Curso Capacitación en Ingles 1011F - 2011 PDF

Service Training
Engine Series
DEUTZ 1011F, 2011
DEUTZ AG
Service Engineering
 Cologne Training Center
Course-attendant trainee documentation
for service training
Product-related engine technology
engine series DEUTZ 1011F, 2011
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.
Service-Training
Table of contents
Table of contents ......................................................................................................................0-1
1. Engine plan.......................................................................................................................1-1
1.1 Model designation ................................................................................................................1-1
1.2 Engine view BFL 2011 .........................................................................................................1-2
1.3 Engine view BFM 2011 ........................................................................................................1-4
1.4 Engine view BFL 1011F.......................................................................................................1-6
1.5 Engine view BFM 1011 F .....................................................................................................1-8
1.6 Technical data......................................................................................................................1-10
1.6.1 B/FL 2011.............................................................................................................................1-10
1.6.2 B/FL 1011 F .........................................................................................................................1-12
1.6.3 B/FM 1011 F.........................................................................................................................1-13
1.7 Nameplate and engine serial number..................................................................................1-14
1.8 Cylinder numbering..............................................................................................................1-14
1.9 Description of nameplate.....................................................................................................1-16
2. Design structure..............................................................................................................2-1
2.1 Crankcase............................................................................................................................2-1
2.1.1 Cylinder ................................................................................................................................2-2
2.1.2 Cylinder repair......................................................................................................................2-2
2.2 Drive system ........................................................................................................................2-3

2.2.1 Connecting rod.....................................................................................................................2-3
2.2.2 Piston ...................................................................................................................................2-4
2.2.3 Determining the piston class (only naturally aspirated engines).........................................2-6
2.2.4 Piston cooling.......................................................................................................................2-7
2.2.5 Crankshaft............................................................................................................................2-8
2.3 Block cylinder head..............................................................................................................2-10

2.3.1 Valves, valve guidings and valve seat rings.........................................................................2-10
2.3.2 Valve clearance adjustment.................................................................................................2-12
2.3.3 Determining the cylinder head gasket .................................................................................2-14
2.3.4 Mounting the cylinder head ..................................................................................................2-16
2.4 Camshaft .............................................................................................................................2-18
2.5 Setting the control times 2011 .............................................................................................2-19

2.5.1 Mounting the toothed belt at unfixed central camshaft screws (basic setting) ...................2-20
2.5.2 Changing the toothed belt at not unfixed central camshaft screw......................................2-24
DEUTZ AG TU-DCA-1-00
Service-Technik Edition: 10.01.03 0-1
© Training Center Köln 1011F, 2011 TU en.doc
Service-Training
2.6 Setting the control times 1011F .......................................................................................... 2-25

2.6.1 Mounting the toothed belt at unfixed central camshaft screws (basic setting)................... 2-26
2.6.2 Changing the toothed belt at not unfixed central camshaft screw ..................................... 2-31
2.6.3 Toothed belt dust protection kit 1011F ................................................................................ 2-32
2.7 Checking the control times.................................................................................................. 2-33
3. Lube oil – cooling oil system ....................................................................................... 3-1

3.1 Lube oil – cooling oil circuit ................................................................................................. 3-1
3.2 Cylinder and cylinder head cooling 2011............................................................................. 3-2

3.2.1 Circuit diagram lube oil – cooling oil circuit 2011 ................................................................ 3-4
3.3 Cylinder and cylinder head cooling 1011F .......................................................................... 3-6

3.3.1 Circuit diagram lube oil – cooling oil circuit 1011F.............................................................. 3-8
3.4 Lube oil – cooling oil pump.................................................................................................. 3-10

3.5 Thermostat .......................................................................................................................... 3-11
3.6 Valve strip ............................................................................................................................ 3-12
4. Fuel system...................................................................................................................... 4-1

4.1 Design structure.................................................................................................................. 4-1
4.2 Mounting the injection pump................................................................................................ 4-2
5. Speed regulator .............................................................................................................. 5-1

5.1 Design structure.................................................................................................................. 5-2
5.2 Regulator components ........................................................................................................ 5-4
5.2.1 Adaptation............................................................................................................................ 5-6
5.2.2 Manifold-pressure compensator (LDA) ............................................................................... 5-8
TU-DCA-1-00 DEUTZ AG
0-2 Edition: 10.01.03 Service-Technik
1011F, 2011 TU en.doc © Training Center Köln
Service-Training
1. Engine plan
1.1 Model designation
B F 4 M 2011
Piston stroke in cm (approx.)
Serial index
M = Liquid-cooled (oilcooling)
L = integrated oil-/aircooling
No. of cylinders
High-speed 4-stroke engine
Exhaust turbocharger
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1.2 Engine view DEUTZ BFL 2011
Service side
Bild 2011-0001
1 - Crankcase breething 12 - Crankcase

