Mitsubishi S16R2 Specifications
| Engine Model: Mitsubishi S16R2 |
| Engine Type: 4-cycle 16-cylinder V-block turbocharged liquid-cooled diesel |
| Total Displacement: 4876 cu.in (79.9 L) |
| Rated Engine Power: 1877 to 2682 Hp (1400-2000 kW) at 1500-1800 rpm |
| Fuel System Type: Direct injection |
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The Mitsubishi S16R2 is the high-displacement,
long-stroke version of the 16-cylinder SR-Series. By increasing the
stroke from 180 mm to 220 mm, Mitsubishi significantly raised the
displacement and power density, positioning this engine as a premier
choice for massive container ships, tugboats, and multi-megawatt power
plants. The engine operates on a 60-degree V configuration, which
provides inherent balance while minimizing overall width for marine
engine room installations.
The S16R2 utilizes a turbocharged and intercooled or aftercooled
aspiration system, depending on the specific variant designated as MPTK
or PTA. This engine family serves both marine propulsion and stationary
generator drive applications, with power outputs reaching beyond 2000 kW
in continuous service. The robust construction includes a one-piece cast
iron crankcase and individual cylinder heads for each cylinder,
simplifying maintenance and replacement.
The Mitsubishi S16R2 is a 16-cylinder, four-cycle, water-cooled diesel
engine with a 60-degree V configuration. The long-stroke design, with a
stroke exceeding the bore by 50 mm, produces high piston speeds that
generate substantial torque at lower engine speeds, ideal for
propeller-driven ships and generator sets operating at 1500 or 1800 rpm.
The engine employs a direct injection combustion system with a
bore-cooled piston design.
Turbocharging provides the high air density required for complete
combustion of the fuel volume injected into each cylinder. An
intercooler or aftercooler reduces intake air temperature after
compression, lowering thermal load on pistons and valves. The engine
management system is mechanically governed on earlier variants, with
electronic governing available on later production units.
Engine Type: 4-cycle, water-cooled, 60° V16 diesel
Family: Mitsubishi SR-Series
Displacement: 79.90 L (4876 cu.in)
Bore x Stroke: 170 mm x 220 mm (6.69 in x 8.66 in)
Compression Ratio: 14.0:1
Aspiration: Turbocharged with intercooler (MPTK) or aftercooler (PTA)
Firing Order: 1-16-5-12-3-14-7-10-8-9-6-11-4-13-2-15
Marine Propulsion Power Range: 1400 kW to 2000+ kW (1877 to 2682+ hp)
Generator Drive Power Range: 2000 kVA to 2500+ kVA standby
Rated Speed (60 Hz): 1800 rpm
Rated Speed (50 Hz): 1500 rpm
The cylinder block is a one-piece, 60-degree V configuration
manufactured from high-strength cast iron with nodular graphite
additives. This construction provides the rigidity required to withstand
cylinder pressures exceeding 180 bar without crankshaft alignment
distortion. The crankcase forms a deep-skirt design extending below the
crankshaft centerline, with the main bearing caps secured by four
vertical bolts each.
The block features individual cylinder bores for each of the 16
cylinders, arranged as two banks of eight cylinders offset
longitudinally to accommodate connecting rod pairs on common crankpins.
Each cylinder bore is induction hardened and finished with a plateau
honing process.
Replaceable wet cylinder liners are pressed into the block, manufactured
from centrifugally cast iron with a hardened inner surface. The water
jacket surrounds each liner completely, supplied by a cast-in
distribution gallery running the full length of the block. The crankcase
incorporates an integral oil gallery providing pressurized lubricant to
all main bearings.
The engine uses individual cylinder heads for each of the 16 cylinders
rather than a single head per bank. This modular design reduces
replacement cost and simplifies service access. Each cylinder head is
manufactured from spheroidal graphite cast iron for high strength at
elevated temperatures.
Every head contains four valves arranged in a cross-flow pattern: two
intake valves and two exhaust valves, all made from heat-resistant
nickel-chromium steel. Intake valves are 54 mm in diameter, while
exhaust valves measure 48 mm. Valve seats are pressed-in stellited
inserts for wear resistance. Valve actuation occurs via a single
overhead camshaft per cylinder bank.
