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Mitsubishi

8UEC33LSE

Name: Mitsubishi 8UEC33LSE
Brand: Mitsubishi
SKU: OSE-38608

The Mitsubishi 8UEC33LSE is an eight‑cylinder, low‑speed two‑stroke marine diesel engine delivering about 5 MW at ~200 rpm, designed for main propulsion on medium‑size cargo vessels.

4960.0 kW

Power

Engine Specifications

Cylinders

330 mm

Bore

1050 mm

Stroke

4,960 kW

MCR Power

200.0 rpm

MCR RPM

2-stroke

Stroke Type

Family: Mitsubishi UEC (LS/LA/LSE/LSII) · Tier: IMO Tier II · Fuel: HFO, MDO

Inspector Detail ✓ verified

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Designation decoded

8UEC33LSE – Mitsubishi 8-Zylinder, Unified Exhaust-valve Crosshead, 330 mm Bohrung, LSE-Baureihe. Kompakter Zweitakt-Kreuzkopfmotor mit Nockenwellensteuerung. Kleinste Bohrungsklasse der UEC-Reihe. 8-Zylinder-Konfiguration bietet optimales Schwingungsverhalten.

Background

The UEC33LSE is the smallest engine in the UEC family with only 330 mm bore. This compact two-stroke crosshead engine is used in smaller cargo ships, coastal vessels and specialized ships. The small bore enables complete onboard maintenance including piston removal without shipyard attendance, which reduces operating costs. The 8-cylinder configuration offers the best vibration behavior within the UEC range and requires no special torsional vibration measures. The LSE variant offers improved fuel efficiency compared to the base LS series. Despite the compact design, the engine retains the typical UEC crosshead construction.

Calculated metrics

Stroke To Bore Ratio

3.182

Mean Effective Pressure Bar

20.5

Inspector checklist

Crankshaft and bearing

Kurbelwellendurchbiegung messen
Check main bearing and connecting rod bearing clearance
Drucklager-Axialspiel messen
Kurbelgehäuse visuell auf Rissanzeichen inspizieren

Piston and running gear liner

Measure liner wear – at 330 mm bore the wear rate is relatively higher
Check piston rings for wear and gap
Kolbenkrone inspizieren – kompakte Abmessungen erleichtern die Inspektion
Check cylinder oil lubrication and rate

Camshaft and injection

Check cam surfaces for wear
Test fuel injectors for opening pressure and spray pattern
Einspritzpumpen-Timing kontrollieren
Check fuel preheating and conditioning

Exhaust valves and exhaust system.

Inspect valve seat and valve stem for corrosion
Ventildrehvorrichtung auf Funktion prüfen
Turbolader-Zustand bewerten
Document and compare exhaust temperatures

Logbook reference values

Parameter	Expected	Deviation means
Maximaler Zünddruck (Pmax)	150–170 bar	Bei kleinen Bohrungen sind relative Druckschwankungen stärker spürbar – sorgfältige Kalibrierung der Drucksensoren sicherstellen
Kompressionsdruck (Pcomp)	125–145 bar	Low Pcomp at small bore quickly indicates significant wear
Exhaust gas temperature per cylinder	300–370 °C	Investigate scatter >20 °C between cylinders – with 8 cylinders even distribution is achievable
Spülluftdruck	2,5–3,2 bar (Volllast)	Higher scavenge air pressure at small bore typical – drop indicates turbocharger problem
Zylinderölverbrauch	0,7–1,1 g/kWh	Bei kleiner Bohrung ist präzise Dosierung besonders wichtig für optimalen Verschleißschutz
Kurbelwellendurchbiegung	±0,03 mm	Tighter tolerance at smaller engine – exceedance becomes critical more quickly

Common Failure Modes

Einspritzdüsenverschleiß

Symptoms: ['Ungleichmäßige Abgastemperaturen', 'Erhöhter Brennstoffverbrauch', 'Smoke development at part load']