2 - Charge air manifold 13 - Oil filling socket
3 - Cooling fan with integrated alternator 14 - Fuel feed pump
4 - V-belt 15 - Fuel filter
5 - Solenoid (shutdown solenoid) 16 - Connection for oil heating
6 - Wheel box cover 17 - Manifold-pressure compensator, LDA
7 - V-belt pulley 18 - Lube oil filter
8 - Oil pan 19 - Removable air cowling
9 - Shutdown lever 20 - Injection pumps
10 - Speed control lever 21 - Oil cooler
11 - Oil dipstick
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Starter side
Bild 2011-0002
22 - Cylinder head 27 - Return line from ETC (lube oil)

23 - Exhaust manifold 28 - Exhaust turbocharger, ETC
24 - Flywheel with ring gear 29 - Feed line to ETC (lube oil)
25 - Starter 30 - Intake socket
26 - Crankcase 31 - Charge air line
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1.3 Engine view DEUTZ BFM 2011
Service side
Bild 2011-0003
1 - Intake socket 10 - Oil dipstick

2 - Blower 11 - Fuel feed pump
3 - V-belt pulley 12 - Fuel filter
4 - V-belt 13 - Connection for oil heating
5 - Solenoid (shutdown solenoid) 14 - Lube oil filter
6 - Wheel box cover 15 - Injection pumps
7 - Shutdown lever 16 - Oil cooler connection
8 - Speed control lever 17 - Injectors
9 - Oil filling socket 18 - Fuel return line
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Starter side
Bild 2011-0004
19 - Crankcase breething 24 - Feed line to ETC (lube oil)

20 - Cylinder head 25 - Exhaust turbocharger (ETC)
21 - Exhaust manifold 26 - Alternator
22 - SAE housing 27 - Charge air elbow
23 - Starter
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1.4 Engine view DEUTZ BFL 1011F
Service side
Bild 1011-0001
1 - Oil filling socket 12 - Crankcase

2 - Charge air manifold 13 - Oil filling socket
3 - Cooling fan with integrated alternator 14 - Fuel feed pump
4 - V-belt 15 - Fuel filter
5 - Solenoid (shutdown solenoid) 16 - Connection for oil heating
6 - Wheel box cover 17 - Manifold-pressure compensator, LDA
7 - V-belt pulley 18 - Lube oil filter
8 - Oil pan 19 - Removable air cowling
10 - Speed control lever 21 - Oil cooler
11 - Oil dipstick
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Starter side
Bild 1011-0002
22 - Cylinder head 27 - Feed line to ETC (lube oil)

23 - Exhaust manifold 28 - Return line from ETC (lube oil)
24 - Flywheel with ring gear 29 - Intake socket
25 - Starter 30 - Exhaust turbocharger, ETC
26 - Cylinder crankcase 31 - Charge air elbow
32 - Charge air line
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1.5 Engine view DEUTZ BFM 1011F
Service side
Bild 1011-0003
1 - Oil filling socket 11 - Oil dipstick

2 - Charge air line 12 - Crankcase with integrated cylinder liners
3 - Alternator 13 - Oil filling socket
4 - V-belt 14 - Fuel feed pump
5 - Solenoid (shutdown solenoid) 15 - Fuel filter
6 - Wheel box cover 16 - Connection for oil heating
7 - V-belt pulley 17 - Manifold-pressure compensator, LAD
8 - Oil pan 18 - Lube oil filter
10 - Speed control lever 20 - Oil cooler connection
21 - Injectors
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Starter side
Bild 1011-0004
22 - Cylinder head 28 - Return line from ETC (lube oil)

23 - Exhaust manifold 29 - Intake socket
24 - Flywheel with ring gear 30 - Exhaust turbocharger (ETC)
25 - Starter 31 - Charge air elbow
26 - Cylinder crankcase 32 - Charge air line
27 - Feed line to ETC (lube oil)
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1.6 Technical data
1.6.1 B/FL 2011
F2L/M 2011 B/F3L/M 2011 B/F4L/M 2011
Number of cylinders 2 3 4
Cylinder arrangement in line
Bore [mm] 94
Stroke [mm] 112
Total displacement [ltrs.] 1,55 2,33 3,11
Working cycle / combustion system Four-stroke diesel with direct injection
Firing order 1-2 1-2-3 1-3-4-2
Direction of rotation When facing flywheel: counter-clockwise
Rated speed [rpm] See nameplate
Power [kW] See nameplate
Valve clearance: Inlet / exhaust [mm] 0,3 / 0,5
Commencement of delivery See nameplate
Injector opening pressure [bar] 210+8
Min. oil pressure [bar], at low idling and with

