Service Training

Engine Series
DEUTZ 2012

DEUTZ AG
Service -Technik
 Training Center Köln
Course-attendant trainee documentation
for service training

Product-related engine technology

engine series DEUTZ 2012

Property of:

Attention:

This course attendant trainee documentation is conducive for effective explanation and
illustration about the contruction and function of engine, components and systems. The
contents of figures are only according to the date of printing actual documentation and
are not subject to be updated.
Obligatory upon operation, maintenance and repair are only the engineering data
and intructions of the actual technical printed material such as operation manuals,
workshop manuals, adjusting- and repair-instructions, technical circulars and ser-
vice bulletins.
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Table of Contents

Table of contents ......................................................................................................................0-1

1. Engine plan.......................................................................................................................1-1
1.1 Technical data......................................................................................................................1-1
1.2 Service side .........................................................................................................................1-2
1.3 Starter side...........................................................................................................................1-3
1.4 Model designation ................................................................................................................1-4
1.5 Nameplate and engine serial number..................................................................................1-5
1.6 Cylinder numbering..............................................................................................................1-5
1.7 Description of nameplate.....................................................................................................1-6

2. Design structure..............................................................................................................2-1
2.1 Cylinder ................................................................................................................................2-1

2.2 Crankshaft assembly...........................................................................................................2-2

2.2.1 Connecting rod.....................................................................................................................2-2
2.2.2 Piston ...................................................................................................................................2-3
2.2.3 Piston cooling.......................................................................................................................2-4
2.2.4 Crankshaft............................................................................................................................2-5

2.3 Mass balancing gear (MAG).................................................................................................2-7

2.3.1 Function of mass balancing gear ........................................................................................2-7
2.3.2 Design structure of mass balancing gear ...........................................................................2-8
2.3.3 Installation of mass balancing shafts...................................................................................2-10

2.4 Cylinder head .......................................................................................................................2-12

2.4.1 Design structure ..................................................................................................................2-12
2.4.2 Valves...................................................................................................................................2-12
2.4.3 Valve clearance adjustment.................................................................................................2-13
2.4.4 Determining cylinder head gasket .......................................................................................2-14
2.4.5 Fitting cylinder head .............................................................................................................2-16

2.5 Camshaft and timing gears .................................................................................................2-18

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3. Lubrication system ........................................................................................................ 3-1

3.1 Lube oil circuit...................................................................................................................... 3-1
3.2 Wiring diagram, lube oil circuit ............................................................................................ 3-2
3.3 Lube oil ducts ...................................................................................................................... 3-4
3.4 Lube oil pump...................................................................................................................... 3-6
3.5 Lube oil cooler housing........................................................................................................ 3-8
3.6 Lube oil filter- and cooler versions....................................................................................... 3-10

4. Fuel system ...................................................................................................................... 4-1

4.1 Design structure.................................................................................................................. 4-2
4.2 Fuel feed pump.................................................................................................................... 4-3

4.3 Injection system................................................................................................................... 4-4

4.3.1 Commencement of delivery................................................................................................ 4-4

4.4 Determining shim thickness in case of engine repair......................................................... 4-6

4.4.1 Table for commencement of delivery, prestroke, basic dimension Lo............................... 4-10
4.4.2 Table for determining shim thickness ................................................................................. 4-16

4.5 Determining shim thickness for replacement of injection pumps (EP Code) .................... 4-18
4.5.1 Table, EP Code ................................................................................................................... 4-19

4.6 Fuel rack travel .................................................................................................................... 4-20

4.7 Installation of injection pumps in the crankcase.................................................................. 4-22
4.8 Injector, injection line ........................................................................................................... 4-24

5. Governor ........................................................................................................................... 5-1

5.1 Governor, external view ....................................................................................................... 5-1
5.2 Design structure and function ............................................................................................. 5-2
5.3 Block diagram of the control loop........................................................................................ 5-4

6. Coolant system ............................................................................................................... 6-1

6.1 Coolant circuit...................................................................................................................... 6-1
6.2 Coolant ................................................................................................................................ 6-2
6.3 Thermostat housing ............................................................................................................ 6-3
6.4 Draining cooling system ...................................................................................................... 6-4

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1. Engine plan

1.1 Technical data

BF4M 2012
BF6M 2012 C
BF4M 2012 C

Number of cylinders / arrangement 4 in-line 6 in-line

Bore [mm] 101 98 / 101

Stroke [mm] 126

Engine swept volume [ltrs.] 4.04 5.7 / 6.06

Working cycle / combustion system Four-stroke diesel with direct injection and
exhaust turbocharging.
(BF4/6M 2012 C with charge air cooling)

Firing order 1-3-4-2 1-5-3-6-2-4

Direction of rotation When facing flywheel: counter-clockwise

Rated speed [min-1] See engine nameplate

Power [kW] See engine nameplate

Valve clearance: inlet / exhaust [mm] 0.3 / 0.5

Commencement of delivery See engine nameplate

Nozzle opening pressure [bar] 220+8

Lubrication Forced-feed circulation lubrication

Min. oil pressure [bar], at low idling and with

0.8
warmed-up engine (120°C oil temperature)

Type of cooling Liquid-cooled with integrated oil cooler.

