production and assembly facilities worldwide. But it isn t just in production that we are becoming more globalized. Proximity to the market is a key factor in development as well. So we are currently hiring highly qualified engineers in India. That is the only way we can make sure we satisfy clients wishes and requirements in the region even better. Enjoy discovering the fascinating diversity of MTU in this exciting issue of MTU Report. Volker Heuer

3 04 28 Contents Editorial Industrial 04 Vroooooom! MTU engines in construction machinery not only withstand the toughest demands, they also meet the present and future requirements of the emissions legislation. 16 News Industrial 22 Time to recharge An engine transplant reinvigorates mining vehicles within a week. MTU has the engines to suit a large number of dump trucks and mine excavators. Technology 28 Winning formula Shrinking limits for exhaust emissions are a challenge not only for the developers. The tuning of engines has become more difficult too. Thankfully there is a computer program to help. Rail 32 On track for the future The new MTU rail engine will comply with the Stage IIIB emission limits. A first prototype is due to start trials in It is already undergoing bench-testing. Shipping 34 They are the champions 14 MTU engines in Brazil transport over 20 million passengers a year an MTU record. After-sales 38 Legends of the engine world They are back. The MTU Detroit Diesel 2-Cycle engines. Twelve years ago production of them was discontinued but now they are celebrating a major comeback. Energy 42 House lights down... and spotlight The MTU Onsite Energy family is expanding. The next-generation gensets cover a range of outputs from 250 to 3,310 kilowatts. 50 Nothing to do with luck Two emergency backup gensets provide for reliable running of a casino and some lucky horses. 51 Imprint Front cover: MTU engines on a grand scale. Series 4000 units provide the motive power for numerous dump trucks and propel them to ever greater achievements. MTU Report 01/10 I 3

4 MTU engines in construction equipment applications VROOOOOOM... Dump trucks, wheeled loaders, cranes and compressors the world of construction equipment is endlessly fascinating. As well as their massive proportions and enormous power the machines have something else in common an MTU engine inside. 4 I MTU Report 01/10

5 Industrial When I grow up I want to be a digger driver. Dennis and his son had already known that for a long time. MTU Report 01/10 I 5

6 The Mercedes-Benz industrial engines marketed by MTU are based on commercial vehicle engines. MTU has optimized them for duty in the toughest of off-highway conditions.

7 Industrial «In construction and industrial applications, engines are severely tested. Be it performance, economy or life expectancy the maximum is always demanded. And the higher the demands, the stronger the argument for our engines.» Rainer Breidenbach, Tognum COO with responsibility for the Engines Division The monster excavator moves purposefully through the fine yellow sand, its bucket full of stones. Vroooooom! Dennis adds the sound effects to accentuate the speed of his giant white digger. The excavator is the fastest in the whole sandpit and in any case the biggest. Dennis is quite certain none of his friends has a digger this big. And another thing he s sure about: When I grow up I want to be a digger driver. Series 4000 for the world s biggest Mining-trucks. The white monster truck throws itself into the bend at nearly 60 kilo meters an hour carrying a massive pile of rock. Its mighty Vroooooom! is impossible not to hear. Dust and dirt are sent spiraling into the air. The truck looks like a toy in the vast expanse of the Cortez gold mine that now, 30 years later, is Dennis new sandpit. The old one of his childhood days would fit many thousands of times into the mine, where the sand is dark brown rather than golden yellow. But Dennis still wears the same look of pride. He now drives the Liebherr T282B dump truck one of the biggest on Earth at almost 15 meters long, over seven meters high and nearly nine meters wide. It can carry a load of up to 360 metric tonnes, which is equivalent to a fully laden and fueled Boeing 747, four railway locomotives or 314 VW Golf cars. The Liebherr T282B is one of the largest dump trucks in the world. When Dennis stands next to one of its wheels, his head doesn t even reach the hub. They are more than four meters high and weigh nearly eight tonnes. The rear wheels of the truck are driven independently by separate electric motors. The motors are supplied with power by a generator driven by a 20-cylinder MTU Series 4000 engine. With an output of 2,720 kilowatts at 1,800 rpm and a capacity of around 90 liters, it propels the giant dumper to a maximum speed of 64 kilometers per hour. And the search for superlatives goes on. In April 2010 at the world s largest construction machinery fair, the Bauma show in Munich, Liebherr unveiled its latest model, the T282C. The new truck is slightly bigger again and can carry a larger payload. Like its predecessor, it is powered by a 20-cylinder MTU Series 4000, an engine that comes as standard with something that is indispensable for construction vehicles. It has supreme dynamic response. Its high torque from very low revs delivers colossal pulling power. What is more, the engine gives the dumper absolutely outstanding economy. It uses very little fuel and has long oil-change intervals, both of which lower the engine s operating costs. «It can carry a load of up to 360 metric tonnes, which is equivalent to a fully laden and fueled Boeing 747.» Mega wheeled loader with 45-cubic-meter bucket capacity A few meters away, Dennis colleague is driving a Le Tourneau wheeled loader that is almost as big as the dump truck almost 20 meters long, nearly seven meters wide and just over six meters to the top of the driver s cab. With its 45-cubic-meter bucket it can fill the dump truck in just a few shovelfuls. In the engine bay of the mighty wheeled loader is an ultra-reliable 16-cylinder MTU Series 4000 capable of 1,730 kilowatts (2,350 bhp). These engines are used wherever maximum availability, safety and reliability, minimal fuel consumption, excellent support services and economical lifecycle costs are what matters, imparts Norbert Eisenblätter, the man MTU Report 01/10 I 7

8 Motiveline as co-driver MEMO The Motiveline driveline control and automation system developed specially for mining vehicles by MTU is an innovative technology that monitors and controls all engine functions and the system components necessary for its operation. The interaction between the vehicle components, the engine and the system components functions fully automatically (and within an integrated network). The modular automation system guarantees adaptation of the engine system to the multilayered operating conditions in everyday mine work. As they are expected to deliver the highest levels of performance under very variable conditions, mining vehicles benefit in particular from flexible adaptation to vehicle components, automatic power adjustment and connection to the integrated engine life data recorder that stores information for the service personnel. For the operator, that means fewer breakdowns, lower fuel costs and, consequently, money savings. The basic components of the Motiveline system are the Advanced Diesel Engine Control (ADEC), Power Output Module (POM), Service and Application Module (SAM) and Engine Monitoring Unit (EMU). Designed for advanced, high-performance diesels and precisely matched to the common-rail technology used on the Series 4000, the ADEC smartly and reliably manages the extreme loads that the vehicles are regularly subjected to in their tough daily tasks. An integrated safety and self-testing system automatically adjusts the engine output to the prevailing operating conditions or shuts it down altogether in an emergency in order to prevent costly damage. The ADEC is supplemented by an Engine Monitoring Unit (EMU) that further improves engine availability due to additional monitoring and diagnosis options. The ADEC controls the Power Output Module (POM) via a CAN databus. Like the ADEC, the POM is an electronic control module permanently attached to the engine and a component of the Motiveline system. Wired up to the starter motor and alternator, it controls their electrical power circuits in order to optimize the starting sequence. Interfaces are managed efficiently by the compact and intelligent Service Application Module (SAM). Another interface (Global System for Mobile Communication) allows the operator to receive engine-specific operating data and so remotely monitor and diagnose the vehicle s performance. In addition, the Motiveline automation system provides an optional interface for subsequent integration of exhaust treatment systems. responsible for mining engine application technology at MTU. The elec - tronic engine management adjusts the most important operating parameters such as injection volume and pressure to suit the onsite conditions. And the insulated exhaust pipes limit the surface temperatures to around 200 degrees Celsius, so minimizing the fire risk. In addition, the oil filter system equipped as standard with two large oil centrifuges reduces the lifecycle costs, protects the engine and increases the vehicle s availability. But it isn t just the big MTU engines like the Series 4000 that are present in high numbers in the mine. Their smaller siblings, the Series 2000, drive many of the vehicles as well. Like the smaller Le Tourneau wheeled loaders, for instance. They can only lift around 30 tonnes rather than the 70 that the L-2350 is capable of. Mercedes power for the lightweights. One wonders whether Dennis thought about it when he was playing in the sandpit as a four-year-old. He and his friend dreamt of trying out construction vehicles in the big wide world. His career began not many years later on a building site in his home town not far from his sandpit. And so engines from MTU became his constant companions. His toys were then no longer trucks and diggers in the sandpit but jackhammers, pneumatic drills and sprayguns. The compressed air that powered them came from a compressor driven by a Mercedes Series 500 engine. Some years later, the sandpit dream came true. Dennis was in the driver s seat of a Bell dump truck. Instead of transporting sand as he had in his boyhood games, he was now shifting heavy rubble. The engines supplied by MTU made sure that the vehicles accelerated powerfully and traveled swiftly even when asked, as they often were, to tackle some pretty steep slopes. The Series 500 engines are based on Mercedes-Benz power units that have proven themselves thousands of times over in commercial-vehicle applications and have been optimized by MTU for duty in the toughest of off-highway conditions. «These engines are based on Mercedes-Benz commercial-vehicle power units that have proven themselves thousands of times over.» Huge mobile crane Dennis best friend right from those far off days in the sandpit now drives a crane. Not just any old crane, but one of the largest offroad mobile cranes in the world, the Terex AC It can lift a weight of 1,000 tonnes equivalent to nearly four fully laden Boeing 747s. And it still has to be extremely versatile as well. The crane must be just as safely and reliably drivable on unsurfaced tracks and rough terrain as on tarmacked roads. It demands the immense power required to lift and carry the heaviest objects and position them accurately to within millimeters. And that is provided by a Mercedes engine supplied by MTU. SCR system removes nitrogen oxides. In future, the engines of both vehicles will be fitted with SCR catalytic converters in which the nitrogen oxides contained in the exhaust are converted into water vapor and harmless nitrogen. That is something Dennis certainly didn t think about in the sandpit. His engines went Vrooooom and were 8 I MTU Report 01/10

9 MTU Series 4000 engines drive the world s biggest construction vehicles including dump trucks and wheeled loaders. To do so they have to produce as much as 3,000 kilowatts of power. Industrial

10 Industrial Mobile cranes have to meet the toughest demands. They must not lose agility and maneuverability even on rough terrain if they are to be able to precisely position their loads to within a few millimeters. At the same time, they have to be able to move quickly on surfaced roads. The Mercedes engines are purpose-designed for such requirements. They develop high torque right from very low revs.