1,4
warmed-up engine (110°C oil temperature)
Type of cooling M = liquid-cooled (oil cooling)

L = Oil-/air cooling with engine-integrated
oil cooler and cooling fan
Thermostat opens at: [°C] 93

fully opened at: [°C] 110
Lubrication Forced circulation lubrication
Max. oil temperature in the oil pan [°C] 130
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NOTES
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1.6.2 B/FL 1011F
F2L 1011F F3L 1011F / BF4L1011F /

BF3L 1011FL F4L1011FL
Bore [mm] 91
Stroke [mm] 105 105 / 112 105 / 112
Total displacement [ltrs.] 1,37 2,05 / 2,18 2,73 / 2,91
Firing order 1-2 1-2-3 1-3-4-2
Commencement of delivery See nameplate
Injector opening pressure [bar] 210+8 / 250+8

1,4
Type of cooling L = Oil-/air cooling with engine-integrated

oil cooler and cooling fan

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1.6.3 B/FM 1011F
F2M 1011 B/F3M 1011F B/F4M1011F
Bore [mm] 91
Stroke [mm] 105 112
Total displacement [ltrs.] 1,37 2,18 2,91
Firing order 1-2 1-2-3 1-3-4-2
Delivery commencement See nameplate
Injector opening pressure [bar] 210+8 / 250+8

1,4
Type of cooling M = liquid-cooled (oil cooling)

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1.7 Nameplate and engine number
The nameplate is mounted to the valve cover of the engine. The engine number (4) is punched in
on the nameplate and laterally on the crankcase.
The engine type (A) and the engine number (B) must be indicated when ordering spare parts.
Bild 2011-0005 Bild 2011-0006 Bild 2013-0004
1.8 Cylinder numbering
• The cylinders are numbered beginning at the flywheel.
• Facing the flywheel, the sense of rotation of the engne is counter-clockwise.
• Firing order: 2 cylinders 1011F, 2011: 1-2

3 cylinders 1011F, 2011: 1-2-3
4 cylinders 1011F, 2011: 1-3-4-2
Bild 2011-0007
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NOTES
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1.9 Description of the nameplate

For internal combustion engines, the power is always indicated with reference to a standard in
which the marginal conditions are determined under which the engine supplies the power indicated
on the nameplate.
The power and, in particular, cooling of the engine are essentially influenced by the condition of the
ambient air described in the reference standard conditions, that means the combustion air and the
cooling air.
Bild 2013-0008
Item Description Remark
1 Engine type e.g.: BF4M 2011

For engines certified according to the Commission's directives
2 Code
88/195/EWG.
3 Engine number Serial number of engine
"Total power" (T -power), fan not running.
1)
4 kW (G) T-power as per ISO standard (however without deduction of the power
consumption of the blower/fan required for engine cooling.)
"Continuous power" (C-power), fan completely running; C-power as per
5 kW (S) 1) ISO standard (net performance after deduction of the power consump-
tion of the blower/fan required for engine cooling)
6 1/min Rated speed of the engine.
7 Commencement of delivery COD in ° C/A.
8 kW (W) Effective power deduction (fan/blower) as part of the sold performance.
9+10 At free disposal.
Indication of the standard To all performance standards, the following reference standard condi-
and/or acceptance regulation tions apply: Ambient air pressure, total: 100 kPa
11
taken as a basis for determin- dry: 99 kPa
ing the performance Ambient air temperature: 298 K ( 25 °C )
Reduced "total power" for the ambient conditions prevailing at the
12 kW (G) red. 2)
place of installation / on site see Items 14 + 15.
Reduced "continuous power" for the ambient conditions prevailing at
13 kW (S) red. 2)
the place of installation / on site see Items 14 + 15.
Ambient air temperature in °C
14 2) Ambient conditions at the place of installation / on site.
15 Altitude above sea level in m 2) Ambient conditions at the place of installation / on site.
16 Not for series 2011
17 K Piston class
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1)
The letter S or G according to works standard H 0172 defines the value of the net brake power in
kW on the nameplate.
2)
Increasing air temperature and lower air pressure entail a reduced air density and, thus, a reduc-
tion of the oxygen content sucked in during the gas change cycle as well as a deterioration of the
cooling. The result is a power loss and higher component temperatures.
If, for a longer time, an engine is operated at clearly less favourable ambient conditions, prema-
ture wear must be expected due to thermal overload.
Therefore, upon extended operation or stationary operation under such ambient conditions, the
power must be reduced as indicated in the respective tables by downfuelling.
When reducing the power, it must be distinguished between the applications (stationary or
quasi-stationary or transient engine operation) and between naturally aspirated and super-
charged engines.
For calculating the power reduction , a) the rated power indicated on the nameplate and b) the
ambient conditions prevailing at the place of installation must be taken as a basis .
1. Altitude in metres above sea level