Coolant volume [ltrs.] (only engine volume) approx. 4.7 approx. 6

Thermostat begins to open at: [°C] 83

fully opened at: [°C] 95

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1.2 Service side

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1 - Alternator 10 - Oil pan

2 - Oil filler 11 - Oil filler neck
3 - Coolant connection compensation line 12 - Oil cooler with filter bracket
4 - Fan pulley 13 - Oil dipstick
5 - Fuel pump 14 - PTOs for mounting hydraulic

6 - Coolant pump pumps for air compressor

7 - Poly-V-pulley with vibration damper 15 - Fuel filter
8 - Poly-V-belt tension pulley 16 - Oil filter
9 - Engine mounting 17 - Shutdown solenoid (de-energized for
shutdown)

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1.3 Starter side

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18 - Exhaust turbocharger 23 - Starter motor

19 - Engine lifting eye 24 - Exhaust manifold
20 - Governor 25 - Coolant inlet
21 - Flywheel 26 - Air intake manifold
22 - SAE housing 27 - Coolant outlet socket with thermostat

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1.4 Model designation

B F 6 M 2012 C

Charge air cooler

Piston stroke in cm (approx.)

Serial index

Liquid-cooled

No. of cylinders

High-speed 4-stoke engine

Exhaust turbocharger

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1.5 Nameplate and engine serial number

The nameplate (C) is affixed on the service side (right-hand side) of the engine. The engine serial
number is stamped on the nameplate (C) and on the crankcase side.

The engine model (A) and engine serial number (B) must be indicated when ordering spare parts.

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1.6 Cylinder numbering

• The cylinders are numbered, beginning at the flywheel end.

• The direction of engine rotation is counter-clockwise when facing the flywheel.

• Firing order: BF4M 2012: 1-3-4-2

BF6M 2012: 1-5-3-6-2-4

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1.7 Description of nameplate

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Item Description Remark

1 Engine model e.g. BF6M 2012 C

2 Engine code For engines certified according to the Commission’s

directives 88/195/EEC.

3 Engine serial number -

4 kW (G) G-power (total power), fan is not running.

5 kW (S) S-power (continuous power), fan is fully running.

6 min-1 Rated engine speed.

7 Commencement of delivery and COD in ° C/A. Letter for camshaft type.

camshaft type

8 kW (W) Fan/blower power requirement (eff. deduction) as

integral part of site power.

9,10 Not assigned.

11 Indication of standard and/or regu- Indication of standard used during acceptance test
lation procedure for power declaration.

12 kW (G) red. Reduced "total power", on-site conditions,items14,15.

13 kW (S) red. Reduced "continuous power", on-site conditions items

14,15.

14 Air temperature in °C For the ambient conditions on site.

15 Altitude above sea level in m For the ambient conditions on site.

16 Injection pump code Code for cylinder-related indication of pump instal-

lation dimension determined during production (begin-
ning from top with cylinder #1).

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2. Design structure

2.1 Cylinder

The BF4M 2012 and the BF6M 2012 with a bore

about 101 mm has a crankcase with integrated
cylinder liners (1), i.e. crankcase and liners form
one casting.

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The crankcase of the BF6M 2012 engine with a

bore about 98 mm is provided with dry, plateau-
honed slip-fit cylinder liners.

In case of damage, the cylinders of the 2012

series are repaired by replacing the slip-fit lin-
ers.

1 - Cylinder liner
2 - Crankcase
3 - Liner projection: 0.07 - 0.12 mm.

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2.2 Crankshaft assembly

2.2.1 Connecting rod

The connecting rod of forged steel is fitted at the big end bearing bore with a balance weight (1) in
order to compensate the manufacturing tolerances with regard to weight and position of the center
of gravity.

The number markings (A) on the big end eye and the bearing cap must be on one side and iden-
tical.

Locating lugs (2) are provided in the lower and upper bearing shells to prevent the bearing shells
from rotating in their seat; these lugs engage in adequately shaped grooves in the big end eye and
big end bearing cap.

The piston must be so installed that the flywheel symbol (B) on the piston top faces the flywheel.

When assembling connecting rod and piston, the centering pins (3) for locating the connecting rod
bearing cap must be fitted on the upper face of the piston on the side of the flywheel symbol (B).

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2.2.2 Piston

The pistons of the 2012 series are made of a special aluminium alloy. The piston bowl has a small
amount of eccentricity to the piston axis.

The piston must be so installed that the flywheel symbol (1) on the piston top faces the flywheel.

The pistons are equipped with 3 piston rings. The 1st ring has a ring carrier (2) of cast iron.

The cross section of the 1st piston ring is asymmetrical. The cross section of the 2nd piston ring is
conical (compression ring). When installing the piston, the TOP mark at the ring gap must point
upwards. The 3rd ring is the bevelled-edge oil control ring.

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2.2.3 Piston cooling

The piston is cooled by spraying lube oil against the inside of the piston top.

The 2-hole piston cooling nozzles made of plastic are fitted in the main bearing pedestals.

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2.2.4 Crankshaft

The forged crankshaft of the 2012 engine series is

provided with integrated balance weights. The drive
gear for the timing gears and the flywheel flange are
shrunk on.

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The material microstructure of the fillet radii on the

bearing journals is strengthened by rolling.

Remachining of the fillet radii is therefore not per-

missible.

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In case of repair, there is available one undersize of

0.25 mm ( referred to the diameter ) for the crank-
pins and main bearing journals.

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The thrust bearing face can only be remachined

once (oversize: 0.4 mm, 0.2 mm each side).

Thrust bearing clearance of the crankshaft in in-

stalled condition: 0.1 to 0.28 mm.

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2.3 Mass balancing gear (MAG)

2.3.1 Function of mass balancing gear

Inertia forces of 2nd order are developed by 4-cylinder in-line engines, i.e. a force is released twice
per engine revolution in vertical direction (Z direction). Furthermore, a breakdown torque (alter-
nating torque) occurs due to the alternating torques around the crankshaft axis.