11 MTU Series 4000 engines power the biggest dump trucks on Earth. They have water-cooled exhaust pipes to minimize fire risks. absolutely zero-emission. The Series 500 and 900 engines will be fitted with the SCR system from 2011 for compliance with the Stage IIIB emissions legislation. The SCR system has already been tried and tested hundreds of thousands of times over in Mercedes trucks and so is absolutely reliable, explains Gerhard Kramer, Head of Applications Technology for Industrial Engines at MTU. In terms of their dimensions, fixing points, external connections and power-take-off points, the basic engines are identical with the present models. The cooling system is slightly modified as the amount of heat generated during operation is different. The vehicle manufacturers also have to accommodate the SCR catalytic converter and the pump and tank for the reducing agent in the machine. So that less additional space is required, MTU combines the SCR catalytic converter and the silencer in a single component. And so that the engines produce less particulate matter, MTU has also further optimized the fuel injection, turbocharging and electronic engine management systems and very precisely adapted all parameters that affect emissions to the new requirements. As a result, combustion is now even more efficient and produces so little soot that the engines will meet the particulate matter emission limits of the future Stage IIIB and EPA Tier 4i standards by internal engine design features alone. In other words, they will not require a diesel particulate filter to comply with those requirements. What is particularly clever about this engine is that even though it produces lower emissions than the model designed for compliance with the previous phase of the emissions legislation, Stage IIIA, it uses less fuel and has even better dynamic response at low revs. Today, Dennis son plays with diggers and dump trucks in the sandpit. With a loud Brrrrm he pushes the toy excavator through the yellow sand. And a few days ago he came up to Dennis and said, Dad, when I grow up I want to be a digger driver. By the time that day arrives, the engines will only produce a minute fraction of the emissions they do today. The development of our engines is advancing at amazing speed, states Rainer Breidenbach, COO with responsibility for the Engines Division at MTU s parent company, Tognum. «The diggers in the sandpit went Vrooooom! and were absolutely zero-emission.» Engines for the next legislation phases The renowned Series 400, Series 500 and Series 900 engines from Mercedes are to be replaced from 2014 by five new engines specially designed for off-highway applications. These will cover the power range up to 500 kw and their designations will be 4R and 6R 1000, 6R 1100, 6R 1300 and 6R These engines complete Series 1600 at the lower end of the power range and together, they will set a new standard, explained Mr Kramer. Depending on application, they will be up to five percent more powerful than their forerunners and boast very low fuel consumption, high power outputs at low speeds and significantly improved engine brake power. Use of exhaust gas recirculation, a diesel particulate filter and an SCR system will ensure compliance with US emission standard Tier 4, which will then be in force. The complete exhaust aftertreatment system will be contained in compact housing and replace the conventional exhaust silencers. Above the outputs covered by the 1000, 1100, 1300 and 1500 models, the Series 1600 will offer the required motive power. With a capacity of 1.75 liters per cylinder, the design caters for power requirements up to 730 kilo- MTU Report 01/10 I 11

12 Industrial «I can assure you of one thing whenever a new emission stage comes into force, we have the technical solution. That applies to Stage IIIB for industrial engines and will also be the case for the big Series 2000 and Series 4000 engines.» Rainer Breidenbach, Tognum COO with responsibility for the Engines Division «These engines will complement our Series 1600 at the lower end of the power spectrum and will collectively set new standards.» Gerhard Kramer on the new engines from the Daimler Group watts. The engines are compact and easy to integrate in the machine. With only a small number of external connections, such as for coolant pipes and air ducting or electronic interfaces, installation is fast and economical. As the intercoolers are attached directly to the engines, the complication of fitting them in the machine is removed. What is more, the cooling system for the machine s hydraulics can be integrated in the engine cooling system. The engines will meet the EPA Tier 4 emission standard applicable as of 2014 by means of optimized combustion, exhaust recirculation and an oxidation catalytic converter. Exhaust treatment systems will not be required. A Series 2000 engine with Common Rail injection. In 2011, a new version of the MTU Series 2000 engine will also come onto the market. In contrast with previous incarnations, it will have common-rail fuel injection instead of the unit-pump system. The engine has already been undergoing bench tests at MTU for some months. The emission limits are to be achieved with the aid of an exhaust recirculation system only. The mining models with power outputs in the range of the Series 4000 will comply with the stricter emission limits in But the MTU developers are already working on an even more advanced version of the engine that will be available for other applications as early as I can assure you of one thing whenever a new emission stage comes into force, we have the technical solution. That applies to Stage IIIB for industrial engines and will also be the case for the big Series 2000 and Series 4000 engines, Breidenbach promises. Vroooooom! That noise is another thing we can be sure will continue to be a common sound and inspire future generations of digger drivers. Listening excitedly to the stories of grown-up excavator drivers about the massive sandpits where gigantic dump trucks are made to look as small as toy cars until the day comes when they feel the power of the MTU engines below them. Lucie Dammann To find out more, contact: Eddi Madariaga eddi.madariaga@mtu-online.com Tel Andreas Bogner andreas.bogner@mtu-online.com Tel I MTU Report 01/10

13 Do you remember? We used to play with toy trucks in the sandpit and now we drive the real thing, Dennis reminisces with his workmate on the building site. MTU Report 01/10 I 13

14 Industrial MTU engines are in use in construction plant of all kinds. 1 Liebherr mining excavator 2 Wirtgen road miller 3 Faun crane 4 Sandvik underground mining dump truck 5 Hitachi wheeled loader 6 Terex mobile crane 7 Liebherr dump truck 14 I MTU Report 01/10

15 Le Tourneau wheeled loader 9 Liebherr dump truck 10 Terex offroad crane 11 Perlini dump truck Terex and Manitou cranes 14 Bell dump truck MTU Report 01/10 I 15

16 News Made in USA: MTU Engines from South Carolina Aiken. In the not-so-distant future, MTU engines destined for the North American market are to be built in the state of South Carolina. The very first MTU engine to be manufactured in Tognum s new plant in Aiken County is to be delivered in October However MTU Detroit Diesel, Tognum s North American subsidiary, is not only transferring its engine assembly operations from Detroit to the American South. Engine components are to be manufactured there as well. So the new plant opens up many new possibilities for MTU to meet its customers needs better. The sales organization as well as administrative and management departments responsible for the North American market shall continue to be based in Detroit in the state of Michigan. Reconstruction work on the empty factory building purchased by MTU will continue until the autumn, with installation of assembly and production machinery and the building of an extension for housing test stands. The plan is not only to assemble Series 2000 and Series 4000 engines there. The local value-added of MTU engines built in Aiken is to be increased gradually, with manufacture of Series 4000 cylinder heads as well as of coolant distribution housings, gearcases and other externally mounted parts of Series 2000 and Series 4000 engines taking place there too. Previously, all engine components were supplied ready-to-install by MTU Friedrichshafen. With production on-site in the USA, MTU not only makes itself less vulnerable to exchange-rate fluctuations between the US-dollar and the euro, there will be tangible benefits for customers too. Delivery times, for example, can be shortened, with the manufacture of some parts taking place right next to the assembly line. Production capacity can also be increased as market conditions and customer requirements demand. Engine remanufacturing will also be possible. The higher value-added in the US also increases MTU s chances when it comes to competing for public contracts offered by the US government. For a global player like Tognum, a global production network is absolutely essential and the plant in Aiken has an important role to play, said Volker Heuer, Chairman of the Executive Board of parent company Tognum, to explain the move. By making the purchase in Aiken County, the Tognum Group is exploiting the chances offered by the econo- 16 I MTU Report 01/10