Each camshaft operates the valves using roller rocker arms with
adjustable pushrods. The valve train includes a steel bridge piece
connecting the two valves actuated by each rocker arm. Valve lash
adjustment is performed using setscrews and locknuts on the rocker arms.
The centrally located fuel injector passes through the cylinder head
between the four valves. A bore-cooled piston design works in
conjunction with the cylinder head combustion chamber shape to promote
air-fuel mixing.
The fuel system is a mechanically governed direct injection design. An
in-line injection pump, driven by the engine timing gear train, contains
16 plunger and barrel assemblies mounted in a single housing. The pump
incorporates a mechanical governor with pneumatic or hydraulic speed
sensing for generator or marine propulsion duty. High-pressure injection
lines, manufactured from seamless steel tube, deliver fuel from the pump
to the injection nozzles. Each cylinder receives a multi-hole nozzle
injector with an opening pressure calibrated to 250-300 bar.
The injectors are the differential needle type, held closed by spring
force until fuel pressure exceeds valve opening pressure. A self-priming
gear-type fuel feed pump draws fuel from the day tank through a duplex
filter system. Primary and secondary filters include water separators.
Excess fuel from the injection pump and injectors returns to the fuel
tank through a spill line. A manual priming pump is provided for system
priming after filter replacement.
The lubrication system is a forced-feed, wet-sump configuration with a
full-flow filtration circuit. A gear-type oil pump mounted on the engine
front plate draws oil from the sump through a suction strainer. The pump
is driven directly from the crankshaft gear train. A spring-loaded
pressure relief valve maintains system pressure at 5-7 bar during normal
operation.
Oil passes through a duplex full-flow filter system with a bypass valve
that opens when filter restriction exceeds 2 bar. The system includes a
centrifugal bypass filter for fine particle removal. Pressurized oil is
distributed through internal galleries to the 18 main bearings, 16
connecting rod bearings via drilled crankshaft passages, 16 camshaft
bearings (four per bank, but the S16R2 has multiple bearings per
camshaft), rocker arm shafts, turbocharger bearings, and injection pump
drive.
Piston cooling jets direct oil to the underside of each piston crown. An
oil cooler of the plate-type design uses engine coolant as the exchange
medium. The oil pan is a fabricated steel structure with a sump capacity
determined by the installation orientation. Dry sump configurations are
available for marine applications with extreme trim and list
requirements.
The cooling system is a pressurized, thermostatically controlled
freshwater circuit. Two centrifugal water pumps mounted on the engine
front cover circulate coolant through the system. One pump serves the
left cylinder bank and the second serves the right bank, ensuring equal
flow distribution. Coolant flows from the pumps into the water
distribution manifold, then through the cylinder block water jacket
around all liners, upward through each cylinder head, and finally
through the thermostat housing.
Wax-pellet thermostats begin opening at 78°C and reach full open at
90°C. A separate bypass circuit permits coolant circulation during
warm-up. The remote heat exchanger is a shell-and-tube type where engine
coolant flows inside tubes and seawater passes over the tube bundle. A
separate seawater-cooled charge air cooler reduces intake air
temperature after the turbocharger compressor. An expansion tank mounted
at the highest point in the circuit accommodates thermal expansion and
provides de-aeration.
| Intake and Exhaust Systems |
Intake System: Air enters through a heavy-duty dry-type air cleaner,
passes through the turbocharger compressor housing, then through the
charge air cooler, and finally into the intake air receiver. The intake
air receiver is a fabricated steel manifold spanning the V-angle between
cylinder banks, supplying equal air pressure to all 16 cylinders. An
emergency intake air shutoff valve, actuated by mechanical overspeed
trip, is installed on each turbocharger inlet.
Exhaust System: The exhaust system features two separate turbochargers,
one serving each cylinder bank. Each exhaust manifold is a fabricated
steel construction with expansion joints to accommodate thermal growth.
Exhaust gases exit each cylinder head, pass through the exhaust
manifold, drive the turbocharger turbine wheel, and then flow to the
exhaust stack. A water-cooled exhaust elbow is installed on marine
configurations to reduce surface temperature.
Starting System: A 24-volt electric starting system is standard, using
four high-output starter motors mounted directly to the flywheel
housing. Two starters engage on the left bank and two on the right bank.
