What Does MTU Stand For Detroit Diesel?

The abbreviation mtu stands for ‘Motoren- und Turbinen-Union.’ MTU Friedrichshafen produced massive high-speed diesel engines, while mtu Munich designed and built innovative aero engines.

Does MTU own Detroit Diesel?

Both firms collaborated to create new engines. mtu engines were also sold by Detroit Diesel in the United States, Mexico, and Canada, as well as in a few South American countries. With its key brand mtu, the company is now part of the Tognum Group. However, Detroit Diesel has a rich history of its own.

Who makes MTU diesel?

Around 11,000 people work for Rolls-Royce Power Systems, which is headquartered in Friedrichshafen, Germany. MTU-brand high-speed engines and propulsion systems are available for ships, power generating, heavy land, rail, and defense vehicles, as well as the oil and gas industry.

Are MTU engines good?

When shopping for a new boat, one of the most important options on the dealer’s usually lengthy checklist is the engine package, and it’s also one that many owners choose with little thought. This is also true with custom boats, where interior color schemes take up a lot of time and the engines are almost an afterthought.

This question sparked a lively debate over dinner recently between Ray Carrell, president and CEO of MTU North America, and Oliver Moore, publisher of “Yachting,” and many of the points raised are worth repeating in this piece.

Although MTU’s flagship engines are sophisticated and powerful diesels, Carrell points out that MTU also manufactures a bigger series of engines that are appropriate for low to moderate speed displacement cruising boats.

“Am I better served by a tiny engine that produces a significant amount of horsepower, or a larger engine that can work at lower speeds and attain the same power?” was the question that launched the debate.

Carrell is adamant that the key criterion for any engine, regardless of horsepower, should be reliability. A reliable engine is one that does not just not break down, but also does not have minor failures like oil leaks or other annoyances.

Carrell, on the other hand, distinguishes between dependability and durability. In Carrell’s definition, durability simply refers to how rapidly an engine wears down and, in layman’s words, determines the number of operating hours between major overhauls.

Carrell frequently uses the phrase “life cycle cost,” which refers to the costs of running an engine, such as routine maintenance, gasoline and oil, and significant overhauls. “Many boat purchasers fail to conduct their homework in this area. They should know how much each engine option will cost them over the course of their ownership of the boat, or they will not be able to make an informed decision.”

With diesel engines, different manufacturers have different ratings for the same engine block. In “continuous service,” a normally aspirated “plain vanilla” diesel may be rated at 275 horsepower, which implies you may expect to get the entire 275 horsepower for lengthy periods of time. With a turbocharger, the same basic block can produce 350 horsepower, and with an intercooler and some internal modifications, it can produce 425 horsepower. “Buyers should understand that the increase in power over the base rating is directly tied to how quickly an engine wears out,” Carrell explains.

He points out that high horsepower outputs have a yin and yang. On the plus side, you get a powerful engine in a small and light package, allowing you to increase your boat’s speed while also increasing the amount of space available for living quarters. However, the intricacy required to extract those extra horses from the basic block will cost you during overhaul because those components are generally (but not always) more expensive. Carrell also chuckles when he says that most boat purchasers “ignore a straight fact of physics… greater horsepower requires more gasoline.”

MTU, unlike many other manufacturers, has three separate engine ratings: 1-A for continuous operation, 1-D for a 110 percent increase in power over the base engine, and 1-DS for an additional 10% increase in power over the 1-D. Using the MTU 16-cylinder engines as an example, a 1-A engine will create approximately 1,850 horsepower, while the 1-D will produce 2,280 horsepower, and the 1-DS will produce over 2,500 horsepower.

“All of these engines are equally trustworthy,” Carrell explains, “but the durability is the difference.” The 1-A engine can run at full power for 12,000 to 13,000 hours before it needs to be overhauled. The 1-D engine has a 9,000-hour overhaul interval, while the 1-DS engine has a 3,000-hour overhaul interval. When the engine’s production grows, you’ll need to service the heads, rings, valves, seals, and gaskets more frequently.”

Carrell, on the other hand, reminds the consumer that just because an engine is strong doesn’t mean it has to be used all of the time. “The amount the throttle is pushed forward is directly proportional to the engine’s life. Running at a lower rpm is usually preferable.”

He adds as an aside that this is true in the engine’s usual operating range, which is above idle speed. “There’s an urban legend in the United States that says you never have to shut down a diesel engine and that it can idle indefinitely. True, it will idle without breaking, but it will wear down the engine like crazy. When you let the engine idle, it’s fantastic for engine makers, and we sell more spare parts. But it’s a blunder.” Carrell believes the story began with early diesel trucks and locomotives, which couldn’t start if the outdoor temperature was below 70 degrees. Diesels today are easy to start, unless it’s quite cold outside.