These forces must be compensated by a mass balancing gear in the case of rigidly mounted en-
gines.

With the 2012 series, the balancing shafts are mounted on two bearings, integrated in the crank-
case and driven by the crankshaft gear and the camshaft drive via idler gears.

The two counter-rotating balancing shafts, which rotate at twice the engine speed, fully balance the
inertia forces of 2nd order in vertical direction (Z direction).

The breakdown torque occurring around the crankshaft X axis is partially balanced due to the verti-
cal offset 'e' of the two balancing shafts.

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2.3.2 Design structure of mass balancing gear

Without mass balancing gear no balancing of the inertia force of 2nd order in Z direction and the
breakdown torque around the crankshaft longitudinal axis.

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Elimination of inertia forces of 2nd order by counter-rotating balancing shafts which rotate at twice
the engine speed.

No influence on the alternating torques of 2nd order.

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Elimination of inertia forces of 2nd order by counter-rotating balancing shafts which rotate at twice
the engine speed.

Partial elimination of alternating torques of 2nd order due to vertically offset arrangement of balan-
cing shafts (e), depending on engine speed.

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2.3.3 Installation of mass balancing shafts

The shafts are mounted with the balance weights pointing downward towards the oil pan, with
the 1st cylinder in its firing TDC position.

They are precisely located by pins (special tool). These pins are screwed into the existing bores
provided in the crankcase.

After installation of the balancing shafts the pins must be screwed out again and the threaded bo-
res plugged with a screw.

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2.4 Cylinder head

2.4.1 Design structure

The cylinder heads of the 2012 engine series are made of grey cast iron and designed as block-
type heads. The combustion air enters vertically and the exhaust air is discharged laterally. Inlet and
outlet are located on one side of the cylinder head.

2.4.2 Valves

The engines are provided with one inlet and one exhaust valve per cylinder. The valve guides are
shrunk in the cylinder head. The valve seat inserts are made of high-quality steel and are also
shrunk in the cylinder head.

The valves are turned by eccentric actuation through the rocker arms. The new compressed cone
connection permits easy turning of the valve despite stress load.

Attention: The valve springs of the 2012 have a special installation direction.
The colored mark on the spring must show to the bottom.

Rocker arm lubrication is integrated in the lube oil circuit. The oil is supplied via tappets and push-
rods.

Valve seat angle: inlet: 30° exhaust: 45°

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2.4.3 Valve clearance adjustment

The valve clearance must be checked and adjusted at specified intervals (see operation manual).
To do this, the engine oil temperature must be < 80 °C.
Valve clearance: Inlet 0.3 mm Outlet 0.5 mm

Adjustment:

• Remove rocker cover.

• Turn crankshaft until both valves in cylinder 1 overlap (exhaust valve about to close, inlet valve
about to open).

• Adjust clearance of valves marked in black in figure 1012-0021. Mark respective rocker arm with
chalk to show that adjustment has been done.

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• Turn crankshaft one full revolution (360°). Now adjust clearance of valves marked black in fi-gure
1012-0022.

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2.4.4 Determining cylinder head gasket

The thickness of the cylinder head gasket is responsible for the correct piston crown clearance of
the engine. The piston crown clearance (0.65 mm) essentially influences the combustion and thus:

o Power
o Fuel consumption
o Exhaust emission

The piston crown clearance is adjusted by determining the piston projection and the thickness of
the cylinder head gasket.

Measuring piston projection

A dial gauge with a fixture is needed to measure the piston projection.

The fixture comprises:

1 - Dial gauge
2 - Bridge
3 - Two spacer plates

The piston is in its TDC above the crankcase surface.

A Set the dial gauge in the level of the crankcase surface to “zero“.
B Position the dial gauge at the measuring points (C) on the piston pin axis onto the piston and
determine the maximum projection.
C Measuring points on the piston.

Distance X: bore 98 = 80 mm, bore 101 = 90 mm

This measurement is performed on each piston. The maximum determined piston projection de-
termines the thickness of the cylinder head gasket (see table). There are 3 different gasket thick-
nesses identified by bores (4):

1 bore = 1.2 mm; 2 bores = 1.3 mm; 3 bores = 1.4 mm.

Piston projection Identification of

cylinder head gasket

0.33 - 0.55 mm 1 bore

0.56 - 0.65 mm 2 bores
0.66 - 0.76 mm 3 bores

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2.4.5 Fitting cylinder head

Prior to fitting the cylinder head onto the crankcase, the sealing surfaces for the cylinder head gas-
ket must be clean and free from oil. Pay attention to dowel sleeves.

Lightly oil the cylinder head bolts.

It is absolutely necessary to observe the bolt tightening order in the adjacent schematic (see page
2-17).

Tightening specification:

1st step: 30 Nm

2nd step: 80 Nm

3rd step: 90°

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Tightening order for 4-cylinder engine

Exhaust manifold side

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Tightening order for 6-cylinder engine

Exhaust manifold side

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2.5 Camshaft and timing gears

Camshaft

The camshaft is mounted on 5 (4 cyl.) or 7 bearings (6 cyl.). The running surfaces of bearings and
cams are induction-hardened.

Each bearing runs in a bearing bush pressed into the crankcase. There is one inlet, exhaust and
injection pump cam per cylinder. The axial stop for the camshaft is located in the timing chest co-
ver.