2. Air temperature in ° Celsius *)
*) The air temperature is defined as "normal maximal day temperature"; this is the average value of the highest
day temperature of the last years in the hottest month.
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NOTES
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2. Design structure
2.1 Crankcase
Together with the integrated cylinder liners, the crankcase of so-called "open-deck" design forms
one unit and is therefore designated crankcase with integrated cylinder liners.
The construction of the crankcase with integrated cylinder liners was optimised with the aid of most
modern technical methods and computerised simulation- and analytical systems.
As regards its noise emissions in the acoustically effective frequency range of about 500 to 2500
cps, the housing was optimally executed thanks to a modal analysis for determining the vibration-
and resonance behaviour.
To that end, the housing covered with a specified measuring grate is vibrated at the measuring
grate points with a defined force (e.g. hammer pulses). The determined resonance is the measure
for the acoustical behaviour.
Via computer, the individual vibration results are combined to an overall vibration pattern and can be
made visible as represented in the following picture.
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2.1.1 Cylinder
Towards the top, the cylinders integrated in the crankcase are open on either side, which is the so-
called "Open Deck" version.
In this way, the coolant is directed underneath the cylinder head improving the cooling in the area of
the cylinder liner collar and in the cylinder head.
Bild 2011-0011
2.1.2 Cylinder repair
2011: Honing open the crankcase. The overmeasure is 0.5 mm.
The 1011F has two repair conceptions:
• Honing open the crankcase with integrated cylinder liners. For every piston class, always a pis-
ton with overmeasure is available. The overmeasure is 0.5 mm.
• Boring open the crankcase with integrated cylinder liners and inserting Slip-Fit liners.
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2.2 Crankshaft assembly
2.2.1 Connecting rod
The bearing cover of the forged connecting rod is horizontally split (90°).
At the lower and upper bearing half, the connecting rod bearing has a retaining nose (1) fitting a
groove in the bearing cover or the connecting rod. The nut of the connecting rod screw is mounted
with a bihexagonal wrench. Upon dismounting, it must always be renewed.
Installation reference:
The marking numbers (B) on connecting rod and connecting rod cover must be identical. They
must be on one side and be installed showing to the injection pump side.
After the installation, check the connecting rods as to whether they can be displaced on the crank-
pin.
Bild 2011-0012 Bild 2011-0013
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2.2.2 Piston
The pistons of series 1011F and 2011 are made of a light metal alloy. The piston bowl (2) is ar-
ranged eccentric.
The following pistons are available which are different as regards their type and size.
- Aspirated engines 2011 have pistons of classes A and B.