Displacement boats, on the other hand, are a unique circumstance. “You can’t move any faster with a pure displacement hull, no matter how much additional power you throw at it. You have to look at this brick, and if you can’t get it to fly, all of your extra horsepower will be wasted.”

“Assume you have a displacement boat with a 20 knot hull speed. 2,000 horsepower is required to reach 20 knots. Do I want two small turbocharged engines or two larger engines that have been mildly tuned? Where am I better off? The larger engines will be heavier and take up more room, so where do I stand?”

Carrell goes on to say that a boat buyer must evaluate not only the speed at which he wishes to travel, but also his future ambitions for the boat. One thing to keep in mind is that yachts have less annual hours than commercial diesel operations. Carrell also mentions that smaller engines, even when tuned for higher horsepower, are less expensive than larger engines. “For the initial purchase price, you’ll often be better off buying two small and highly turbocharged engines.”

“The larger engines are undoubtedly a better purchase if you plan to use your boat for 600 to 1,000 hours per year and own it for five to seven years. Because of decreased fuel expenditures and fewer overhauls, the life cycle expenses will be cheaper. If you expect to retain the boat for two years, the smaller engines make sense because you won’t have to worry about an overhaul during that time.

“However, I believe that the boat owner should consider both the upfront costs and the best resale price. If he’s clever, a possible buyer for a boat with small but strong engines will recognize you’re ready to hit him with a huge cost for an upgrade that’s coming up soon.

“If I sell the boat with the milder engines at two years, the new owner will have a few years before needing an overhaul, and I’ll get a better resale price due to the longer overhaul and reduced running costs.”

According to Carrell, whose company provides engines to commercial operators as well as the US Navy, they all demand a life cycle cost analysis. “If I were going to buy a new boat or have one built, I’d be sure to ask the engine manufacturers for a projected running cost for the duration of my ownership, which should be at least five years. Whether I keep the yacht or sell it, I’ll know what to expect.”

Does Penske still own Detroit Diesel?

The Detroit Diesel Corp. that DaimlerChrysler AG is buying is not the same as the one that Roger Penske took over from GM in 1988.

DaimlerChrysler will gain a tried-and-true performer that now controls about a quarter of the heavy-duty diesel engine market. To save what was once known as the Detroit Diesel Allison Division, GM had to hunt for a savior.

Detroit Diesel had $842 million in revenue when GM came knocking on Penske’s door in 1988. It had lost $600 million in the preceding five years and had a pitiful 3.5 percent market share. Penske was the owner of the Detroit Diesel distributorship for New York and New Jersey at the time.

He paid GM $50 million for a 60% ownership in the company and financed it with a $115 million loan from General Motors Acceptance Corp. Penske sold his own distributorship to the company’s management and began polishing what would become a jewel in Penske Corp.’s crown of transportation-related enterprises.

After two years of profitability, Detroit Diesel lost $8.1 million in 1991. However, in 1992, the company earned a profit of $10.5 million. Since going public in 1993, the company has made a profit every year. In 1999, the company sold over 167,000 devices, making $2.4 billion in revenue and a net profit of $42.9 million.

The share price has been a significant disappointment. The stock traded for around $20 at the time of its initial public offering, and reached a high of $36 in 1994. It is currently trading at just over $22.

Penske’s resurrection of Detroit Diesel, according to Vice Chairman Ludvik Koci, was based on three factors: strengthening employee relations, focusing on the customer, and prioritizing technology.

With the intense, hands-on involvement for which Penske is known, he implemented modifications. He provided free race days for his staff at Michigan International Speedway, which he owns. He reduced entrenched bureaucracies and created lines of communication with hourly and salaried personnel. Detroit Diesel presently has some of the industry’s strongest labor relations.

In terms of customers, Koci and Penske agreed to speak with three customers each day in order to increase their trust in the Detroit Diesel product line, notably the then-new Series 60 heavy-duty engine.

On the technical front, the company aimed to set itself apart from Cummins Engine Co. and Caterpillar, two much larger competitors. It was the first company to use electronic controls on diesel engines in 1984.

Detroit Diesel Corp. has joined the consolidation trend that is transforming the complexion of the industry with its sale to DaimlerChrysler, which was disclosed last week.

Detroit Diesel is already owned by DaimlerChrysler, which controls 21.3 percent of the company. The German manufacturer will now purchase the remaining 78.7% of the stock, of which Roger Penske owns 48.6%.