Timing gears

The timing gears are arranged on the engines of the 2012 series at flywheel end. The gears for the
auxiliary drive of the air compressor are clearance-optimized. The drive:

o Camshaft (injection pumps and valve gear)

o 2 mass balancing shafts (only with BF4M 2012)

o Governor

o 1st PTO (hydraulic pumps)

o 2nd PTO (air compressor)

Crankshaft flange and camshaft gear are marked for setting the engine timing.
Marking on the crankshaft flange in the tooth gap.
Marking on the camshaft gear on the tooth.

As already mentioned, the balancing shafts are located by pins (special tool) in the crankcase for
assembly.

1 - Governor drive
2 - Idler gear
3 - Camshaft gear with marking
4 - PTO, e.g. hydraulic pump
5 - PTO, e.g. air compressor
6 - Mass balancing gear (MAG), only with BF4M 2012
7 - Idler gear
8 - Crankshaft gear with markings
9 - Idler gear
10 - Mass balancing gear (MAG), only with BF4M 2012

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3. Lubrication system

3.1 Lube oil circuit

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1 - Oil pan 11 - Tappet control bore for lubrication 2

- Intake pipe of rocker arms
3 - Lube oil pump 12 - Pushrod, oil supply for rocker arm
4 - Lube oil cooler housing 13 - Rocker arm
4.1 - Press.reg. valve; 4 ±0.4 bar 14 - Return line to oil pan
4.2 - Cooler bypass valve; 2.1 ±0,35 bar 15 - Oil line to exhaust turbocharger
4.3 - Lube oil filter with bypass valve; 2.5 ±0,5 bar 16 - Exhaust turbocharger
4.4 - Oil pressure sensor 17 - Oil line to compressor or
5 - Main oil gallery to hydraulic pump
6 - Crankshaft bearing 18 - Compressor
7 - Big end bearing 19 - Hydraulic pump
8 - Camshaft bearing 20 - Return line
9 - Bore for piston cooling spray nozzle 21 - Return to oil pan
10 - Spray nozzle for piston cooling 22 - Return line from turbocharger
23 - Mass balancing shafts

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3.2 Wiring diagram, lube oil circuit

Item Description Remark

1 Lube oil pump Rotary pump;

Volume flow at n = 2500 min-1: BF4M 2012 = 65 l/min
BF6M 2012 = 90 l/min

2 Oil cooler

3 Bypass valve oil cooler Opening pressure: p = 2.1 ±0.35 bar

4 Oil filter With bypass valve (5)

5 Bypass valve oil filter Opening pressure: p = 2.5 ±0.5 bar

6 Pressure regulating Opening pressure: p = 4.0 ±0.4 bar

valve

7 Exhaust turbocharger

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3.3 Lube oil ducts

The engines of the BFM 2012 series are provided with forced-feed circulation lubrication with lube
oil cooler and lube oil filter arranged in full flow.

The lube oil is supplied by the lube oil pump through the oil cooler to the oil filter. Both compo-nents
are mounted to the lube oil cooler housing which is flanged to the crankcase. Downstream of the
filter the lube oil flows into the main oil gallery and secondary oil gallery. From here the oil is ducted
to the lubricating points.

The main oil gallery supplies: The secondary oil gallery supplies:

o Crankshaft o Exhaust turbocharger

o Camshaft o Compressor
o Valve tappets
o Roller tappets

1 From oil filter

2 Main oil gallery
3 Oil duct to crankshaft
4 Oil duct to camshaft
5 Seondary oil gallery

I Crankshaft bearing
II Camshaft bearing
III Fuel rack guide
IV Mass balancing shaft bearing (only BF4M 2012)

Lubrication of the rockers is effected via the tappets and the pushrods.

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3.4 Lube oil pump

The lube oil pump is designed as rotary pump and installed in the front cover. The inner rotor (1) is
seated on the crankshaft and is driven by same.

Its driver contour (4) has no 120° partition, i.e. the rotor can only be slid onto the crankshaft in a
specific position.

The pumps of BF4M 2012 and BF6M 2012 feature different volume flows. This is attributable to de-
viating rotor widths (see table).

2 - Delivery chamber towards crankcase

3 - Suction chamber

BF4M 2012 BF6M 2012

Rotor width (mm) 12.3 16.5

Volume flow (l/min) 65 90

at n2500 min-1

Minimum oil pressure at 120°C oil temperature, measured at oil filter bracket.

3
Oil pressure (bar)

0
0 700 900 1100 1300 1500 1700 1900 2100 2300 2500
Speed (rpm)

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3.5 Lube oil cooler housing

The oil cooler housing incorporates the oil cooler, the oil filter and the pressure relief valve of the
lube oil circuit.

Item Description Remark

1 Oil filter consisting of: filter housing, filter cover, filter element.
Tightening torque of cover = 25 Nm.

2 Bypass valve filter Opening pressure: p = 2.5 ±0.5 bar.

3 Drain valve Opens when filter cover is loosened by 1 to 2 turns.The oil in the
filter housing drains into the oil pan.

4 Bypass valve cooler Protects cooler from pressure peaks. Opening pressure: p = 2.1
±0.35 bar.

5 Pressure regulating Opening pressure: p = 4.0 ±0.4 bar.

valve

6 Non-return valve Prevents draining of the oil circuit when engine is not running.
Opening pressure max. 0.12 bar.

7 Oil cooler Aluminium shell-type cooler

8 Passage water Between oil cooler housing and oil cooler

9 Passage oil Between oil cooler housing and oil cooler

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3.6 Lube oil filter- and cooler versions

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1 – Oil cooler housing

2 – Oil filter (filter cartridge)
3 – Fuel filter (filter cartridge)
4 – Fuel filter (with filter housing)
5 – Oil filter (with filter housing)
6 – Oil cooler
7 – V-belt version
8 – Poly-V-belt version

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4. Fuel system

The engines of the 2012 series operate according to the direct injection principle.

