Fluids and Lubricants

Specifications
Diesel engines of all commercial MTU series (including Marine),
DDC S60 Off Highway and two-cycle engines
MTU Series 1000-1600, 1800 are not included

A001061/40E
 Engine oil approvals upon customer request for applications in Series 956 TB 31, TB32, TB33,
TB34
The engine oil must have a valid MTU approval as per MTL 5044 and a quality level of oil category 2 or 3.
For customer certification, an engine test run under the following conditions is required: Individual cylinder
test run 50 hours; with positive findings the engine test run has to be carried out as follows:
• Engine runtime with specific oil: min. 50 hours (30 hours of which at min. 100% power)
• Then endoscopic examination of combustion chambers.
• Disassembly of 4 pistons (2 on engine A-side and 2 on engine B-side) for detailed results.

Use of Low SAPS oils (oil categories 2.1 and 3.1) with fuels with a maximum sulfur
content of 1000 mg/kg in applications in Series 12V2000M41A, 4000M03 IMO II/
III, 4000M05 IMO II/III, 8V4000M63 IMO III and 20V4000M53B IMO III
If Low SAPS oils of oil categories 2.1 and 3.1 are to used in conjunction with fuels with a maximum sulfur
content of 1000 ppm, in addition to the MTU approvals they must also comply with the following perform-
ance requirements:
Oil category Specification
ACEA API
2.1 E7 and E9 CJ-4 and CI-4
3.1 E6 and E7 CI-4

Table 4:
If the Low SAPS oils meet the above-mentioned requirements, they oils are approved for a runtime up to 500
operating hours. If the maximum runtime is exceeded, the base number of the oil must be checked through
regular oil analyses. If the permissible base number is undershot, the oil must be replaced.
Important
If the performance requirements listed in the table are not met, only fuels with a max. sulfur content of 50
ppm must be used.

Engine oils for engines with exhaust aftertreatment

Engines with exhaust aftertreatment place special demands on the oils used to guarantee the operational
reliability and service life of the exhaust system and the engine.
Depending on the technology used for exhaust aftertreatment, the following oils can be used.
Exhaust gas technology Approval for oil category
1 2 2.1 3 3.1
Oxidation catalyst without particulate no no yes no yes
filter
SCR system with vanadium catalysts no no yes no yes
(no particulate filter)
SCR system with zeolith catalysts (no no no yes no yes
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particulate filter)
Closed particulate filter no no yes no yes
Combination system SCR+ particulate no no yes no yes
filter

Table 5:

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

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

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

Assignment of military engine oil specifications to SAE viscosity grades

NATO code Country-specific specifications SAE grade
O-236 TL 9150-0063 Multigrade oil SAE 15W-40, can al-
so be used as corrosion inhibitor
oil
O-278 TL 9150-0031 Single-grade oil SAE 40
OMD 113 DEF STAN 91-22
DCESEA 278/A
MIL-PRF-9000L
O-1178 TL 9150-0080 Multigrade oil SAE 5W-30
OMD 55 (low-temperature properties better
than 5W)
O-1176 DEF STAN 91-113 Multigrade oil SAE 10W-30
OMD 90
O-1180 TL 9150-0107 Multigrade oil SAE 10W-40 (Low
SAPS)

Table 6:

Selection of viscosity grades

Selection of the viscosity grade is based primarily on the ambient temperature at which the engine is to be
started and operated. If the relevant performance criteria are observed the engines can be operated both
with single-grade and multigrade oils, depending on the application. Standard values for the temperature lim-
its in each viscosity grade are shown in (→ Figure 1).
If the prevailing temperature is too low, the engine oil must be preheated.
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 Figure 1: Viscosity grade chart

Oil drain intervals for diesel engines

Engine oil drain intervals depend on the engine-oil quality, its conditioning, the operating conditions and the
fuel used.
The intervals quoted (Table) are guidelines based on operational experience and are valid for applications
with a standard load profile.