The deal is part of a $423 million stock buyout that would give DaimlerChrysler sole ownership of the company and net Penske more than $200 million.

The deal comes after Penske rejected down the automaker’s offer to buy out his ownership in the company a little more than a year ago.

The shift was prompted by global consolidation among automakers and heavy-duty truck and bus manufacturers.

Why do Detroit Diesels run away?

Working in or near hazardous environments, such as those found in the Oil & Gas business, exposes you to dangers and risks on a daily basis. Between 2013 and 2017, 489 oil and gas extraction employees were murdered on the job in the United States alone, according to the Occupational Health and Safety Administration (source: https://www.osha.gov/SLTC/oilgaswelldrilling/). The severe occurrence known as diesel engine runaway is one of the lesser-known yet lethal threats. Engine runaway is explained in this video from AMOT’s Ask the Expert series.

To comprehend runaway, you must first comprehend the operation of a diesel engine and how it varies from that of a gasoline engine. Spark plugs ignite the fuel and air combination within the cylinders of a gasoline engine. Combustion in a diesel engine, on the other hand, takes place in a very different way. Clean air is drawn into a combustion chamber by a diesel engine’s intake. The air and fuel mixture in the chamber is squeezed to such a degree that it produces high heat and ignites.

The fuel delivered into the combustion chamber is regulated by a governor, which also controls the engine’s speed. The governor controls how much fuel is allowed into the engine. The more fuel allowed in, the faster the engine will run. A diesel engine can only be turned off by withdrawing the fuel supply or cutting off the air supply.

When a diesel engine ingests a hydrocarbon vapor, or flammable vapor, through the air intake system and uses it as an external fuel source, it is known as a diesel engine runaway. As the engine runs on these vapors, the governor releases less diesel fuel until the vapors are the engine’s sole fuel supply.

It can cause the engine to overspeed, the valves to bounce, and flames to pass through the manifold if not halted promptly. These flames can create catastrophic accidents and casualties by igniting the combustible gases present. The Deepwater Horizon explosion in the Gulf of Mexico on April 20, 2010, is a well-known example of this type of mishap.

Even modest concentration levels of gas pushed into the engine intake can cause runaway in 3-12 seconds, giving little time to react. A person’s first instinct when an engine starts to runaway is to turn the key off and stop the engine. Unfortunately, because the engine is now running on combustible fumes entering through the intake, this will not solve the problem. The engine will continue to run wildly, and cutting off the air supply is the only possible alternative at this time.

Thankfully, diesel engine runaway may be avoided. Devices that identify overspeed and shut off the air supply can be put on an engine’s air intake pipe to safely and quickly shut down a diesel engine.

Do Rolls-Royce own MTU?

Based on the aforementioned instances, the other subsidiaries will be given new designations one by one. Bergen Engines’ products will also be part of the new brand architecture.

“Andreas Schell, CEO of Rolls-Royce Power Systems, stated, “The new brand architecture will give clarity and better recognition of our firm and its products.” “As Rolls-second Royce’s largest business unit, our new profile demonstrates our dedication to the company. Rolls-Royce, on the other hand, is committed to our MTU brand, which we are proud of.”

Rolls-Royce Power Systems was formed after the parent company, Rolls-Royce, bought MTU several years ago.

How long do MTU engines last?

Depending on the duration and intensity of use, the Series 4000 can now run for up to 25 years before requiring a major overhaul. That’s seven years longer than originally suggested between overhauls. As a result, the organization not only contributes to sustainability and resource conservation, but also helps its customers save money by lowering operating costs and improving the predictability and availability of tugs, ferries, and workboats. This is made feasible by the Series 4000 engines’ near-legendary reliability and resilience, as well as Big Data analysis of tens of thousands of real engine data sets, which allows Rolls-Royce to precisely anticipate engine and component running lengths. The updated TBO intervals and maintenance schedules, which Rolls-Royce will debut at the International Workboat Show in New Orleans (1 to 3 December, booth 2701), apply to new 4000 M05 engines.

How long will a marine diesel engine last?

Before requiring a major overhaul, the average marine gasoline engine works for 1,500 hours. Under the same conditions, the average marine diesel engine will run for more than three times as long and log an average of 5,000 hours. The amount and quality of maintenance performed on a marine engine over time determines the number of hours it runs.

For the first 1,000 hours, a conventional gasoline marine engine will perform admirably. At this point, the engine begins to show signs of wear and tear. If these little issues are not addressed, they might escalate into big issues, making the last 500 hours of life impossible to achieve.