- Aspirated engines 1011F have pistons of classes A, B and C.
(Determination of the piston classes as per chapter 2.2.3)
- Turbocharged engines 1011F and 2011 have pistons of class A with a cooling channel and
for the 1st piston ring a ring carrier (6) of cast iron.
Bild 1011-0014
1 – Piston base
2 – Piston bowl
3 – Piston bolt
4 – Piston skirt
5 – Piston rings
6 – Ring carrier for 1st piston ring (trapezoidal ring, only BF-engines)
7 – Piston groove for 1st piston ring (rectangular ring, only
aspirated engines)
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For turbocharged engines, the cross section of the 1st piston ring is asymmetrical (trapezoidal
ring). The aspirated engines have a rectangular ring.
The cross section of the 2nd piston ring is conical (compression ring). The 3rd ring is the bevelled-
edge oil control ring with hose spring (oil scraper ring).
The first and the second piston ring are installed with the marking "TOP" showing upwards.
When installing the piston, the ring joints must be arranged offset to each other.
Bild 1011-0015
To recognise the installation direction, the symbol flywheel/crankshaft (A) is punched into the piston
base. Upon the installation, it must show towards the flywheel. In this way, the piston bowl is offset
towards the injection pump side.
For all pistons, there is an overmeasure stage fitting the cylinder liners bored open.
Bild 2011-0016
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2.2.3 Determining the piston class (only for aspirated engines)
For aspirated engines 1011F, three piston classes of different construction heights are available.
The piston classes are designated A, B and C.
For aspirated engines 2011, two piston classes A and B are available.
The selection criterion for the piston class is the distance (X) from the surface of the crankcase up
to the upper point of the crankpin, when the latter is exactly in the top dead centre.
Measure (X) is determined with a depth gauge.
With the following table, the respective piston class can be determined via measure (X).
Piston class Measure “X“ [mm]
FL 1011F FM 1011F FL/M 2011
A 199,890 – 199,99 196,390 – 196,49 196,390 – 196,49
B 199,991 – 200,09 196,491 – 196,59 196,491 – 196,69
C 200,091 – 200,19 196,591 – 196,69 –
2011-0023
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2.2.4 Piston cooling
To thermally relieve piston base and piston rings, all engines of series 1011F and 2011 are
equipped with two oppositely arranged piston cooling nozzles. They are located in the crankcase
and must not be adjusted.
Their oil jet is directed underneath the piston base and cools the piston (FL/M- and BFL engines).
The pistons of the aspirated engines have a cooling channel. Here, the oil jet of the piston cooling
nozzle enters the cooling channel.
Bild 2011-0017
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2.2.5 Crankshaft
The crankshafts are cast of spheroidal graphite iron. The contact surface of the shaft sealing ring is
hardened.
To increase the stability, every crankshaft has one main bearing more than the respective engine
has cylinders.
To increase the bending strength, the crank-

shaft has cold-rolled fillets.
Bild 2011-0018
Crankpin and main bearing journal can be re-

worked twice, i.e. per stage 0.25 mm. Working
into the rolled fillets is not admissible, since
this will lead to a tension reduction and to a
rupture of the crankshaft.
Bild 2011-0019
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NOTES
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2.3 Block cylinder head
The engines have a single-part cylinder head of grey cast iron with integrated valve guides (5) and
shrunk-in valve seat rings.
In the cylinder head, the valves are arranged suspended. They are operated via camshaft, tappet,
rods and rockers.
The cylinder head comprises cooling oil- / lube oil channels (see chapter 3.2).
The cylinder heads of the naturally aspirated engines and turbo engines are different (crankcase
breething).
2.3.1 Valves, valve guides and valve seat rings
Per cylinder, the engines comprise one inlet- and one exhaust valve, each.
To avoid an excessive oil consumption, the valves are provided with valve shaft seals (4).
The shaft seals must be immersed in oil prior to being installed. When sliding on the shaft seals, an
assembly sleeve must be used for protecting the sealing lip against the sharp clamping cone
grooves.
For the valve spring (6), no installation direction is specified.
The valve guides (5) are integrated in the cylinder head. In case of a repair, they are drilled. The
repair valve guides are pressed in.
Due to the thermal and mechanical loads acting here, the valve seat rings are made of different
material than the cylinder head.
The new valve seat rings are installed supercooled with nitrogen. Re-working as directed is neces-
sary.
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Bild 2011-0020
1 – Valve 4 – Shaft seal

2 – Clamping cone 5 – Valve guide
3 – Valve disc 6 – Valve spring
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2.3.2 Setting the valve clearance
A wrong valve clearance can entail damage to the engine due to thermal and mechanical overload.
Therefore, it must be checked at specified intervals and newly set, if required.
The valve clearance must be checked and set at an oil temperature <80°C.
Inlet valve = 0.3 mm Exhaust valve = 0.5 mm
Between rocker arm tappet and valves, a suitable feeler gauge with low resistance must permit to
be slid in. If the gap for the feeler gauge is too large or narrow, the clearance must be reset.
For resetting, loosen the counter nut (1) with a wrench. Regulate the setting screw (2) with a hexa-
gon socket screw key such that the feeler gauge can be moved at low resistance with tightened
counter nut.
The checking and setting works must always be made at all of the valves!
Bild 2011-0021
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Setting the valve clearance as per scheme
Irrespective of the number of cylinders of the engine, the valve clearance is set in two crankshaft
adjustments:
Crankshaft position 1:
Turn crankshaft in the direction of the engine, until both valves are overlapping at cylinder 1 (i.e. the
exhaust valve is not yet closed and the inlet valve starts opening). Under crankshaft position 1, the
valve scheme indicates the valves to be set.
Crankshaft position 2:
Further turn crankshaft by one rotation (360°). Now, the residual valves can be set.
To simplify the procedure, for crankshaft position 1, the set valves can be marked with chalk.
Bild 2011-0022
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2.3.3 Determining the cylinder head seal
The thickness of the cylinder head seal (3) is responsible for the correct piston crown clearance
measure (1) of the engine. This measure is decisively influencing the combustion and, hence;
o Performance
o Fuel consumption
o Exhaust gas emission
After the determination of the piston