17 Indian prospects Pune. Tognum marked the opening of new headquarters for national subsidiary MTU India in the city of Pune with an official ceremony. The economic growth in India is important for the strategic expansion of the Tognum Group s Asian business, stated Tognum CTO Dr. Ulrich Dohle on the occasion. This includes not only consolidating sales and after-sales operations, but setting up the very first engineering and research centre outside our German headquarters in Friedrichshafen. A new organizational unit of MTU India will carry out development work in Pune in future. The 3,660 square meter site provides space not only for offices but also a spare parts depot, a training center and a workshop. MTU India also has offices in New Delhi, Bangalore, Singrauli and Korba. Tognum is expanding its international production network with a new MTU engines assembly and manufacturing plant near Aiken, South Carolina (USA). Production is scheduled to begin at the end of Peter Kneipp, CEO of MTU Asia, officially opens the new MTU India headquarters. mic crisis. The price levels for unused industrial sites are falling, enabling Tognum to carry through in a cost-efficient way the plan it announced some years ago of finding its own new plant to replace the production facilities which it rents in Detroit. The workforce in the new plant is to increase to about 250 over the next four years or so. Although employees will move from Detroit to Aiken to work in production-related areas, mostly new personnel will be taken on in South Carolina for production and assembly. Since there are numerous automotive factories in the region, qualified personnel is available, said Dr. Ulrich Dohle, Member of the Tognum Executive Board and responsible for Technology & Operations, when the Aiken factory was taken over in March. Working in conjunction with state authorities, MTU is setting up a training program to equip future employees with the special knowledge required for manufacturing and assembling MTU s sophisticated products. MTU s parent plant in Friedrichshafen will be lending its support. Aiken was selected in a competitive tender as the most economically favorable location. The attractive site is located near the border with the neighboring state of Georgia and is also close to Interstate 20, which offers ideal conditions for goods transport throughout North America. For overseas shipments, the seaport of Charleston is just over 200 kilometers away. The state of South Carolina, Aiken County and state authorities are supporting the development of the new location with subsidies, tax relief, and the donation of an additional site. The Tognum Group currently has eleven manufacturing and assembly sites around the world, two of which are in the US. In autumn 2009, cylinder liner production went into operation in Istanbul in Turkey. In summer 2010, emergency gensets will start to be manufactured in Datong in northern China as part of a joint venture with the Chinese Norinco Group. Other operations in China are assembly at the Suzhou plant near Shanghai of Series 2000 genset engines and next generation power gensets of the MTU Onsite Energy brand. Mandarin L Orange Suzhou. L Orange GmbH, the Tognum Group s fuel injection specialist, officially opened its newly established subsidiary in the Chinese city of Suzhou at the end of The operations of L Orange Fuel Injection Trading (Suzhou) Co. Ltd. will center around sales, quality assurance and purchasing. With the establishment of the subsidiary in China we will be able to share in the present enormous market growth in Asia and compete more strongly, observed Dr. Ralph-Michael Schmidt, CEO of L Orange. It is important for us to be closer to the Asian market and to be able to react more quickly to its demands. MTU Report 01/10 I 17

18 News Power nomads Friedrichshafen. Twenty MTU Onsite Energy branded continuous-duty gensets are to boost the supply to the local power grid around the port of Hodeidah in western Yemen on behalf of the state-owned Public Electricity Corporation (PEC). Driven by MTU Type 16V 4000 G63 diesel engines, the generator sets are housed in special containers and can thus be transported anywhere in the country. As well as the gensets, the contract also extends to cooling and fuel systems and the associated switchgear. In addition, MTU Onsite Energy will provide support with installation and connection of the power containers at the beginning of next year. The electricity demand in Yemen has risen substantially in recent years and can be expected to continue growing in the future. That has created a supply deficit that these gensets will help to overcome. They provide a combined electrical output of 30 megawatts. The 20 diesel gensets based on MTU Series 4000 engines will be assembled at the MTU Onsite Energy plant in Mankato, Minnesota. Biogas Series 4000 Augsburg. Having already proven itself as a diesel and natural-gas engine the MTU Onsite Energy Series 4000 is soon to be running successfully on biogas as well. Since November 2009, a 12-cylinder biogas-fueled version has been undergoing trials in a Type GR 1165 B5 genset. The first field-trial project with the Series 4000 biogas engine is an important milestone for us. With the Series 4000 systems for renewable gases we can significantly expand our range of applications, elucidates Ulrich Kemnitz, CEO of MTU Onsite Energy GmbH Gas Power Systems. The electricity generated is fed into the national grid and earns money for the operator under the German Renewable Energy Act (EEG). The systems supplied by MTU Onsite Energy impressed us right from the start. We even visited the factory in Friedrichshafen to take a closer look at the engines being assembled, recounts technophile Reinhard Gross, on whose farm the plant is located. He was an MTU Onsite Energy customer even before the latest project. He already had three 12-cylinder Series 400 biogas modules from MTU Onsite Energy in Augsburg. The Series 4000 plant now also installed supplies an electrical output of 1,170 kilowatts. The heat output captured from the engine and the exhaust is 1,350 kilowatts. The field trials phase is due to last for a year, after which the engine progressively passes through a production approval sequence. Maize, manure and slurry are the ingredients for making the biogas that fuels the engine. Taiga tale Novovoronesh. In 2012 a nuclear power plant near to the town of Novovoronesh in central Russia is due to start supplying the grid. The emergency power supply system has been provided by MTU Onsite Energy and is driven by MTU Type 20V 956 TB33 engines. This contract marks the breakthrough into the emergency power supply market for nuclear power plants in Russia for us, explains Christof von Branconi, Tognum COO with responsibility for Onsite Energy & Components. In the past only home-produced systems have been used in Russian atomic power stations. The MTU Onsite Energy emergency backup gensets provide a combined electrical output of 36 megawatts. They reach rated speed within 15 seconds of startup. Various safetyrelated electrical equipment is then switched on in stages. And in no more than 50 seconds the gensets have taken up their maximum load. 18 I MTU Report 01/10

19 1 Emergency power for emergency cases 1 During production periods, cooling for the automotive supplier s high-precision machine tools is provided by an absorption chiller that draws its energy from the hot exhaust air with a temperature of 400 degrees. 2 As the HotModule produces virtually no detectable emissions, the exhaust is referred to as air. Car parts made with green energy Mellrichstadt. In the autumn of this year, the automotive industry supplier Reich GmbH will start generating heat, power and cooling for its production operations with a biogas fuel cell plant supplied by MTU Onsite Energy Fuel Cell Systems. Reich makes high-precision vehicle components and specialized ball bearings for the motor industry and mechanical engineering applications. Among the clients of the medium-sized business are names such as Bosch, ZF Friedrichshafen and Continental. The HotModule has an electrical output of 345 kilowatts and a thermal output of 220 kilowatts. Reich will use the recovered heat with a temperature of 400 degrees Celsius primarily for cooling the production machinery via an absorption chiller or for heating the factory building. Carbonate fuel cells such as those supplied by MTU Onsite Energy are ideal for covering base-load demand as they reach their highest efficiency levels when they are in continuous use and most of the recovered heat is utilized, either for heating or cooling. Any electricity not used by the factory is supplied to the public power grid. The biogas fuel is drawn from a nearby maize-silage biogas plant so that the electricity, heat and cooling generated is effectively CO 2 -neutral. On top of that, the exhaust from the fuel cell contains virtually no emissions. 2 Calgary. In 2018 the Calgary Region South Health Center is to be completed on an 18-hectare site in the Canadian province of Alberta. The emergency power generators are being supplied by MTU Onsite Energy. The power supply system has three essential supply nodes split between six 2,500-kilowatt gensets, two 2,800-kilowatt gensets and two 3,250-kilowatt gensets providing a combined output of 28 megawatts. Those units can not only be started up within ten seconds, they can also deliver maximum output at the same time. All of the generators are driven by MTU Series cylinder diesel engines that are designed for an output of either 2,535 kilowatts, 2,833 kilowatts or 3,281 kilowatts at 1,800 rpm depending on configuration. The gensets are fueled by two overground tanks and centrally controlled. In addition to ensuring a backup supply of electricity for critical medical facilities, the power supply system also provides for adequate peak-load cover when the power demand exceeds the supply from the local grid. It can even supply the entire electricity requirements of the medical center in an emergency. Although that results in higher fuel and maintenance costs, they are offset by savings in general energy supply costs. Power plant maintenance Cape Town. MTU South Africa has been contracted to provide maintenance management and spare parts supply for a 70-megawatt power plant in Botswana. The plant is driven by Series 2000 MTU diesel engines assembled at the Suzhou factory in China. The largest temporary power generation installation of its kind in southern Africa, the facility will provide a reliable power supply for private households and industrial clients in Botswana. It will also feed electricity into the regional mains power grid for southern Africa. MTU South Africa will play an important role in the management of the maintenance work at the power plant and ensure the availability of spare parts and consumable supplies. The additional 70 megawatts of electricity are required in order to overcome supply shortages in the south of the continent. Using MTU engines for such a critical project was clearly the best choice. Compared with the competitors in the fast-running diesels sector, they are very fuel-efficient, believes Lee Munro, Vice President of the worldwide APR Energy group. A 70-megawatt power plant driven by MTU Series 2000 diesel engines will provide a reliable supply of electricity in eastern Botswana. MTU Report 01/10 I 19

20 News Power for drilling rigs The Trinidad and Tobago Coast Guard trusts in perfectly maintained MTU engines. Island patrol Port of Spain. At the beginning of this year, the Australian shipyard Austal delivered a sixth 30-meter patrol boat to the Trinidad and Tobago Coast Guard. Below deck each craft conceals two 16V 2000 M92 engines made by MTU and specially designed for patrol boats in other words for small payloads but high speeds up to 40 knots and short stopping distances. A maintenance contract taken out with Austal as a supplementary agreement on delivery of the vessels ensures the engines do their jobs as smoothly and reliably as possible. MTU is also party to the deal by way of a Customized Care maintenance contract from the MTU_ValueService scheme. The right service structures are as important as the ships themselves, explained Andrew Bellamy, Global Sales and Marketing Director at Austal. The contract includes scheduled and unscheduled maintenance, management and performance of annual inspections and the specified regular servicing plus technical support on land. As a result the client is covered for all possible eventualities in terms of engine damage or breakdown. Whatever type of problem or damage occurs, the engine will be repaired by the manufacturer, reinforces Alexander Tesch, After Sales team leader at MTU. Friedrichshafen/Detroit/Singapore. In the search for new petroleum supplies and better production from existing wells, today s modern drilling rigs require more power, more fuel efficiency and more up-time than ever before. Tognum Group s new MTU Electric Drilling Package (EDP) has been specifically designed to meet these demands in one complete solution that is rugged enough to withstand the rigors of the oil field. Each self-contained package consists of a diesel engine, generator, radiator, control panel mounted on a rigid base frame. The generator is powered by an MTU 12V 4000 G73 engine, capable of producing 1,105 kw (1,482 bhp) plus 10% overload capability at 1,200 rpm. The second generation common rail fuel injection from the Tognum subsidiary L Orange offers greater precision and superior fuel economy. It has been specifically designed for the oil and gas market and is perfectly adapted for high run times and harsh operating environments. The release of this Electric Drilling Package demonstrates MTU s commitment to the oil and gas market and our focus on becoming a major factor in this segment, says Rainer Breidenbach, COO of Tognum s business unit Engines. The Electric Drilling Package was designed by the MTU Oil & Gas Application Center in Houston. Safety, reliability and ease of maintenance were the prime development considerations. Thanks! Friedrichshafen. You are most interested in technology, major MTU contracts and the marine sector. You also think our magazine is informative and well produced, and you like its design and layout. Almost 200 readers took part in the survey on the MTU Report and gave the editors important ideas as to how to make the magazine reflect the readership s interests even more closely. And that means technical subjects will continue to be central features. A newsletter that will be published as a PDF file will also provide even more up-to-date information in future. It can be ordered on-line on our home page at under the heading MTU/MTU Report. The winners of the prize draw were picked out and notified at the end of January. A big thank-you to all respondents for their feedback! 20 I MTU Report 01/10