An automotive engine, for example, can run for nearly twice as long (3,000 hours) as your maritime gasoline engine. The reason for this is because marine engines are designed to perform harder and in harsher environments than vehicle engines.

Without extensive overhaul, a well-maintained gasoline engine may easily run for more than 1,500 hours in ideal conditions. Many who operate in the most dreadful conditions of saline air, moist bilges, sporadic operation, and outright neglect, on the other hand, will undoubtedly die young.

Diesel engines are manufactured with tighter tolerances than gasoline engines. They can take a lot more abuse and, if well maintained, can put in 8,000 hours of hard work before needing a significant overhaul. A well-maintained diesel engine may theoretically last the lifetime of your yacht. The 8,000-hour diesel would last 40 years if the average recreational boater only logs roughly 200 hours each year.

Despite the fact that diesel engines can add a significant amount of money to a boat’s cost, they should be thoroughly examined due to their durability, economy of operation, and safety issues. Diesel fuel has a significantly higher flash point than gasoline and hence does not pose the same risk of explosion as gasoline fumes.

Engines prefer to run for long periods of time. The fewer hours they will deliver before needing substantial repairs, the shorter the running time between stops and the longer the idle period between runs.

Marine engines’ lifespan is largely determined by the harsh conditions in which they operate. It’s unusual that people get what they genuinely need. Engine compartments should be provided with plenty of dry, cool (50 degrees F), clean air, according to naval architects. Divide engine horsepower by 3.3 to find the bare minimum fresh air vent space (in square inches) for natural ventilation without blowers.

On gasoline engines, two of the most significant rules of thumb are that the engine compartment blowers should always be set to exhaust, not to blow air in, and that they should be run for at least 5 minutes before starting the engine.

The color of exhaust smoke and variations in the appearance of your oil when you inspect it are two symptoms of probable trouble.

Marine engine exhaust emissions should be transparent. Any color of smoke might alert you to impending danger.

  • In the case of a diesel engine, black smoke is caused by engine overload, a restricted air supply, or a defective fuel injector. Excess fuel particles that have not been properly burnt are blown out the exhaust.
  • The combustion of the engine’s own lubricating oil produces blue smoke. Wearing piston rings, valve guides, or oil seals might cause this. In the case of a diesel engine, the oil can come from an overfilled air filter or extra oil in the crankcase.
  • Water vapor from filthy fuel, a water leak into the cylinder, or atomized but unburned fuel are all signs of white smoke. White smoke might also be caused by air in the fuel.

You can’t go too long without checking the level and quality of your engine’s oil. It should be checked at least once a day, ideally before each start. It’s also a good idea to use your bare fingers to wipe the dip stick clean and feel the viscosity of the oil. Wipe your fingers with the paper towel. Between your thumb and index finger, lightly rub the oil on the stick and feel for any foreign particles that could indicate contamination or metal part failures.

Weekend boaters checking the oil before starting should be wary of very high or low oil levels.

A dangerously high level could indicate that water has gotten into the oil sump. Simply turning the engine over might crack the cylinder head, destroy a piston, or both. The oil that has been diluted with water will appear “milky.”

A low level could suggest an oil leak, which could cause the engine to shut down. Look in the bilge to see whether any oil residue has accumulated. Water is constantly in contact with the oil pan on many marine engines since they are low in the bilge. This can deteriorate over time, causing pinhole leaks in the pan.

Take any significant variation from the usual as a serious warning sign. Start exploring for more hints or seek professional advice.

What is the most fuel efficient marine diesel engine?

Wärtsilä, a technology company, has been chosen to supply its Wärtsilä 31 main engine, propulsion machinery, and auxiliary engines for a new state-of-the-art pelagic trawler being built in a Norwegian shipyard. Research Fishing Co, situated in Lerwick, Shetland Islands, has placed an order for the vessel. The Wärtsilä order was placed in April 2017. There is the possibility of adding a second vessel.

The customer emphasized the necessity for the most up-to-date technologies in order to maximize the vessel’s overall efficiency when specifying the Wärtsilä solutions. The Wärtsilä 31 engine has been named the world’s most efficient 4-stroke diesel engine by Guinness World Records. This is the first time a 12-cylinder version of the engine has been ordered.

Does Rolls Royce own Detroit Diesel?

Divisions. Daimler Truck AG owns Detroit Diesel, which manufactures axles, gearboxes, and diesel engines exclusively for on-highway use. In 2006, the former off-highway division was sold to MTU Friedrichshafen, which was then acquired by Rolls-Royce in 2014.