The piston bowl has a small amount of eccentricity to the piston axis. The fuel is injected via single
injection pumps. The maximum injection pressure reaches up to 1350 bar. This results in good
exhaust emission values which meet the requirements of EURO I to III.

n 6 - hole nozzle

n Compression 19 : 1

n Max. injection pressure 1350 bar

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4.1 Design structure

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1 Fuel tank 7 Single injection pump

2 Line to fuel pump 8 Line to injector
3 Fuel pump 9 Injector
4 Line to fuel filter 10 Pressure holding valve, (5 bar)
5 Fuel filter 11 Return line to fuel filter housing
6 Line to single 12 Return line to fuel tank
injection pumps 13 Minimum distance 300 mm

The fuel is delivered by the fuel feed pump (3) from the tank (1) via the filter (5) to the supply duct of
the single injection pumps integrated in the crankcase.

From the single injection pumps the fuel is supplied through the injection lines (8) to the injectors
(9). At the end of the supply duct is fitted the pressure holding valve (10), 5 bar.

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4.2 Fuel feed pump

The fuel feed pump is designed as rotary pump which is driven via the Poly-V-belt.

The pump is provided with a two-way valve (item 1 Pop. 6 ±0.5 bar, item 2 Pop.: 0.5 bar).

The overpressure relief valve (1) is designed as plunger valve and opens at 5.5 bar. This valve si-
multaneously limits the system pressure to 9.5 bar.

The bypass valve (2) is a ball valve. When the fuel lines have run empty, the fuel system can be
primed with a hand pump. This prevents an excessive engine starting procedure. (starter pro-
tection).

o Note:
Do not reduce the line cross section and connection to fuel feed pump (see installation direc-
tions), as this may result in engine power loss.

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4.3 Injection system

The engines of the the 2012 series are provided with BOSCH single injection pumps (1). In combi-
nation with a high hydraulic stiffness due to extremely short injection lines (2), very high injection
pressures are realized with this concept. This again forms the basis for achieving low exhaust e-
mission values together with low fuel consumption figures.

4.3.1 Commencement of delivery

The setting of the commencement of delivery (COD) influences:

• fuel consumption,
• power and
• exhaust emissions of the engine.

With the 2012 engine series, the commencement of delivery is set without tolerance. It is indicated
in C/A degrees BTDC of the piston (see nameplate) and is dependent on application, power and
speed setting respectively optimization of the engine.

The single injection pump is in COD position when the plunger

(7) is just closing the fuel inlet port (8) in the plunger barrel (8).

On engines with in-line injection pumps the crankshaft assem-

bly is turned in COD position and the closing of the fuel inlet port
in the injection pump plunger is determined with a high-pressure
pump. Any occurring tolerances are compen-sated at the cou-
pling of the injection pump drive, with the in-jection pump cam-
shaft being turned to COD position relative to the stationary
crankshaft assembly.

This method for setting the commencement of delivery is not

applicable in the case of the BFM 2012 as the injection pump
cams are fitted on the engine camshaft (6).

The commencement of delivery is therefore set according to a

new method, with the conventional method being subdivided
into length measurements of individual components and arith-
metic steps.

The permissible manufacturing tolerances of the following com-

ponents are determined and eliminated with the shim (4). Bild 2013-0044

• Crankcase (3),
• Camshaft (6),
• Roller tappet (5) and
• Injection pump (1).

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4.4 Determining shim thickness in case of engine repair

To begin with, the TDC of the relevant piston is determined with a protractor disc fitted to the fly-
wheel.

The injection pump standard dimension “L“ represents the reference dimension for setting the
commencement of injection pump delivery. It is required to connect the crankshaft assembly and
the injection pump in COD position.

It is measured between the contact surface of the single injection pump seating on the crankcase
and the contact surface of the tappet foot seating on the roller tappet, with the roller tappet being on
the base circle of the injection pump cam (prestroke Vh = 0 mm).

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For determining the standard dimension (L), a special tool is used which consists of three individual
components:

o Hollow cylinder (1) with standard gauge for BFM 2012 : Le = 124 mm.

o Depth gauge (2) with clamping device for the dial gauge.

o Dial gauge (3).

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After completed basic setting the special depth gauge is inserted in the injection pump seat to be
gauged and the dial gauge readings (X,Y) are taken. When adding the standard measure (Le) to the
reading, the standard dimension (L) has been determined and will be noted down.

L = Le + X + Y (mm)

Important: During this measurement the roller tappet must be positioned on the base circle of
the camshaft!

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After the standard dimension (L) has been determined, the gauge fitted in the crankcase is set to
zero position, with the roller tappet positioned on the camshaft base circle.

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4.4.1 Table for commencement of delivery, pre-stroke, basic dimension Lo

From the following table the “Vh“ value is determined for the pre-stroke according to the com-
mencement of delivery to be set - see nameplate. It is determined depending on engine type and
installed camshaft.

Standard di-
Commencement Camshaft Pre- Pre-stroke
Engine type mension (Lo)
of delivery (FB) type stroke correction factor
injection pump
(Vh)

[°C/A BTDC] [mm] [mm/°C/A] [mm]

0,0 4,80
1,0 4,62
2,0 4,44
K
3,0 4,27
4,0 4,11
5,0 3,95
2,0 5,14
3,0 4,97
4,0 4,80
5,0 4,62
L
6,0 4,44
BFM 2012 0,14 117,5
7,0 4,26
8,0 4,11
9,0 3,95
1,0 5,52
2,0 5,36
3,0 5,20
4,0 5,05
H
5,0 4,89
6,0 4,73
7,0 4,58
8,0 4,43
Table 1

Note: Commencement of delivery and camshaft type are indicated on the nameplate.