class (2) (see chapt. 2.2.3, only naturally
aspirated engines) and of the piston pro-
jection via the thickness of the cylinder
head seal (3), the piston crown clear-
ance (1) is set.
Bild 2011-0024
Measuring the piston projection
For measuring the piston projection, a dial gauge with a device is required. The device comprises
the following:
1 – Dial gauge
2 – Bridge
3 – two spacer plates
In the top dead centre, the piston is located above the crankcase surface.
A Set the dial gauge on the level of the crankcase surface to "Zero".
B Place the dial gauge onto the piston, i.e. on the piston bolt axle at the measuring points (C) and
determine the largest projection.
C Measuring points on the piston.
The measurement is made at each of the pistons. The largest determined piston projection deter-
mines the thickness (t) of the cylinder head seal (see table). There are three different thicknesses
which are identified by notches:
Piston projection Identification of the cylinder head

gasket
0,53 - 0,69 mm 1 notche

>0,69 - 0,76 mm 2 notches
>0,76 - 0,83 mm 3 notches
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Bild 2011-0025
Bild 2011-0026
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2.3.4 Assembly of the cylinder head
• Clean the threads in the cylinder crankcase.
• On the cylinder head side and crankcase side, the sealing surfaces must be checked for dam-
age.
• Clean sealing surfaces (remove residues of cylinder head seal without damaging the surfaces).
Place new cylinder head seal.
• Carefully place block-type cylinder head (observe adapter sleeve).
• Check cylinder head screw for clean condition and oil it.
• Screw in cylinder head screws and tighten them as directed.
The specified tightening sequence according to the following illustrations must absolutely be ob-
served.
Tightening instruction:
1st Stage: 30 Nm
2nd Stage: 80 Nm
3rd Stage: 160 Nm
4th Stage: 90°
Tightening sequence for 2-cylinder
Elbow side
Bild 2011-0027
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Elbow side
Bild 2011-0028
Elbow side
Bild 2011-0029
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2.4 Camshaft
The bearings and cams of the camshaft are inductive-hardened. The number of bearings is calcu-
lated as follows: number of cylinders + 1.
Every cylinder has an inlet- (3), an exhaust- (1) and an injection pump cam (2).
The first bearing of the camshaft comprises a bore for the fixing pin (7) for fixing the camshaft upon
setting the engine control times when mounting the toothed belt.
The camshafts of naturally aspirated and turbocharged engines are different as regards the shape
of inlet- and exhaust cams.
Bild 2011-0030
1 – Exhaust cams 5 – Camshaft toothed wheel

2 – Injection pump cams 6 – Contact disc
3 – Inlet cams 7 – Bore for fixing pin
4 – Camshaft bearing 8 – Disc
9 – Central camshaft screw
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2.5 Setting the control times 2011
The camshaft (5) arranged in the crankcase is driven by the crankshaft via a toothed belt (1) which,
at the same time, also drives the lube oil pump (4). The required tension is generated with the aid of
the spring-loaded pulley (3).
1 – Toothed belt
2 – Crankshaft toothed wheel
3 – Pulley
4 – Oil pump
5 – Camshaft toothed wheel
Bild 2011-0031
The maintenance interval of the toothed belt with pulley depends on the site conditions (also see
operating instructions).
Light operation every 6000 op. hours or at least every 5 years

Heavy operation every 5000 op. hours or at least every 5 years
Extreme operation every 3000 op. hours or at least every 5 years
If defects are found at a toothed belt such as

• broken out teeth or teeth torn at the tooth base,
• strong embeddings of dirt, rust or foreign bodies in the tooth profiles,
• cracks in the toothed belt back,
the belt must be renewed in any case together with the pulley.
Attention:
• A tooth belt already used and still found in good condition is not permitted to be re-tensioned.
• If, within the scope of a repair, demounting of the toothed belt and of the pulley should become
necessary, they must be renewed irrespective of their service life.
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2.5.1 Mounting the toothed belt with loosened central camshaft screw
(Basic toothed belt setting)
To safeguard the basic setting of crankshaft and camshaft during the installation of the toothed belt,
both shafts are fixed with fixing pins.
Crankshaft fixing
After having turned the locking screw off the crankcase, the fixing pin for the camshaft is screwed
in, until it is in tight contact. Attention: When turning the crankshaft, make sure that the fixing pin is
not damaged.
Turn the crankshaft in the sense of rotation of the engine against the stop of the crankshaft jaw.
Bild 2011-0032
Bild 2011-0033
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Camshaft fixing
through the crankcase, until it is in tight contact.
Reference:
The bore in the camshaft must exactly match the bore in the crankcase.
Both fixing pins for fixing the crankshaft and the camshaft are identical.
Bild 2011-0034
Service-Training
Mounting the toothed wheel of the camshaft
Mount camshaft toothed wheel (5), disc (8) and