A pre-engage mechanism drives the pinion gear into the flywheel ring
gear before supplying full cranking current. An air starting system is
available as an option for applications requiring explosion-proof
operation.
Turbocharging System: Two parallel turbochargers are mounted, one on
each bank. Each turbocharger is a water-cooled, bearing-mounted design
with a radial compressor and axial turbine. The intercooler (MPTK
variant) or aftercooler (PTA variant) is positioned between the
turbocharger compressor outlet and the intake receiver.
Length: 3050 mm (120.1 in)
Width: 1560 mm (61.4 in)
Height: 2480 mm (97.6 in)
Dry Weight (base configuration): 8100 kg (17857 lb)
Dry Weight (with heat exchanger and turbochargers): 9400 kg (20723 lb)
Oil and Oil Filter Change: Every 500 operating hours
Oil Centrifugal Bypass Filter Cleaning: Every 500 operating hours
Fuel Filter (Primary) Replacement: Every 250 operating hours
Fuel Filter (Secondary) Replacement: Every 500 operating hours
Air Cleaner Element Inspection: Every 250 operating hours
Air Cleaner Element Replacement: When restriction indicator shows
maximum
Valve Clearance Inspection: Every 1000 operating hours
Injector Spray Pattern and Opening Pressure Check: Every 2000 operating
hours
Coolant Level Check: Daily before starting
Coolant Replacement: Every 4000 operating hours or 24 months
Engine Oil Capacity (dry engine): 290 L (76.6 US gal)
Engine Oil Capacity (wet sump standard fill): 230 L (60.8 US gal)
Recommended Oil Grade: SAE 30, SAE 40, or SAE 15W-40 (API CF or higher)
Engine Coolant Capacity (engine only): 170-210 L (45-55.5 US gal)
Recommended Coolant: Ethylene glycol-based corrosion inhibitor
Valve Clearance (intake, cold engine): 0.40 mm (0.0157 in)
Valve Clearance (exhaust, cold engine): 0.50 mm (0.0197 in)
Cylinder Head Bolts (M22): 539 ± 27 Nm (398 ± 20 lb-ft)
Main Bearing Cap Bolts: 686-735 Nm (506-542 lb-ft)
Connecting Rod Cap Bolts: 441-490 Nm (325-361 lb-ft)
Flywheel Bolts: 539 ± 27 Nm (398 ± 20 lb-ft)
Camshaft Bearing Cap Bolts (M20): 300-340 Nm (221-251 lb-ft)
Rocker Arm Shaft Support Bolts: 150-170 Nm (111-125 lb-ft)
Injector Nozzle Holder: 120-140 Nm (89-103 lb-ft)
High-Pressure Injection Line Nuts (at pump and nozzle): 50-60 Nm (37-44
lb-ft)
Turbocharger Mounting Nuts: 100-120 Nm (74-89 lb-ft)
Intake Manifold Nuts: 40-50 Nm (30-37 lb-ft)
Exhaust Manifold Nuts: 80-100 Nm (59-74 lb-ft)
Starter Motor Mounting Bolts: 180-200 Nm (133-148 lb-ft)
Oil Pump Mounting Bolts: 70-80 Nm (52-59 lb-ft)
Water Pump Mounting Bolts: 50-60 Nm (37-44 lb-ft)
Flywheel Housing Bolts: 300-340 Nm (221-251 lb-ft)
The Mitsubishi S16R2 engine serves heavy-duty marine propulsion and
stationary power generation roles. The engine is not intended for
automotive or light industrial use.
Marine Propulsion: Primary power for large container ships, bulk
carriers, oil tankers, chemical carriers, and roll-on/roll-off (Ro-Ro)
vessels. Secondary applications include harbor tugboats, push boats,
dredgers, fishing vessels including purse seiners and trawlers, and
offshore supply vessels.
Marine Auxiliary Power: Generator drive for shipboard electrical power
on large ocean-going vessels, providing hotel load, cargo pumping, and
maneuvering power.
Land-Based Generator Sets: Prime power generation for industrial
facilities, data centers, hospitals, and municipal installations
requiring standby or continuous power in the 2 MW to 2.5 MW range per
generator set. Applications include mining operations, oil and gas field
power, and island grid power plants.
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