21 In brief: Eight-cylinder Ironmen The eight-cylinder version of the enhanced-design Series 4000 working vessels engine was unveiled in November 2009 at the Europort shipping industry show. The arrival of the V8 model alongside the V12 and V16 versions means that all variants of the Series 4000 are now available and offer a range of power outputs from 746 to 2,240 kilowatts. The engine meets all current emission standards such as EPA Tier 2, ZKR 2 and EU stage IIIA. The enhanced-design Series 4000 working vessels engine now comes with 8, 12 or 16 cylinders. Professor Karl Maybach, Dr.-Ing. e.h. ( ), founded the airship-engine company Luftfahrzeug-Motorenbau GmbH together with Count Ferdinand von Zeppelin and Wilhelm Maybach in He remained a director and partner in the company until MTU remembers company founder Friedrichshafen. February 6, 2010 was the 50 th anniversary of the death of Karl Maybach, the founder of the company that became MTU Friedrichshafen and for many years its technical brains as well as director and partner. He died on February 6, 1960 in Friedrichshafen. Karl Maybach was born on July 6, 1879 in the Deutz district of Cologne and together with his father Wilhelm and Count Ferdinand von Zeppelin established the airshipengine company Luftfahrzeug-Motorenbau GmbH the company from which the MTU Friedrichshafen of today is descended on March 23, He retained a shareholding in the company for the rest of his life and was its managing director until In December 1909, Karl Maybach completed his design for a six-cylinder airship engine. In June 1911, the LZ 10 Schwaben, the first zeppelin to be powered solely by Maybach engines rose skywards. By developing an engine specifically designed for the requirements of airships, Karl Maybach took airship travel a decisive step forwards. After the First World War, Maybach tackled the development of the world s first large-scale fast-running diesel engine. The Type G 4a was introduced to the public in a specially designed railcar at the railway show in Seddin near Berlin in The new Maybach engine was the first high-performance fast-running diesel engine and marked the beginning of diesel-powered rail travel. Maybach thought in complete systems from very early on. For the first streamlined train in Germany, the legendary Fliegende Hamburger which entered service between Hamburg and Berlin in 1933, Maybach supplied not only the twelve-cylinder diesel engines that each developed 410 hp (302 kw) but was also closely involved in the investigations into the optimum aerodynamic design for the power car. The dazzling luxury car designs produced by Maybach in the 1920s and 1930s with their high-powered, ultra-reliable engines and preselector gearboxes also attained legendary status. The present-day MTU Friedrichshafen still aspires to his standards decades after his lifetime of achievements. Engines for Korean Coast Guard The Korean Coast Guard has once again placed its trust in MTU. Twenty-eight Series 2000, Series 4000 and Series 1163 engines along with automation systems for eight new ships add to the roughly 250 MTU engines already in use by the Coast Guard. Top employer Tognum AG, the parent company of MTU, has been named TOP Employer Germany by the international research institute CRF. In its current study, CRF analyzed and assessed companies on the criteria of market positioning and image, corporate culture, development opportunities, work-life balance, remuneration and job security. Tognum at Expo At the World Expo in Shanghai starting on May 1, Tognum will be appearing with its own pavilion inside the German Center. Under the banner slogan Heritage - Tech nology - Future it will reveal to visitors how MTU and MTU Onsite Energy are making a contribution in Asia to the Expo theme of Better City, Better Life. With over 200 participating countries, Expo 2010 will go down as the largest ever world show since the inception of the idea in MTU Report 01/10 I 21

22 Industrial Repowering high-performance trucks Time to recharge Years of heavy work in the bone-dry Chilean desert and thin, high-altitude air take their toll. And age is creeping up. The power though always dependable is waning and it gets more difficult every day to perform the daily tasks. High time, then, for the patient s internals to under - go a course of treatment. The magic cure? Repowering. Fully laden, the behemoth drags itself slowly out of the mine pit in the dry and dusty heat. After nearly an hour it reaches the upper plateau exhausted. In recent times its strength has noticeably faded. For years it has toiled ceaselessly without even allowing itself a day s rest. But now it costs a lot of energy to complete the daily quota. Too much energy in the opinion of its employers. Although it is a long way from the scrap heap yet, its power is definitely not what it once was. But some new internals should put that right and extend the dump truck s life expectancy by many years. In just a few days the old engine will be replaced by a gleaming new MTU Series 4000 diesel power unit. «Vehicles made by Hitachi, Le Tourneau, Liebherr, Belaz, Komatsu and Terex can easily be refitted with Series 4000 engines.» Sick leave? No chance! The conditions in which the nearly nine-meter-high, 600-tonne monster dump truck has had to labor in the Chuquicamata copper mine are absolutely unforgiving. For years on end the rainfall is sparse and infrequent. The dust spirals incessantly around the oval open-cast mine nearly a kilometer deep. Here, in the north of Chile in the middle of the Atacama desert, shade is impossible to find. Even though the temperature rarely rises above 30 degrees, the region is one of the driest in the world. Coupled with the thin air at 3,200 meters above sea level, the extreme environment demands everything of the people and plant employed in the copper mine. Here in Chuquicamata work goes on around the clock, seven days a week, recounts Ricardo Henoch, General Manager of DD Chile. As copper mining only makes money above a certain yield volume, the machines never stop. The 200 million tonnes or more of copper ore that are extracted here every year equate to 684,000 dump-truck loads. On average a truck carries 300 tonnes of copper ore per load, though as much as 400 tonnes is possible. It takes just under an hour for a dump truck to transport its valuable cargo from the bottom of the pit up the terraced slopes to the top of the mine. And no matter whether the work has to be done in the searing daytime sun or the icy wind at night, there is no time off sick for the mine vehicles. What counts is the volume transported and keeping the cost per tonne as low as possible. Which is why the trucks are in use unceasingly. 22 I MTU Report 01/10

23 1 2 1 It takes just under an hour for a dump truck to transport its valuable cargo from the bottom of the pit up the terraced slopes to the top of the mine. 2 There are 125 dumpers in use in Chuquicamata, each of them capable of carrying up to 400 tonnes of copper ore. MTU Report 01/10 I 23

24 Industrial The gigantic mining truck can not allow itself any breaks. For the cost-intensive mining process to make money for the operator, the vehicles have to run 24 hours a day. 2, 3 To make sure that all truck interfaces exactly match the engine, the vehicle undergoes a thorough inspection prior to repowering. 4 The gigantic haul trucks are ready for operation again after just a week I MTU Report 01/10

25 About Chuquicamata MEMO Chile is the world s biggest copper producer. Mining makes up around 25 percent of the country s gross domestic product and the largest proportion of the contruction trucks are used in copper mining. In the north of Chile is the largest copper mine in the world. Chuquicamata is 4.5 kilometers long, 3.5 kilometers wide and almost a kilometer deep. As part of the pit is at risk of collapse, mining will move underground in the foreseeable future. For reasons of cost, however, the copper ore is to be surface-mined for as long as possible. Such unbroken continuous duty is not without consequences. The performance capacity of the engines diminishes over time, while the running costs rise due to wear and higher fuel consumption. And the risk of failure a horror story for the operator increases. Because every week that a dumper stands idle, the mine operator is faced with a six-figure loss. From waiting room to engine clinic in one. So to obtain high levels of long-term economic efficiency in Chuquicamata, the engineers prescribe a routine procedure for well-preserved vehicles. It involves the replacement of the existing engine with a newer model. Known as repowering, the process places compatibility at the top of its priorities. So for many widely used dump trucks and mine excavators there is a matching MTU engine model that can be used. Vehicles made by Hitachi, Le Tourneau, Liebherr, Belaz, Komatsu and Terex can easily be refitted with Series 4000 engines offering outputs of up to 3,750 bhp. In the past five years, more than 30 vehicles have been re-equipped with MTU Series 4000 engines in Chuquicamata. The repowering process has to be handled quickly and efficiently in order to keep the operator s losses to a minimum. That is where the careful preparation and planning by the MTU experts on site pays off. When a vehicle is approaching its repowering appointment, it first undergoes a thorough examination. That is the only way to be sure that all interfaces with the truck such as electrical, piping and electronic connections exactly match the new engine. The ultimate aim is to complete the repowering operation as swiftly as possible. Often the package includes a matching radiator and air intake and exhaust systems along with the new engine. So the customer gets all the necessary parts for repowering from one supplier. Despite undergoing a major transplant, the dump trucks require very little recovery time. Once the right replacement engine is ordered, it takes no more than a week including installation and system configuration for the vehicle to be back on its wheels and ready for thousands more hours of continuous duty. And to make sure that the engines continue to perform to their full capabilities long after the operation, MTU takes care of all future health checks. The 30-strong team looks after the nearly 60 engines that drive the copper mine s heavy-duty vehicles. The technicians know their charges inside out and see to everything from filter replacement and oil changes through to regular services. In order to avoid expensive breakdowns, the experts are available 24 hours a day, seven days a week, 365 days a year. Doctor s orders: exercise and fresh air! Equipped with new insides and with the benefit of regular servicing, the heavy trucks at Chuquicamata soon operat a good deal more economically than before. For the mine owner, a dump truck that goes faster with a full payload is a worthwhile long-term investment. But it s not just the performance that counts. When engines are exposed to such extreme conditions, the cost of fuel, oil, coolant, spare parts and repairs due to unforeseen problems add up to a considerable sum over the life of the product. As the maintenance costs of an engine amount to several times the acquisition cost, it is certainly worthwhile looking for savings potential. A new engine that is technically more advanced and has to be serviced less often saves money and thus pays for itself in a shorter time. All driveline components of the MTU 12, 16 and 20-cylinder engines are perfectly matched so as to meet the demanding requirements of everyday mine work. But how do the MTU engines in the Atacama desert protect themselves from heatstroke? The triple-walled, water-cooled exhaust pipes limit the surface temperatures MTU Report 01/10 I 25