central camshaft screw (9).
The friction layer at the camshaft toothed wheel

(5) must be free from oil.
Tighten central camshaft screw (9) by hand.

The camshaft toothed wheel (5) must still per-
mit to be turned to ensure balancing the length
of the toothed belt.
Bild 2011-0030
Tensioning the toothed belt
• Turn crankshaft (2) to the stop and keep it in position (see page 2-22)
• Install new toothed belt, mount pulley (3) and turn it counter-clockwise, until the toothed belt is
slightly pre-tensioned.
• Align toothed belt such that a uniform distance to the front cover of 8-9 mm is existing.
• Match the markings (5) of the spring-loaded pulley (3) using an Allan key.
• Tighten pulley (3) with 21 ±2 Nm.
Bild 2011-0035
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Tightening the camshaft
• Preliminarily tighten central camshaft screw to 30 Nm, counter-keeping with a special wrench at
the disc.
• Then, unscrew the two fixing pins for cams and crankshaft and re-tighten central camshaft
screw with 210°.
Bild 2011-0036
Checking the toothed belt tension
To check the toothed belt tension, turn crankshaft four times in the sense of rotation of the engine.
Check matching of the pulley markings, correct, if necessary. A further check is not necessary.
Reference:
In the repair case, when an engine is mounted, the toothed belt and the pulley must be renewed,
irrespective of their service life.
Finally, the control times must be checked (see page 2-33).
Service-Training
2.5.2 Changing the toothed belt at not unfixed central camshaft screw
(toothed belt change)
• Unscrew locking screws for cam- and crankshaft fixing pin from the crankcase and screw in
fixing pins for cam- and crankshaft, until they are in tight contact.
• Dismount pulley (3), withdraw toothed belt.
• Keep crankshaft (2) at the stop. Place new toothed belt, mount pulley (3) and turn counter-
clockwise, until the toothed belt is slightly pre-tensioned.
• Align the toothed belt such that a uniform distance to the front cover of 8-9 mm is existing.
• Match the markings (5) of the spring-loaded pulley (3) using an Allan key.
• Tighten pulley (3) with 21 ±2 Nm.
• Unscrew fixing pin for cam- and crankshaft.
Bild 2011-0035
Then, for checking the toothed belt tension, turn crankshaft (2) four times in the sense of rotation of
the engine. Check matching of the pulley markings (5), correct, if necessary.
Service-Training
2.6 Setting the control times 1011F
The camshaft (5) arranged in the crankcase is driven by the crankshaft via a toothed belt (1) which,
at the same time, also drives the lube oil pump (4). The required tension is generated with the aid of
the pulley (3).
1 – Toothed belt
2 – Crankshaft toothed wheel
3 – Pulley
4 – Oil pump
5 – Camshaft toothed wheel
Bild 1011-0031
The maintenance interval of the toothed belt with pulley depends on the site conditions (also see
operating instructions).
With breething every 4,000 op. hours or at least every 5 years

Without breethingx every 3,000 op. hours or at least every 5 years
x
Also applies to engines with dust protection kit.
If defects are found at a toothed belt such as