Transmission fluid change intervals

Oil category Without centrifugal oil filter With centrifugal oil filter or by-
pass oil filter
1 250 operating hours 500 operating hours
2 500 operating hours 1000 operating hours
2.1 1) 500 operating hours 1000 operating hours
3 750 operating hours 1500 operating hours
3.11) 750 operating hours 1500 operating hours

Table 7:
1)
= To be used in conjunction with fuels with max. 50 mg/kg sulfur content
For exceptions, see (→ Page 11)
Important
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The oil change intervals in the table (→ Table 7) are recommended guidelines when using diesel fuels with <
0.5% sulfur content. The defined limit values for the used oil (→ Table 8) must be observed. The numbers of
operating hours quoted for oils must be confirmed by means of oil analysis.

The oil drain intervals must be determined by oil analysis if one or more of the following difficult operating
conditions are encountered:
• Extreme climatic conditions
• High engine start-up frequency
• Frequent and prolonged idling or low-load operation
• High fuel sulfur content of 0.5 to 1.5% by weight (see "Use of High-Sulfur Fuel")

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 For applications involving low runtimes, the engine oil must be changed every two years at the latest irre-
spective of its category.
Where engine oils with higher-grade corrosion-inhibiting characteristics are in use , a change must be carried
out every 3 years at the latest.
In individual cases the service life of the engine oil can be optimized by regular laboratory analysis and ap-
propriate engine inspections in consultation with the responsible MTU service point:
The first oil sample should be taken from the engine as a “basic sample” after the engine has run for
approximately 1 hour after being filled with fresh oil.
Further samples are to be analyzed at specific intervals (see "Laboratory Analysis").
The appropriate engine inspections are to be carried out before and after the oil analyses.
After completion of all analyses, and depending on the findings, special agreements can be reached
for individual cases.
Oil samples must always be taken under the same conditions and at the point provided for that pur-
pose (see Operating Instructions).

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

Laboratory analysis

Spectrometric oil analysis

Analysis of the engine oil's additive-metal content is carried out by the MTU laboratory to determine the oil
brand.
Analyzes of the wear-metal content to determine the degree of engine wear are not part of the standard pro-
cedure. These content levels are very much dependent on the following factors, among others:
• Individual engine equipment status
• Tolerance scatter
• Operating conditions
• Duty profile
• Fluids and lubricants
• Miscellaneous assembly materials
Unambiguous conclusions as to the wear status of the engine components involved are therefore not possi-
ble. This means that no limit values can be given for wear-metal contents.
The measurement of the wear-metal element contents can only be regarded as a monitoring task. A sudden
increase is an indication to check/inspect the oil filter. If wear particles are found, and EDX analysis can
determine their composition, which helps to identify the affected component.

Used-oil analysis
In order to check the used oil, it is recommended that regular oil analyses be carried out. Oil samples should
be taken and analyzed at least once per year and during each oil change and under certain conditions, de-
pending on application and the engine's operating conditions, sampling / analysis should take place more
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frequently.
The specified test methods and limit values (Analytical Limit Values for Used Diesel Engine Oils) (→ Table 8)
indicate when the results of an individual oil sample analysis are to be regarded as abnormal.
An abnormal result requires immediate investigation and remedy of the abnormality.
The limit values relate to individual oil samples. When these limit values are reached or exceeded, an immedi-
ate oil change is necessary. The results of the oil analysis do not necessarily give an indication of the wear
status of particular components.
In addition to the analytical limit values, the engine condition, its operating condition and any operational
faults are decisive factors with regard to oil changes.

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 Some of the signs of oil deterioration are:
• Abnormally heavy deposits or precipitates in the engine or engine-mounted parts such as oil filters, centri-
fugal oil filters or separators, especially in comparison with the previous analysis.
• Abnormal discoloration of components.