26 They are the true giants of mining. The dump trucks stand nine meters high and weigh 600 tonnes. Next to them, ordinary cars look like toys. to around 200 degrees Celsius and minimize the fire risk. The cooled turbocharger ensures that the engine delivers consistent performance even at high ambient temperatures. The electronic engine management adjusts the most important operating parameters such as injection volume and pressure to suit the onsite conditions. So even at altitudes up to 3,600 meters where simply breathing is difficult, the turbocharger can still reliably deliver the charge air at a boost pressure of around 2.5 bar. The Series 4000 also features the latest-generation electronically controlled common-rail fuel-injection system, which MTU has been fitting as standard since 1997, having been the first manufacturer of large-scale diesel engines to do so. It atomizes and delivers the fuel at ultra-high pressure so that only the precise amount required for the work being done is used. And what is so special is that, compared with preceding models, the latest version consumes around five percent less fuel. At the same time it is kinder to the environment because the MTU Series 4000 engines not only satisfy the emission restrictions demanded by the US EPA Tier 2, but also meet all the requirements for compliance with future exhaust emission limits. After a series of thorough tests, the patient is discharged from the care of the engine health professionals. With new-found zest it accelerates to 60 kilometers an hour then quickly slows down to descend the switchbacks into the deep mine crater. It s difficult to believe that it was struggling up these slopes only a week ago. And now it is looking forward to being able Definition of repowering Repowering involves replacing an existing engine with a new, more powerful MTU model. The vehicle is ready for use again within a week. MTU has carried out more than 300 repowering operations on an enormous variety of mining vehicles in recent years. to carry hundreds of tonnes of copper ore out of the mine again. And to being restored to full power by the engine doctors if it should ever be necessary again in the future. Which is what repowering is all about. Elke Brown To find out more, contact: Melanie Hirscher melanie.hirscher@mtu-online.com Tel MEMO 26 I MTU Report 01/10

27 The conditions in the Chilean desert demand everything of the vehicles and their engines. Dust, heat and thin, high-altitude air make work much more difficult. 2 The only chance for the trucks to take a breather is when they are being loaded in the mine. 3 Then they carry the valuable cargo out of the mine up elongated switchbacks. MTU Report 01/10 I 27

28 CAMEO computer program simplifies engine combustion tuning Winning formula

29 Technology The engineers in the MTU development departments are at present greatly occupied by shrinking limits for exhaust emissions. The tighter restrictions also make the tuning of engines much more complicated. In order to find the perfect settings, the developers have to juggle with as many as seven parameters. Finding precisely the right combination is more difficult than predicting the winning Lotto numbers. Thankfully there is a computer program to make things easier for them. Never to have to work again! To go on a world tour! To buy your dream house by the sea! Everyone has their own ideas as to what they would do if they won the jackpot on the lottery. Week after week, millions of people all over the world are gripped by lottery fever. They are searching for a combination of numbers that promises the big pay-out. If only there were a magic formula for finding the right numbers... The perfect engine! One that would be guaranteed to meet the emission limits! One that would require very little fuel but would still be enormously powerful! The dreams of the MTU testing engineers are somewhat more modest than a Lotto win at least when it comes to engines. But they too are constantly searching for the right combination. Though, in their case it consists not simply of numbers but settings for injection timing, pre and postinjection, turbocharger boost pressure, injection pressure, exhaust recirculation and particulate emissions. They tune the engines to suit the clients individual requirements with one thing always in mind every engine must comply with the statutory limits for the emission of soot particulates and nitrogen oxides. The big difference from a lottery player is that they know the formulas and can find the right combination. In the past the jackpot was easy to crack because the combination only involved two variables the injection pressure and injection timing, relates testing engineer Tobias Weiss. The physical basis for the calculation was simple advancing the injection timing lowered the fuel consumption but increased the nitrogen oxide emissions. Lowering them required retarding the injection timing. The same applies to the injection pressure. If it is higher, less soot is produced but the nitrogen oxide levels are higher. MTU testing engineers investigated the most economical settings from the combination of those two variables. The result was an engine that not only satisfied the emissions requirements but was also optimized for the needs of the customer. So much for the past. Today it is more complicated and much more like trying to pick the lottery numbers. That is because the emission limits have become much stricter. For example, in 2003, the limit for particulate emissions from railway locomotives in Europe was 0.25 grams per kilowatt-hour. When Stage IIIB comes into force in 2012, it will be a tenth of that figure, i.e That limit will not be achievable without the use of a diesel particulate filter. A year before that, a new MTU engine for oiland-gas-industry applications is due to be launched. It will comply with the limits then applicable of 3.5 grams of nitrogen oxides and 0.1 gram of particulate matter per kilowatthour without the use of an exhaust treatment system. But even for that engine, merely increasing the injection pressure and adjusting the injection timing is not enough. An exhaust recirculation system and the Miller cycle keep the nitrogen oxides low, while two-stage regulated turbocharging and pre and post-injection phases prevent the production of soot particulates. With all of those technologies, the engine then has to be optimized and tuned. How, for example, are the exhaust recirculation and the injection timing adjusted perfectly to one another? The exhaust recirculation lowers the MTU Report 01/10 I 29

30 Technology Cameo not only calculates which engine settings should be tried out on the engine test bench. 2 After the bench tests, the program represents the results in a number of different ways. It either shows the model pattern over the complete engine map or 3 a cross-section through the individual data maps in order to show the interrelationships between the individual parameters. Lotto a worldwide gaming phenomenon. MEMO All over the world the dream is the same lottery players aim to pick the right numbers and get rich by doing so. The way it works is always very similar. The players have to guess the numbers that will be drawn at random. The best chance of becoming a millionaire is to be found in Lithuania, where would-be winners have to choose five numbers from 35, meaning there are 593,775 possible combinations. In Germany, Greece and the UK the chances of matching six from 49 are 13,983,816 to one. In the USA players have to select five numbers out of 59. But the smallest chance of winning is offered by Italy. There, gamers have to predict six numbers from a possible 90, giving a winning chance of one in 622,614,630.

31 Cameo enormously simplifies the work of engineers Dr. Sven Fritz (left) and Tobias Weiss (right). At the press of a button, the program calculates which engine settings should be tested out and even controls the bench-testing sequence. nitrogen oxides but produces higher particulate emissions. Retarding the injection timing reduces soot particulates but increases fuel consumption. And this is where it really becomes a lottery. Because there are not just the two variables of injection timing and pressure as many as five others have to be considered as well. As a result, there are roughly 400,000 possible combinations for every point on the engine map. Which is quite a figure. And why the engineers might almost feel they are playing the lottery. So what is the perfect combination of all those variables? It certainly isn t something you can work out in your head, no matter how experienced an engineer you may be. And trying out every possible combination on the test bench isn t an alternative either. It would take years, and the chance of finding the optimum settings is still smaller than winning the lottery, reveals Dr. Sven Fritz, Design of Experience project manager at MTU. Thankfully there is help available from a super-intelligent computer program called Cameo. Although it doesn t make the impossible possible to the extent of being able to come up with the ideal combination of settings in an instant, what it can do is nevertheless seriously impressive. At the press of a button, it calculates which combinations of the given variables should be tried out on the engine test bench. And it identifies precisely the right selection so as to have to run as few tests as possible while still obtaining all the information needed. The program represents the results of the bench tests as mathematical models. They are not only colorful but extremely complex. They can have as many as seven dimensions, depending on the number of variables. This is where the engineers expertise is called upon again. With the aid of optimization algorithms, they have to identify from the model which settings are best for the engine, taking account of specific operating conditions, and then use the program to transfer them to the engine management system. But it s never a case of the one and only perfect solution, explains MTU development manager Michael Groddek. Every client has different requirements of its engine. If the engine has to be run at full power all the time, then the customer wants economical consumption at precisely that end of the scale. Whereas other customers may be more interested mid-range performance, Groddek expands. The emission limits, however, are always the key consideration. They are compulsory, everything else is optional, adds Dr. Fritz. Nevertheless, the options are important. Simply varying the injection pressure can raise or lower fuel consumption by as much as ten percent. This program means we can be certain with every engine that it is perfectly tuned. It will be guaranteed to meet the emission limits. It will require very little fuel but will still be enormously powerful! Maybe owning an engine like that is not so different from winning the lottery after all, enthuses Dr. Fritz. And maybe he s not so far from the truth! Lucie Dammann To find out more, contact: Dr. Sven Fritz sven.fritz@mtu-online.com Tel On the test bench MTU engines are tested and developed on 72 test benches around the world. On development test benches the MTU engineers define the data maps for the engines so that they meet both the statutory emission limits and the customers requirements. In addition, every engine that leaves an MTU factory undergoes a factory acceptance test on a production test bench. They are overseen by MTU quality managers. If desired, the clients can also put the engines through their own acceptance tests on the test bench or even have them tested by a classification society. MEMO MTU Report 01/10 I 31