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The crankshaft is turned in direction of engine rotation until the dial gauge precisely indicates the
"Vh" value given in the table. The crankshaft assembly is now in commencement of delivery posi-
tion for the cylinder to be set. On the fitted protractor disc (exact TDC position of the piston had to
be determined before), the actual commencement of delivery "FBactual " is now compared with
commencement of delivery "Fbnom.". Each deviation is corrected.

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The injection pump is brought into commencement of

delivery position by means of a computation method.

During the manufacturing process of the injection pump

the closing of the fuel inlet port is determined with the
high-pressure method.

In this position - commencement of delivery position of

the injection pump plunger - the distance is measured
between pump contact surface and tappet foot contact
surface.

This length is called LFb as the injection pump must be

compressed to this length in order to arrive at its com-
mencement of delivery position.

Due to manufacturing tolerances this length varies from

pump to pump.

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During the engine development phase it was found out

that the length LFb is always only some hundreds of a
millimeter longer than a certain standard dimension Lo
of the pump.

Those hundreds of a millimeter which must be added to

Lo in order to obtain LFb are called A/100.

LFb = Lo + A / 100

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These hundreds of a millimeter are measured and written on the pump body by means of an elec-
trosensitive pen.

The standard length is: Lo = 117.5 mm

The minimum value which can be found is zero. A pump will be scrapped if its LFb value drops be-
low Lo.

A / 100 ≥ 0

Now that the injection pump is in the calculated arithmetical COD position, it can now be brought
into the geometrical system of the flywheel being also in COD position.

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The injection pump is now frictionally and rigidly connected with the crankshaft assembly in com-
mencement of delivery positon by inserting a shim (Z) of calibrated thickness. The illustration
shows that there exists according to the computation :

( L - Vh ) - ( Lo + A/100 )

a distance (Ts ) between injection pump tappet foot and roller tappet. This distance must be com-
pensated by the shim (Z) to be determined by computation. Injection pump and crankshaft assem-
bly are thus rigidly connected in commencement of delivery position.

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The described commencement of delivery correction in case "FBactual" deviates from "FBnom " is
considered in the computation of L - Vh.

Corrected commencement of delivery =

Vh + (FBactual - FBnom ) x corretion factor (Vhcorr.factor) (mm)

If FBactual < FBnom, i.e. commencement of delivery is retarded, the value in brackets (FBactual -
FBnom ) becomes negative. Thus the shim (Z) must be thicker in order to advance the com-
mencement of delivery.

If FBactual > FBnom, i.e. the commencement of delivery is too much advanced, the value in brack-
ets (FBactual - FBnom ) becomes positive. The shim (Z) must be thinner in order to retard the
commencement of delivery.

Computation for determining the theoretical shim thickness (T s) :

Ts = L - [ ( FBactual - FBnom ) x Vhcorr.factor + Vhnom + Lo + A/100 ] (mm)

The correction factor Vhcorr.factor is taken from table 1 (page 4-10).

The individual steps:

o 1st step E1 = FBactual - FBnom ( °C/A )

o 2nd step E2 = E1 x Vhcorr.factor ( mm/°C/A )
o 3rd step E3 = E2 + Vhnom
o 4th step E4 = E3 + Lo
o 5th step E5 = E4 + A / 100 (mm)
o 6th step Ts = L - E5

Shims (Ss ) to be installed are available in calibrated thicknesses that vary by 1/10 mm. The theo-
retical shim thickness (Ts ), the calculated result of which is in the 1/100 range, is converted into the
shim thickness (Ss ) with the help of table 2 (page 4-16).

o 7th step The actual shim thickness (Ss ) is determined with the help of table 2
(page 4-16).

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4.4.2 Table for determining shim thickness

Theor. thickness Shim thickness Theor. thickness Shim thickness

(T S) (SS) (T S) (SS)

[mm] [mm] [mm] [mm]

0,95 - 1,049 1,0 3,05 - 3,149 3,1
1,05 - 1,149 1,1 3,15 - 3,249 3,2
1,15 - 1,249 1,2 3,25 - 3,349 3,3
1,25 - 1,349 1,3 3,35 - 3,449 3,4
1,35 - 1,449 1,4 3,45 - 3,549 3,5
1,45 - 1,549 1,5 3,55 - 3,649 3,6
1,55 - 1,649 1,6 3,65 - 3,749 3,7
1,65 - 1,749 1,7 3,75 - 3,849 3,8
1,75 - 1,849 1,8 3,85 - 3,949 3,9
1,85 - 1,949 1,9 3,95 - 4,049 4,0
1,95 - 2,049 2,0 4,05 - 4,149 4,1
2,05 - 2,149 2,1 4,15 - 4,249 4,2
2,15 - 2,249 2,2 4,25 - 4,349 4,3
2,25 - 2,349 2,3 4,35 - 4,449 4,4
2,35 - 2,449 2,4 4,45 - 4,549 4,5
2,45 - 2,549 2,5 4,55 - 4,649 4,6
2,55 - 2,649 2,6 4,65 - 4,749 4,7
2,65 - 2,749 2,7 4,75 - 4,849 4,8
2,75 - 2,849 2,8 4,85 - 4,949 4,9
2,85 - 2,949 2,9 4,95 - 5,049 5,0
2,95 - 3,049 3,0
Table 2

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4.5 Determining shim thickness for replacement of injection pumps (EP Code)

For replacement of the injection pumps without any modification on the crankshaft assembly the
setting of the commencement of delivery to be redetermined is simplified. A code for the injection
pump of each cylinder is given on the nameplate under the column EP.