Analytical limit values for used diesel engine oils

Test Method Limit values
Viscosity at 100 °C ASTM D445 SAE 30
max. mm²/s DIN 51562 SAE 5W-30 15.0
DIN 51659-1 SAE 10W-30
DIN 51659-2
DIN 51659-3
SAE 40
SAE 5W-40 19.0
SAE 10W-40
SAE 15W-40
SAE 20W-40
min. mm²/s SAE 30
SAE 5W-30 9.0
SAE 10W-30
SAE 40
SAE 5W-40 10.5
SAE 10W-40
SAE 15W-40
SAE 20W-40
Flash point °C (COC) ASTM D92 Min. 190
DIN EN ISO 2592
Flash point °C (PM) ASTM D93 Min. 140
DIN EN ISO 2719
Soot content (by weight %) DIN 51452 Max. 3.0 (Oil category 1)
CEC-L-82-97 Max. 3.5 (Oil category 2, 2.1, 3 and 3.1)
Total base number ASTM D2896 Min. 50% of new-oil value
(mg KOH/g) ISO 3771
DIN 51639
Water content (mg/kg) ASTM D6304 Max. 2000
EN 12937
ISO 6296
Oxidation (A/cm)1) DIN 514531) Max. 25
Ethylene glycol (mg/kg) ASTM D2982 max. difference between new-oil value
and used-oil value 100
Additive element contents DIN 51399-1 To confirm that the new oil is identical
DIN 51399-2 with the oil grade of the used oils
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ASTM D5185

Table 8:
1)
= only possible if there are no ester compounds

Use of high-sulfur diesel fuel

The following measures must be taken in the case of diesel fuels with a sulfur content above 0.5%:
• Use of an engine oil with a total base number (TBN) of more than 8 mgKOH/g
• Shorten the oil-change intervals (see Oil change intervals)
• Shorter TBO of cylinder heads on Series 4000 engines (→ Page 39)

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 Chart (→ Figure 2) (Total Base Numbers) lists the recommended minimum total base numbers for new and
used oils depending on the sulfur content of the diesel fuel.
The total base numbers for the approved engine oils are listed in chapter Approved engine oils (→ Page 106).

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

Use of low-sulfur diesel fuel

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

Minimum requirements for operational checks

Oil analyses can be carried out using the MTU Test Kit. The MTU test kit contains all the equipment required
as well as instructions for use.
The following checks can be performed:
• Determination of oil dispersing capacity (spot test)
• Determination of diesel fuel content in oil
• Determination of water content in oil
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 2.2 Fluorescent dyestuffs for detecting leaks in the lube oil circuit
The fluorescent dyestuffs listed below are approved for detection of leaks in the lube oil circuit.

Manufacturer Product name Working con- Material num- Container size Storage stabili-
centration ber ty)
Chromatech Eu- D51000A Chro- 0.04 % - 0.07 % X00067084 16 kg 2 years
rope B.V. matint
Fluorescent Yel-
low 175
Cimcool, Cincin- Producto 0,5 % - 1,0 % 5 gallons (canis- 6 months
nati YFD-100 ter)
55 gallons (bar-
rel)

Table 9:
1)
= ex works delivery, based on original and hermetically sealed containers in frost-free storage (> 5 °C).
The fluorescence (light-yellow color tone) of both dyestuffs is made visible with a UV lamp (365 nm).
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 2.3 Lubricating greases
Requirements
The conditions of MTU for the approval of lubricating greases are specified in the delivery standard MTL
5050, which can be ordered under this reference number.
Grease manufacturers are notified in writing if their product is approved by MTU.

Lubricating greases for general applications

Lithium-saponified greases are to be used for all lubrication points with the exception of:
• Emergency-air shutoff flaps fitted between turbocharger and charge-air cooler (see Special-purpose lubri-
cants)
• Coupling internal centering

Lubricating greases for applications at high temperatures

High-temperature grease (up to 250 °C) must be used for emergency-air shutoff flaps located between tur-
bocharger and intercooler:
• Aero Shell Grease 15
• Optimol Inertox Medium
General purpose greases suffice for emergency-air shutoff flaps located before the turbocharger or after the
intercooler.

Greases for internal centerings of couplings

Greases for internal centerings:
• Esso Unirex N3 (stable up to approx. 160 °C)

Special-purpose lubricants

Oil for turbochargers

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

Lubricating greases for curved tooth couplings

Depending on the application, the following lubricants have been approved for curved tooth couplings:
• - Klüber: Structovis BHD MF (highly viscous lubricating oil)
• - Klüber: Klüberplex GE11–680 (adhesive transmission lubricant)
Guidelines on use and service life are contained in the relevant Operating Instructions and Maintenance
Schedules.
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