32 Research with the world s most advanced rail engine A prototype of the new MTU rail engine is currently undergoing bench-testing in preparation for field trials with a customer. On track for the future There it stands in all its enormity the future of the rail engine. A prototype of the new MTU Series 4000 for railway applications. As yet it is still wired up on the test bench undergoing thorough examination. But in less than a year it will be time for it to prove itself on the track. By spring 2011, a prototype of the engine is to be fitted in a Deutsche Bahn diesel goods locomotive as part of the European CleanER-D research project. 32 I MTU Report 01/10

33 Rail CleanER-D MEMO Clean European Rail-Diesel (CleanER-D) is a project funded and initiated in 2009 by the European Union. Its purpose is to develop technologies for reducing the emissions of diesel locomotives and railcars. The aim of the project is to field-test traction system concepts that comply with the Stage IIIB exhaust emission requirements. In collaboration with German railway operator Deutsche Bahn, MTU will be testing out a Series 4000 engine in a 225-class locomotive in order to obtain important insights into the new technologies. Exhaust) project jointly undertaken with Deutsche Bahn. The filter unit is fitted on the locomotive in place of the silencer and performs the same function. To solve the problem of the soot clogging up the filter over time, the MTU engineers are currently testing out a combination of oxidation catalytic converter, intelligent exhaust temperature management and catalyst-coated filter element. That threepronged attack oxidizes the soot and unburned hydrocarbons even at low exhaust temperatures and converts them into harmless water and CO 2. Its predecessor, the MTU R43 rail engine, meets the emissions limits specified by the European Stage IIIA regulations purely by means of internal engine design features such as the Miller process. But when Stage IIIB comes into force in 2012, such measures will not be enough. Then, the limits for nitrogen oxide emissions will be a further 40 percent lower, and those for particulate matter reduced by a massive 88 percent. Less nitrogen oxide due to exhaust recirculation. As distinct from its predecessor, the new rail engine has a two-stage turbocharging system comprising three turbochargers with chargeair intercooling as well as cooled exhaust recirculation. The latter feeds cooled exhaust back into the intake air. That reduces the peak combustion temperature so that less nitrogen oxide is produced. How well the system works was demonstrated by MTU engineers in the course of a 5,500-hour endurance test as part of the AERA project carried out jointly with Deutsche Bahn. That exhaust recirculation system has now been incorporated in the new MTU rail engine. Together with a new generation of the common-rail fuel-injection system, which delivers fuel to the combustion chamber at a pressure of over 2,000 bar, it achieves nitrogen oxide emission levels so low that subsequent exhaust treatment with an SCR catalytic converter is unnecessary. Diesel particulate filter as silencer. However, the measures so far employed, such as optimizing the combustion process, improving the air supply or modifying the combustion chamber geometry, are no longer sufficient to substantially prevent the emission of soot particulates. That requires the use of a diesel particulate filter. The MTU developers have already trialed a remarkably intelligent filter for several thousand hours as part of the LOCEX (Locomotive with Clean Even though a lot of things are new, what we are doing in upgrading the engine s emissions rating is not a revolution but the evolution of our engine design, contends Dr. Ingo Wintruff, MTU Series 4000 project manager. The new engine is the logical continuation of our research and development efforts over recent years, Wintruff concludes. Detlef Becker To find out more, contact: Dr. Philippe Gorse philippe.gorse@mtu-online.com Tel In February 2011 a prototype of the new MTU rail engine is to be fitted in a Railion DB 225-class diesel freight locomotive operated by Deutsche Bahn.

34 34 I MTU Report 01/10

35 World record setting performance by Series 2000 engines Marine They are the Champions They are the MTU world champions. Fourteen MTU engines between them convey 20 million people a year more than any other of their brand in the world. And they do so durably and dependably. Every day 75,000 people travel on the ferries from Rio de Janeiro to Niteroi and the islands dotted around the city.

36 Marine Seven of the ferries run by the Brazilian operator Barcas are powered by MTU Series 2000 engines. The scene resembles the activity on an anthill. Thousands of people gathered together in a hall no bigger than a football field. It s noisy, people talking everywhere. In one corner the latest football results are being discussed, and less than two meters away, the most recent developments in politics. In the innumerable coffee bars the waiters all appear to be working in sync. And the musicians, jugglers and shoe-shines are on top form. It is Barcas is Brazil s biggest ferry operator, but not only that. It is also the shipping company that carries more people than any other on MTU-powered water transport. A total of over 20 million. It relies on the power and dependability of the 1,050-kilowatt MTU Series 2000 engines for the job. The ferries are in practically constant service 18 hours a day without a break. They are always full to capacity and the air and water temperatures they have to «These engines are a perfect fit for us they are economical on fuel and produce very low emission levels.» Mario de Goes, technical manager of Barcas S/A adds that the engines precisely match the objectives at Barcas: These engines are a perfect fit for us they are economical on fuel and produce very low emission levels. We too place great importance on environmentally sound ferries and aim to operate economically. Downtime costs money. What he can t afford is an engine failure. Not only would it cause chaos in the waiting hall, it would also damage the ferry operator s excellent reputation. And of course, here just as anywhere else, time is money. So all the ferries are regularly serviced at the shipyard and fitted with genuine MTU replacement parts. 6 pm in Rio de Janeiro, Brazil s second largest city, and this is just the usual madness at this time of day in the waiting hall of the ferry service operated by Barcas S/A. Gathered at Gate 15 are all those waiting to return home after a day s work in the mass-population metropolis below the Sugarloaf ountain. They live in Niteroi and on the islands dotted around Guanabara Bay encircling the city and are glad of the calm attainable outside the city limits. Over 20 million passengers a year. Whenever a ferry docks, things get frantic in the hall. Because only the first four to five hundred of those gathered will get a seat; the rest will have to wait. At this time of day during the rush hour the ferries run every 10 minutes; at other times, every 20 minutes. Every day, 75,000 people travel by ferry. If they were all to stand in a line together it would make a queue 25 kilometers long. cope with on the Copa Cabana are not exactly engine-friendly at an average of over 20 degrees Celsius. Despite that, the propulsion units display no signs of strain. On the contrary, they run durably and dependably as logistics manager Hugo Jorge Quiroga extols, It s obvious the engines are German quality. Our experience with them has been thoroughly positive, he relates. Powerful and eco-friendly. The MTU Series 2000 engines really are the best in their class. They have an excellent power-toweight ratio and extremely low emissions. They meet the exhaust emission limits of the Inter - national Maritime Organization, IMO, the US Environmental Protection Agency, US EPA Tier 2 and the safety requirements of SOLAS, an international agreement on the safety of life at sea. Mario de Goes, technical manager at Barcas, Late at night, there is not so much going on in the boarding area. The shoe-shines are packing up their brushes and polish, the jugglers have already left and the coffee bars are quiet too. Some ferries have stopped service for the day, while others carry on tirelessly plying the minute crossing. In the bars, calm reigns at last. Instead, another noise can now be heard more clearly the quiet purr of the indefatigable MTU engines. Lucie Dammann To find out more, contact: Andreas Müller andreas.mueller@mtu-online.com Tel I MTU Report 01/10

37 Everyone wanting to travel from the city of Rio de Janeiro to Niteroi and the islands dotted around the city gathers in the waiting hall of the ferry operator Barcas. 2 A ferry sets off on the 15-minute crossing every 10 to 20 minutes. 4 3 The ferries can accommodate passengers. 4 People often queue for a long time for the sought-after seats. Brazil s biggest ferry operator MEMO Barcas S/A is the largest operator of passenger ships in Latin America. The company was founded in 1998 at the instigation of the state government of Rio de Janeiro. It provides waterborne passenger transport in the Bay of Guanabara with the city of Rio de Janeiro on its western shores and the town of Niterói on its eastern side. Other services connect the communities of Angra dos Reis and Mangaratiba, around 150 kilometers further to the west, with one of Brazil s best-known islands, the Ilha Grande.