With the help of the EP code the corrected installation dimension (Ek) is taken from table 3. This
installation dimension corresponds to L - Vh, with the FB tolerances having been considered al-
ready.

The new shim (TS) is determined with the following equation:

T S = EK - (Lo + A/100) (mm)

Ek = corrected injection pump dimension in mm determined with EP code from nameplate and
from table 3.

Lo = 117.5 mm (BFM 2012).

A/100 = in mm, to be taken from new injection pump.

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4.5.1 Table EP-Code

EK (mm) EP Code EK (mm) EP Code EK (mm) EP Code EK (mm) EP Code

119.250 230 119.875 255 120.500 280 121.125 305

119.275 231 119.900 256 120.525 281 121.150 306
119.300 232 119.925 257 120.550 282 121.175 307
119.325 233 119.950 258 120.575 283 121.200 308
119.350 234 119.975 259 120.600 284 121.225 309

119.375 235 120.000 260 120.625 285 121.250 310

119.400 236 120.025 261 120.650 286 121.275 311
119.425 237 120.050 262 120.675 287 121.300 312
119.450 238 120.075 263 120.700 288 121.325 313
119.475 239 120.100 264 120.725 289 121.350 314

119.500 240 120.125 265 120.750 290

119.525 241 120.150 266 120.775 291
119.550 242 120.175 267 120.800 292
119.575 243 120.200 268 120.825 293
119.600 244 120.225 269 120.850 294

119.625 245 120.250 270 120.875 295

119.650 246 120.275 271 120.900 296
119.675 247 120.300 272 120.925 297
119.700 248 120.325 273 120.950 298
119.725 249 120.350 274 120.975 299

119.750 250 120.375 275 121.000 300

119.775 251 120.400 276 121.025 301
119.800 252 120.425 277 121.050 302
119.825 253 120.450 278 121.075 303
119.850 254 120.475 279 121.100 304
Table 3

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4.6 Fuel rack travel

With removed governor, the fuel rack (4) is pressed by the compression spring (3) always into the
excess starting fuel position (1).

With non-fitted single injection pumps, the free fuel rack travel must be 17 +0.5 mm at a minimum.

With fitted single injection pumps, the fuel rack travel (Y) must be 16.8 mm at a minimum.

The recess dimension (X) between fuel rack in stop position and the contact surface of the gover-
nor on the timing chest cover must be between 0.3 - 1.3 mm.

Note: It is absolutely necessary to measure and indicate the recess dimension (X), together
with the engine serial number, when replacing the governor.

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4.7 Installation of injection pumps in the crankcase

To obtain uniform delivery of the injection pumps, all of them must be installed in a specific posi-
tion.

o With mounted governor - in case of replacement

The injection pump fuel rack is brought in stop position with a special tool inserted into the receiving
bore of the shutdown solenoid.

o With removed governor - in case of repair

The injection pump fuel rack is brought in stop position with a locking device (1) (special tool No.
100 800) which is fastened to the receiving face of the governor.

The roller tappet of every injection pump must be turned to the camshaft base circle.

Oil O-rings of the injection pumps.

Turn the injection pump linkage lever (5) to the middle of its travel and insert he single injection
pump so that the linkage lever (5) can be introduced into the notch (6) of the fuel rack.

Preload the flange screw of the single injection pump - chamfer of the flange pointing towards injec-
tion pump body - with 5 Nm. Thereafter the screws are slackened by 60°.

With a serrated wrench (4) (special tool adapter) the injection pump is turned slowly anti-
clockwise until stop.

Thereafter tighten all flange screws in steps. Always start with the screw remote of the flywheel.

o tighten with 60°

o 7 Nm
o 10 Nm
o 30 Nm

Proceed in the same manner with all other pumps. All injection pumps now rest equally against the
fuel rack notches.

Note: After installation of each single injection pump the fuel rack must be checked for free
movability.

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5. Governor

The governors of the 2013 series engines are mechanical variable-speed governors with centri-
fugal measuring element of M/s Heinzmann.

All governor settings may only be conducted by trained specialists on a specifically laid out
governor test bench.

5.1 Governor, external view

Bild 2013-0060

C - Beginning of torque control

B - Speed droop
A1 - High idling
A2 - Low idling
N - STOP lever

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5.2 Design structure and function

The entire governor consists of the basic governor, the torque control and the manifold-pressure
compensator (LDA). These individual systems form the common governor output signal, the con-
trol rod travel (Yr).

Basic governor (brown)

The engine-driven centrifugal measuring element acts via two levers (1) and (2) directly on the fuel
rack (3). The governor springs are installed in the flyweights which open with increasing speed and
move the fuel rack via levers (1) and (2) in direction of less fuel. The fuel rack movement in direction
of full load is initiated by the excess starting fuel spring (4). It keeps the fuel rack always in the
maximum position released by the governor. There exists no form-fit mechanical connection be-
tween governor and fuel rack.

The basic governor incorporates the connection of the torque control, the setting of the speed droop
(B), the speed control (A) and the stop for the excess starting fuel (L). Fitted to the speed control
are the stop screws for high and low idling (A1) and (A2).