Causes: Erosion from fuel contamination, Kavitation in der Düsenbohrung, Thermal stress with frequent load changes

Preventive: Change and test fuel injectors at manufacturer intervals, ensure fuel conditioning and filtration

Zylinderöl-Dosierungsproblem

Symptoms: ['Erhöhter Laufbuchsenverschleiß', 'Kolbenringverkokung', 'Abnormale Ölrückstände im Spülluftkasten']

Causes: Verstopfte Dosierquillinge, Fehlerhafte Dosiereinheit, Falsche Ölsorte für aktuellen Brennstoff

Preventive: Regular cleaning of fuel quills, adjust dosing rate to operating conditions and fuel sulphur content

Turboladerverschmutzung

Symptoms: ['Abnehmender Spülluftdruck', 'Sinkende Turboladerdrehzahl', 'Steigende Abgastemperaturen']

Causes: Deposits on turbine blades due to poor fuel quality, Ungenügende Turboladerwäsche, Ladeluftkühler-Fouling

Preventive: Perform regular turbocharger cleaning (turbine and compressor side) according to manufacturer specifications, clean charge air cooler

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Related components

Injection pumps and nozzles Turbolader (einzeln, kompakte Bauart) Ladeluftkühler Zylinderöl-Dosiereinheit Auslassventil-Hydrauliksystem Nockenwellenantrieb Anlassluftventile Ölnebelüberwachung

Classification & regulatory

Even the smallest UEC engine is subject to IMO Tier II emission regulations. EIAPP certificate and Technical File must be on board. With the low engine power, compliance with EEDI requirements (Energy Efficiency Design Index) can be a challenge. The classification society may provide simplified inspection procedures for smaller engines – the specific rules of the responsible society must be observed.

Reference content for inspector orientation. Always verify against manufacturer's manual, latest service letters and class society requirements.

Other Cylinder Configurations 44

Components & Design

Component data being added…

Technical Data

Bohrung UEC33LSII 330 mm

Hub UEC33LSII 1050 mm

Hub/Bohr-Verhältnis UEC33LSII 3,18

Bohrung UEC37LSII 370 mm

Hub UEC37LSII 1290 mm

Leistung UEC33LSII (6-Zyl.) 1985–3400 kW @ 215/157 min⁻¹ (verifiziert)

SFOC UEC33LSII 179–183 g/kWh (IMO Tier II, Vollast)

Trockengewicht UEC33LSII 52–78 t (5–8 Zyl.)

Trockengewicht UEC37LSII 83–124 t (configuration not verifiable)

Betriebsmodus Zweitakt-Kreuzkopfmotor, Gleichstromspülung, Abgasturbolader

Steuerung LSII Nockenwelle (mechanisch betätigt)

Steuerung Eco-Variante Elektronisch (Solenoidventile, keine Nockenwelle)

Brennstoff Schweröl (Heavy Fuel Oil)

IMO-Norm Tier II; Tier III-konform (mit LPSCR)

unified from engine model True

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Common failures & inspection points

Cold corrosion on cylinder liners due to sulfuric acid condensation at part load — typical for two-stroke diesels; sulfur dioxide from fuel by

Turbocharger wear due to saltwater corrosion — pitting on turbine casing due to seawater feed in exhaust line, pressure drop due to gap enlargement

Piston/cylinder liner wear due to scuffing at insufficient hydrodynamic oil film or poor scavenge air quality — abrasive wear initiat

Black exhaust at part load (turbo-lag phenomenon) — scavenge pressure increases only when turbocharger accelerates; too much fuel → incomplete combustion, r

Zylinderkopf-Wasserdichtung/Kühlung — Risse/undichte Kopfdichtungen ermöglichen Coolant-Eintrag in Kurbelgehäuse (Milchig-braune Ölverfärbung), Korrosion; Restr

Type-general inspection and maintenance points for this equipment category — not model-specific.

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Equipment Model #38608 · ✓ still in production