38 1 2 1 Production of 2-Cycle engines in Detroit began at the end of the 1930s. 2 The grandfather of the 2-Cycles was the Series 71. It was used in the M109 selfpropelled howitzer, of which more than 5,000 were made. 3 More than 300,000 units a year of this model were sold, right up until Today the total figure is nearly 2 million. «In the 1950s and 1960s, Detroit Diesel 2- Cycle engines dominated the history of the diesel engine in the USA and were sold in the millions. Whereas at MTU, which in those days was still called 'Maybach Motoren bau', the focus was on highperformance four-cycle engines from the beginning.» 3 38 I MTU Report 01/10

39 After Sales 2-Cycle engines back on the market Legends of the engine world Detroit Diesel sold 3.5 million 2-Cycle engines. Now they are available again as reliabilt units. They are back. The legendary Detroit Diesel 2-Cycle engines. After more than a decade of being considered a dying product line by Detroit Diesel Corporation, with little emphasis placed on support or spare parts supply, genuine spare parts had become hard to come by and the so-called gray market boomed. Under MTU s oversight, that situation is coming to an end. MTU is now producing the engines and components according to the original drawings, making genuine parts a reality once more. It s a comeback story of a slightly different kind. What do Lance Armstrong, Macbeth and the Detroit Diesel 2-Cycle engines have in common? At first sight not a lot a seemingly superhuman athlete, a world-famous stage tragedy and treasures of engineering history. But one thing connects them. All of them have achieved comebacks that were thought impossible. Lance Armstrong won seven successive Tours de France, the world s toughest bicycle race, after recovering from life-threatening cancer. And he is still riding with great success today. Macbeth, Shakes peare s tragic masterpiece, continues to be performed and filmed 400 years after it was written. And the septuagenarian Detroit Diesel 2-Cycles are back on the market in force. Million-sellers. But where did they come from in the first place? And why did they disappear? In the 1950s and 1960s, Detroit Diesel 2-Cycle engines dominated the history of the diesel engine in the USA and were sold in the millions, recounts Georg Ruetz, an engine developer at MTU for over 40 years. Whereas at MTU, which in those days was still called Maybach Motorenbau, the focus was on high-performance four-cycle engines from the beginning, he continues. The 2-Cycles in contrast with the four-cycles had an ignition cycle every revolution and were therefore extremely compact. Their earliest ancestor was the Series 71. It was developed and produced by General Motors as early as 1938 and over a million engines were sold in the succeeding 30 years. While those early models had four cylinders, the engineers soon developed new versions with six, eight, ten, twelve and sixteen cylinders. The designs were based on a modular system. The 8- cylinder engine was made into a 16-cylinder simply by doubling the number of cylinders on the same basic unit. And so power units with outputs ranging from 15 to 1,100 hp were created over the years. In the succeeding decades, the company brought out further derivatives of the Series 71. The Series 53 in 1958, the Series 149 in 1967 and, only a short time later, the model that remains most widely used today the Series 92. It is equipped with electronic engine management and develops power outputs from 253 to nearly 15,000 hp in its six, eight, twelve and sixteen cylinder guises. In total, the company known as Detroit Diesel from 1965 and whose off-highway division is today owned by MTU Friedrichshafen and therefore part of the Tognum Group, made the truly impressive figure of over 3.5 million 2-Cycle engines. They were in use all over the world, driving vehicles from buses to mining trucks and road-building machines, powering electricity generators and industrial pumps, and propelling innumerable ships and military vehicles. Many allied military forces around the world trusted in the power of an 8-cylinder 2- Cycle Detroit Diesel Series 71 to drive the M109 self-propelled howitzer. With 268 kilowatts of motive power, the 25,000-kg vehicle can reach a top speed of 56 kilometers per hour. Five thousand examples were built, making it one of the MTU Report 01/10 I 39

40 The Series 71 is the grandfather of the Detroit Diesel 2-Cycles. It first came on the market in 1938 and formed the basis for the succeeding models - the Series 53 in 1958 (2), the Series 149 nine years later (3), and the Series 92 in 1974 (4 and 5). Production of 2-Cycle engines started again in 2009 at Emporia (Kansas) in the USA. most plentifully produced self-propelled howitzers in the world. But there was one thing that caused increasing problems for the 2-Cycle engines. The absence of the two charge-replacement cycles meant that the fuel was not burned as cleanly. The consequence was higher fuel consumption than with four-cycle engines. On its own, that did not deter the engines admirers from fitting them. But in the 1990s, legislators threw a wrench in the works. The incomplete combustion of the diesel fuel also meant high emissions levels, and it was those that the law sought to limit. As a result, the engines were not allowed to be used in many areas. So in 1998, Detroit Diesel finally drew a line under production of the long-lived engine line. Comeback after ten-year break. The thing was, however, that over 300,000 of the old-timers were still in use. Supplying them with spare parts became difficult. The engine owners were unwilling and unable to simply say goodbye to their maintenance-demanding 2- Cycles because that would have meant replacing not only the engines but also the majority of the engine peripherals as well. They were frequently left with only one alternative: to break up old engines and machines and fit the spare parts themselves, or to rely on gray-market components with the associated limitations in terms of service life. But now MTU has reintroduced 2-Cycle support to the market in the off-highway sector. Not only are new engines being built but old units and parts are remanufactured to original specification and sold carrying the reliabilt brand. Tre - men dous effort has been used since the 2006 acquisition of this product line to source vendors for genuine service parts and continue the remanufacture of 2-Cycle engines, and when required new engines in this line said Lisa Farrens, MTU Detroit Diesel s Parts, Planning and Product Development Manager for 2-Cycle product. New life for Making Memories. One of the first reliabilt engines was a Series 92 unit. It has given a 100-meter motor yacht a new life. The Making Memories required a replacement for a six-cylinder Series 92 engine and found one at MTU distributor Johnson & Towers in Atlantic City, New Jersey (USA). They had an original 16V92 reliabilt in stock and helped the shipyard team to install the engine. I don t know whether we would have been able to make the yacht seaworthy without this engine because the engine room was tailor-made specifically for this design, explains David Wrigley, service manager at the South Jersey Marina in New Jersey (USA). Of the engine itself, he enthuses, It s great, it offers a high specific output, demands little space and is always reliable. More and more MTU-quality spares. The list of the genuine parts and engines stocked 40 I MTU Report 01/10

41 1 1 The Making Memories was one of the first ships to benefit from the comeback of the 2-Cycles at MTU. It got a replacement for its old 16-cylinder Series 92 engine. 2 A team from MTU distributors Johnson & Tower of Atlantic City (New Jersey, USA) helped with the installation of the new unit. 2 Chick s Kits MEMO For many customers they are an established essential the spare parts packs known as Chick s Kits that contain components a customer needs to service or repair a 2-Cycle engine. The man from whom they get their name is a Detroit service engineer, and a very special one at that. Gary Chick has devoted his entire working life to the service of the 2-Cycle engines. One look into his sparkling eyes betrays the fact that the Series 71, 53, 149 and 92 are much more than just engines to him. They are the elixir of my life, Chick admits. In my opinion, the 2-Cycles are some of the best engines we ever built. And we have produced plenty of great engines over the years, the 2-Cycle connoisseur expounds. It is remembered, with fondness a time in the 1980s when he sold over 500 Series V-71 2-Cycles for the M109 self-propelled howitzer to the German Army. Selling diesels to the country that invented the diesel engine is not something you can do with any old product, it has to be something very special, smiles Chick. And he reveals proudly that more Chick's Kits are planned. Gary Chick is the man whose name is on the "Chick's Kits" component packs. by the MTU authorized distributors and dealers is constantly growing. For 2-Cycle adherents there are new fuel injectors, cylinder liners, cylinder sets and heads, crankshafts and a complete range of service products and consumables developed specially for optimizing engine performance. Remanufactured to OE specifications with stateof-the art CNC technology, reliabilt -branded turbochargers, fans, heads and complete engines are available now. The company offers a 12-month warranty on all engines and components regardless of how many service hours the engine completes in that time. Extended warranties for up to five years or 300,000 miles are also available. And MTU Service Centers all over the world provide expert service for 2-Cycle engines alongside MTU products. It really is a successful engine comeback, exclaims Matthias Vogel, President and CEO of MTU Detroit Diesel Inc., a history-making product famed for over 70 years given new life by a century-old global leader in diesel engine technology. Even Lance Armstrong and Macbeth might be impressed by that. Mike Principato To find out more, contact: Dave Sears dave.sears@mtu-online.com Tel MTU Report 01/10 I 41

42 42 I MTU Report 01/10

43 Energy Next-generation gensets from MTU Onsite Energy offer assured power supplies House lights down... MTU Report 01/10 I 43

44 ... and spotlight

45 Energy The MTU Onsite Energy family is expanding. The nextgeneration gensets combine the best of two worlds. The engine expertise and system engineering skills of MTU and the genset experience of MTU Onsite Energy. MTU Report 01/10 I 45

46 State of emergency in eastern USA and Canada. In August 2003 a massive power failure paralyzed public services. The TV news channel CNN provided round-the-clock reports. But, of course, those affected could only see them if they had an emergency generator. The new gensets driven by MTU Series 1600, Series 2000 and Series 4000 engines span a range of outputs from 250 to 3,310 kilowatts. Series 1600 Series 2000 Series Hz kva 800 1,285 kva 1,290 3,210 kva 60 Hz kwe 640 1,240 kwe 1,180 3,310 kwe