Torque control (red)

The torque control system consists of the peak curve lever (5) and the roller lever (6). The peak
curve lever engages in the basic governor below the measuring element sleeve. Fitted to the basic
governor are the setscrews for the beginning of torque control (C) and the peak curve configu-ration
(D). The setscrews for the torque control travel (E) and the initial rise of the torque control curve (F)
are fitted to the roller lever (6). The initial rise of the torque control curve is influenced by displacing
the screw (E-F), thus changing the lever ratio.

LDA (blue)

The manifold-pressure compensator (LDA) acts on the lever (7), to which is also fitted the excess
starting fuel solenoid. The LDA activation is set on the aneroid box by changing the spring preload
(H). The NA-based fuel charge is influenced by the screw (J) and the LDA curve by the lever ratio
K/total length.

Full-load stop G

The full-load stop acts on the lever (7).

Mechanical STOP N

The manual stop lever (N) displaces the lever (8), which is firmly connected with the basic gover-
nor, in direction of zero fuel delivery.

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Excess starting fuel solenoid O

The excess starting fuel solenoid pulls screw (M) through lever (7) from lever (8). This way the LDA
stop becomes ineffective.

System connection (green)

The levers (7) and (8) ensure that the torque control and LDA systems act together with the basic
governor on the fuel rack. The integration of all adjustment possibilities outside the systems is ef-
fected via levers 1,2,7 and 8. Lever (7) transmits the fuel rack travel via screw (M) onto lever (8)
being firmly connected with the fuel rack.

Set screws Z and S

Screw (Z) fulfills two functions. Firstly, to adapt the measuring element with its tolerances to the fuel
rack travel. Secondly, to realize different break-away characteristics with different break-away
speeds and governor spring versions.

Screw (S) is called safety screw. It limits the absolute maximum speed if the break-away system
does no longer function for any reason whatsoever.

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5.3 Block diagram of the control loop

Bild 2013-0062

nactual Actual engine speed

nnom Nominal engine speed ( position of speed control lever )
pL Boost pressure
YG Fuel rack travel, basic governor
YL Fuel rack travel, LDA
YA Fuel rack travel, torque control
YR Fuel rack travel as governor output signal

The centrifugal measuring element specifies a fuel rack travel (YG) proportionally to the engine
speed. This signal is superimposed by the system-dependent signals of the LDA (YL) and of the
torque control (YA).

(YL) is dependent on the LDA version and setting as well as on the prevailing boost pressure (pL).
(YA) is dependent on the setting of the torque control system. Furthermore, (YA) is influenced by the
applied peak curve. Its effect in turn is dependent on the travel (YG) set by the centrifugal measuring
element proprotionally to the engine speed).

That travel predetermines the position of the feeler roll relative to the peak curve position.

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6. Coolant system

6.1 Coolant circuit

The cooling circuits of the DEUTZ engines BFM 2012 are closed circuits (forced circulation cool-
ing), continuous-flow cooling is not permitted.

Bild 2012-0070

1 - Thermostat housing 10 -
Expansion tank
2 - Coolant pump 12 -
Expansion line to coolant pump (2)
3 - Lube oil cooler 13 -
Coolant return from heater
4 - Cylinder cooling 14 -
Coolant supply to heater
5 - Cylinder head cooling (V-belt version, M26x1.5)
6 - Line from engine to radiator (7) 15 - Coolant supply to heater
7 - Radiator (7) (Poly-V-belt version, M18x1.5)
8 - Line from radiator to engine
9 - Bleeder line to expansion tank (10)

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6.2 Coolant

Liquid-cooled engines are to be filled with a treated coolant as otherwise serious engine damage
can occur as a result of freezing, cavitation and corrosion.

The water used must meet the following requirements:

Water quality min. max.

ph value at 20 °C 6.5 8.5

3
Chloride ion content (mg/dm ) - 100
3
Sulfate ion content (mg/dm ) - 100
Total hardness (°dGH) 3 12

The coolant is prepared by adding a cooling system conditioner to the cooling water. A cooling sys-
tem conditioner which is free from nitrite, amine and phosphate is available in 5-liter containers from
DEUTZ Service through the spare parts service. The suitability of other cooling system conditioners
should be expressly confirmed by DEUTZ Service.

The concentration of the cooling system conditioner must not fall below or exceed the following val-
ues:

Cooling system conditioner Protection against freezing down to °C

max. 45 % -35°C
40 % -28°C
min. 35 % -22°C

The concentration of the coolant is checked with commercially available testers.

Cooling system conditioners must be disposed of in accordance with anti-

pollution regulations.

TU-DLA-1-06 DEUTZ AG
6-2 Edition: 14.03.01 Service Engineering
2012 TU en-pdf.doc © Cologne Training Center, VS-TTK
 Service-Training

6.3 Thermostat housing

Bild 2012-0071

1 – Thermostat housing
2 – To the coolant pump
3 – From the cab heater
4 – Expansion line
5 – To the Radiator
6 – Bleeder line
7 – From the Radiator

DEUTZ AG TU-DLA-1-06
Service Engineering Edition: 14.03.01 6-3
© Cologne Training Center, VS-TTK 2012 TU en-pdf.doc
 Service-Training

6.4 Draining cooling system

Draining

For draining the cooling system undo screw at the LH side of the crankcase and catch coolant in a
suitable container and dispose of.

Thereafter tighten screw again.

Bild 2013-0071

TU-DLA-1-06 DEUTZ AG
6-4 Edition: 14.03.01 Service Engineering
2012 TU en-pdf.doc © Cologne Training Center, VS-TTK