47 Energy «We offer our clients three options: They can continue to purchase gensets based on MTU engines from their existing supplier. They can order an MTU Onsite Energy branded next-generation genset or they can have one custom-built precisely for their specialized application.» Christof von Branconi, Tognum COO with responsibility for the Onsite Energy & Components Division Where were you when the lights went out? is the title of a romantic comedy starring Doris Day set in a power failure in New York in the 1960s. Thirty million Americans are plunged into darkness resulting in all sorts of confusion and chaos as well as some farcical encounters between the protagonists. The fact that the reality is anything but comic is repeatedly underlined by major power outages. A particularly notable example in 2003 remains an unpleasant memory frequently recalled by more than the local population. Thousands were stuck in hot and humid subway cars that came to a halt inside the tunnels, looters made the city a dangerous place, more than 1,000 flights to and from New York had to be canceled and General Motors, Ford and Chrysler had to temporarily shut down their factories. The economy suffered an estimated loss of six billion dollars. It s unlikely that many of those affected were laughing. More demand for power, less reliable supply. So there you have it. A case in point for the nextgeneration gensets from MTU Onsite Energy. They may well have been able to turn darkness into light much more quickly. The new gensets have been on the market since summer 2009 and can prevent the power going down in data centers, hospitals, shopping malls, theme parks or large-scale farms. A recently published study by the insurance group Allianz shows just how important their job is. It warns against the growing worldwide risk posed by power failures which, it stated, were becoming more frequent, longer and geographically more extensive. According to the study the causes were, firstly, a rising demand for electricity which was overextending aging power plants and grids. At the same time, the extension of power grids was increasing their complexity. Adding to the problems were more extreme weather conditions such as heavy precipitation and storms coupled with a greater dependency on information and communication systems that were susceptible to disruption. In order to be independent of public power supply grids, more and more companies and communities, and even private individuals, are turning to localized energy supplies. They are installing emergency backup generators that can be called upon whenever the mains power grid fails. But the growing call for distributed power supplies such as offered by the MTU Onsite Energy next-generation gensets is not only for systems that provide emergency cover. The demand for continuous-duty localized power plants is also rising year on year. According to a report by the International Energy Agency (IEA), the global demand for electricity is set to increase by 2.7 percent a year until 2015 and by 2.4 percent per annum in the 15 years thereafter. The chief consumer will be China where the power requirements will triple by the year Made exactly for the application. The MTU Onsite Energy gensets essentially consist of engine, generator, electrical control system and radiator. Those components are all mounted on a common base frame. Buyers can adapt the basic modular system to their needs with the assistance of their local distributor. The options start with the choice of power rating: the gensets can be driven by MTU Series 1600, Series 2000 and Series 4000 engines spanning a range of outputs from 250 to 3,310 kilowatts and optimized specifically for power generation. The engines have excellent power take-up characteristics and very modest fuel requirements, especially under partial load, thanks to their ADEC engine management system. What is more, they meet the emission limits for soot particulates and nitrogen emissions anywhere in the world. All components are precisely matched to one another. And 60 additional choices such as voltage levels, emissions optimization and control system variations can also be selected from an options catalog. All of that means that clients can tailor their generator set precisely to suit their application and the requirements of the location. For customers wanting to generate power in the desert, for instance, it is essential to have a dust filter to prevent sand getting into the system. On building sites, in data centers, hospitals, shopping malls, theme parks or even large-scale farms the nextgeneration gensets from MTU Onsite Energy can be used anywhere there is a risk of power failures. MTU Report 01/10 I 47

48 Energy Control system for the next generation MEMO The control system for the next-generation gensets has proved itself in practice for many years on the gas-engine gensets made by MTU Onsite Energy. Now it too has entered a new generation with a more advanced version. The developers at MTU Onsite Energy have optimized it for the needs of diesel-driven gensets. The new control system is extremely flexible and can be adapted to new engine and genset functions at any time. In the future, it will also be possible for the gensets to be monitored remotely online anywhere in the world without the installation of additional programs. In the Arctic, on the other hand, a preheating system is required to keep the engine warm enough to start reliably when needed. And in areas that are subject to frequent earthquakes, special mountings can compensate for the vibration of the ground. It s very much like buying a car, explains Armin Gröber, project manager for the new product family. With a car, you start off with a basic model but if you have special requirements so that you need four-wheel drive, for instance, you can order it as an optional extra from the brochure. So an important aspect for Gröber is providing local customer support. Numerous sales support centers around the world provide individual assistance with the configuration of the genset. The service begins with technical advice on the choice of solution and extends to expert assistance with commissioning, comprehensive and professional documentation, a global service network and a 24-hour emergency hotline. Experience with specialized applications. MTU Onsite Energy has many years of experience in the development and production of customized gensets. Because MTU emergency power supply gensets have been in service where it really matters for decades. Such as in nuclear power plants. There, the emergency backup generators have to start up with absolute reliability when called upon. If they fail to work, the consequences could be catastrophic. The certification system is therefore extremely involved and there are very few suppliers worldwide who have such accreditation. MTU is one of them. Another area in which the requirements are very demanding is onboard gensets for ships. They have to be rustproofed against the salty air and have special mountings to be perfectly adapted to operation onboard ship. Perfectly matched components. There are also many other genset producers who have centered their products around MTU «With over 50 years genset experience in Mankato and more than 100 years of history in engine production in Friedrichshafen, we have brought together what belongs together to be successful as a team.» Armin Gröber, project manager for the next-generation gensets engines for a long time. Close to 30,000 generators are now driven by MTU engines around the world. But with our new gensets, the customer gets MTU quality not only in the engine but throughout the genset system, emphasizes Armin Gröber. All the components are perfectly matched to one another. That results in better genset startup, load acceptance and running characteristics. So what we are offering is an easy to operate and attractively priced plug-andplay solution in combination with tested technologies with the proven high quality standards of MTU and MTU Onsite Energy, Gröber elucidates. Bringing together what belongs together. To expand the business, Tognum took over the US genset manufacturer Katolight three years ago and incorporated it into the Group. The company has been making generator sets for over 50 years chiefly for the North American market and now it is building the next-generation MTU Onsite Energy products. With over 50 years genset experience in Mankato and more than 100 years of history in engine production in Friedrichshafen, we have brought together what belongs together to be successful as a team, states Gröber with conviction. The Group s other genset production sites are at Suzhou in China, where MTU Series 2000 engines have been assembled for use with generators for four years, and at Magdeburg in eastern Germany. With that international production network, the delivery times can be kept relatively short. With the introduction of our next-generation gensets we now offer our clients three options: they can continue to purchase gensets based on MTU engines from their existing supplier. They can order an MTU Onsite Energy branded nextgeneration genset or they can have one custombuilt precisely for their specialized application, points out Christof von Branconi, Tognum COO with responsibility for decentralized energy systems business. Lucie Dammann To find out more, contact: Anne Heiland anne.heiland@mtu-online.com Tel I MTU Report 01/10

49 1 2 1 The workforce at Tognum s US facility in Mankato has more than 50 years experience making generator sets. Since the autumn of 2009, they have been making the MTU Onsite Energy branded nextgeneration gensets. Tognum s other genset production sites are in Magdeburg (Germany) and Suzhou (China). 2 The new product family was introduced to the Middle-Eastern market at the start of 2010 on the palm island of Jumeirah.

50 1 2 Hoosier Park in the state of Indiana includes not only a casino with nearly 85,000 square feet of floor space (1) but also a horse-racing track (2). 50 I MTU Report 01/10

51 Emergency backup gensets safeguard casino power supply Energy Imprint IMPRINT Nothing to do with luck At Hoosier Park Casino in Anderson, Indiana, two MTU Onsite Energy emergency backup gensets provide for reliable running of the casino and some lucky horses. Flashing lights, shrill sound effects and the noisy hubbub of voices.but in the center of the gambling hall, an almost eerie silence reigns around the slot machine. As if in a trance, the bystanders gaze at the screen and the wheels as they revolve ever more slowly. Five of a number and the jackpot s finally cracked. Seven, Seven Seven, Seven and suddenly everything is pitch black a power outage. That sort of scenario will never be played out at Hoosier Park, located 20 miles northeast of Indianapolis, the state capitol of Indiana. The casino s owners recently installed two MTU Onsite Energy emergency backup gensets that are ready to start up automatically within a matter of seconds the next time the power goes down. Driven by two 16-cylinder Series 2000 engines with a combined power output of 2,000 kilowatts, the gensets can cover the electricity requirements of the entire casino including the life safety loads of the horse-racing track that is part of it. Reliable electricity in wind and weather. Hoosier Park in Anderson is a popular gaming center in Indiana. Having started with a horseracing arena famed far beyond the borders of Indiana, the owners extended the site in the middle of 2008 to include a casino with 83,610 square feet of floor space and over 2,000 elec - tronic gaming machines. In its very first year, the Hoosier Park Casino was visited by around two million gamblers. In the past, regular storms and power-grid overloads meant that Anderson suffered frequent power outages. To ensure the operation of the casino was immune from such interruptions, the MTU distributor Clarke Power Services of Indianapolis installed the two emergency power gensets. And they have already been able to demonstrate their reliability. They were up and running in less than ten seconds during a temporary voltage dip and a power cut lasting several minutes. Silencers for happy horses. EPA 2-compliance and, in particular, minimal noise output were the specifications demanded of the new emergency backup gensets. The lownose requirement was important because of their immediate proximity to the racehorse stables where up to 450 trap ponies and thorough - breds are housed. It is essential they are bliss - fully unaware if there is ever a power failure. Alina Welsen To find out more, contact: Kevin McKinney kevin.mckinney@mtu-online.com Tel MTU Report The magazine of the MTU and MTU Onsite Energy brands PUBLISHED BY Tognum AG; Publisher s representative: Wolfgang Boller EDITOR IN CHIEF Lucie Dammann, lucie.dammann@ tognum. com, Tel EDITORS Detlef Becker, detlef.becker@tognum.com, Tel ; Mirko Gutemann, Tel ; Katrin Hanger, katrin.hanger@tognum.com, Tel ; Anika Kannler, nika.kannler@tognum.com, Tel ; Melanie Staudacher, melanie.staudacher@tognum.com, Tel ; Alina Welsen, alina.welsen@tognum.com, Tel PHOTOGRAPHERS AND IL- LUSTRATORS Bell, Deutsche Bahn, Foto lia, Getty Images, Robert Hack, Lieb herr, MTU Detroit Diesel, Perlini, Staatliche Toto-Lotto GmbH Baden-Württemberg, Terex, Tognum EDITORIAL ADRESS Tognum AG, Maybach platz 1, Friedrichs hafen DESIGN AND PRODUC TION design - manufaktur ries, Ravensburg EDITORIAL OFFICE Sigrid Hartmann, Bermatingen ORIGINATION wagner...digitale medien, Meers - burg PRINTED BY Eberl Print GmbH, Immenstadt im Allgäu ISSN-Nr , Reproduction quoting source permitted. WEBSITE ADDRESS MTU Report is available as a free downloadable version from: About MTU tab MTU Report. MTU e report Two MTU Onsite Energy emergency backup gensets driven by 16-cylinder Series 2000 engines generate 2,000 kilowatts of electricity when called upon. Would you like to be informed more frequently about news from the Tognum Group? MTU e report is the electronic version of MTU Report and appears once a month as an online newsletter. Log onto About MTU tab, MTU Report.