• broken out teeth or teeth torn at the tooth base,
• strong embeddings of dirt, rust or foreign bodies in the tooth profiles,
• cracks in the toothed belt back,
the belt must be renewed in any case together with the pulley.
Attention:
• A tooth belt already used and still found in good condition is not permitted to be re-tensioned.
• If, within the scope of a repair, demounting of the toothed belt and of the pulley should become
necessary, they must be renewed irrespective of their service life.
Service-Training
2.6.1 Mounting the toothed belt with loosened central camshaft screw
(Basic toothed belt setting)
To safeguard the basic setting of crankshaft and camshaft during the installation of the toothed belt,
both shafts are fixed with fixing pins.
Crankshaft fixing
in, until it is in tight contact. Attention: When turning the crankshaft, make sure that the fixing pin is
not damaged.
Turn the crankshaft in the sense of rotation of the engine against the stop of the crankshaft jaw.
Bild 2011-0032
Bild 2011-0033
Service-Training
Camshaft fixing
through the crankcase, until it is in tight contact.
Reference:
The bore in the camshaft must exactly match the bore in the crankcase.
Both fixing pins for fixing the crankshaft and the camshaft are identical.
Bild 2011-0034
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Instrument for measuring the toothed belt tension
A measuring instrument is required for setting and checking the toothed belt tension after the instal-
lation of a new toothed belt.
It is used as follows:
Press both handle surfaces together and keep them tight. Now, with the thumb of the other hand,
press the fixing button and keep it pressed. Release the handle surfaces.
The instrument is now tensioned and fixed and ready for being placed at the toothed belt.
Slide the measuring instrument onto the toothed belt. Ensure that the rollers are in contact with the
smooth side and that the pressure finger is engaged between two teeth.
Irrespective of the width of the toothed belt, always slide the measuring instrument up to the belt
flank. Then, shortly pressing the handle surfaces, loosen the fixing and release without delay.
Prior to reading the scale values, check, whether the instrument is freely suspended at the toothed
belt without contact to any component. To reduce the measuring inaccuracy, repeat the measuring
procedure by pressing and soon releasing.
Bild 1011-0038
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Mounting the toothed wheel of the camshaft
Mount camshaft toothed wheel (5), disc (8) and

central camshaft screw (9).
The friction layer at the camshaft toothed wheel

(5) must be free from oil.
Tighten central camshaft screw (9) by hand.

The camshaft toothed wheel (5) must still per-
mit to be turned to ensure balancing the length
of the toothed belt.
Bild 2011-0030
Tensioning the toothed belt
• Turn crankshaft (2) to the stop and keep it in position (see page 2-22)
• Install new toothed belt, mount pulley (3) and turn it counter-clockwise, until the toothed belt is
slightly pre-tensioned.
• Align toothed belt such that a uniform distance to the front cover of 8-9 mm is existing.
• Place measuring instrument for toothed belt tension, pre-tension toothed belt. Turn pulley (3)
counter-clockwise, until a scale reading of 3 – 3.5 is achieved.
• Tighten pulley (3) with 45 Nm.
Bild 1011-0035
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Tightening the camshaft
• Preliminarily tighten central camshaft

screw to 30 Nm, counter-keeping with
a special wrench at the disc.
• Then, unscrew the two fixing pins for

cams and crankshaft and re-tighten
central camshaft screw with 210°.
Bild 2011-0036
Checking the toothed belt tension
To check the toothed belt tension, turn

the crankshaft (2) four times in the sense
of rotation of the engine. Mount measur-
ing instrument for toothed belt tension (5)
and measure belt tension; rated value 6.5
– 9.5.
If this value is not achieved, the toothed

belt must be tensioned to a value of 5 – 6
using the pulley (3).
Then, turn crankshaft four times in the

sense of rotation of the engine. Mount
measuring instrument for toothed belt
tension (5) and measure belt tension. Bild 1011-0036
Rated value: 6.5 – 9.5
Reference:
In the repair case, when an engine is mounted, the toothed belt and the pulley must be renewed,
irrespective of their service life.
Service-Training
2.6.2 Changing the toothed belt at not unfixed central camshaft screw
(toothed belt change)
• Unscrew locking screws for cam- and crankshaft fixing pin from the crankcase and screw in
fixing pins for cam- and crankshaft, until they are in tight contact.
• Dismount pulley (3), withdraw toothed belt.
• Keep crankshaft (2) at the stop. Place new toothed belt, mount pulley (3) and turn counter-
clockwise, until the toothed belt is slightly pre-tensioned.
• Align the toothed belt such that a uniform distance to the front cover of 8-9 mm is existing.
• Place measuring instrument for toothed belt tension (5), tension toothed belt. Turn pulley
counter-clockwise, until a scale reading of 5.5 – 6 is achieved.
• Tighten pulley (3) with 45 Nm.
• Unscrew fixing pin for cam- and crankshaft.
Bild 1011-0036
To check the toothed belt tension, turn the crankshaft (2) four times in the sense of rotation of the
engine. Mount measuring instrument for toothed belt tension (5) and measure belt tension; rated
value: 6.5 – 9.5.
If this value is not achieved, the toothed belt tension must be corrected with the aid of the pulley (3).
Service-Training
2.6.3 Toothed belt dust protection kit for engine series DEUTZ 1011F
In the course of further development, especially for applications in dusty environments, a toothed belt dust protection kit
was developed, with which the engines of series DEUTZ 1011 and 1011F can be converted without major expendi-
ture.
The dust protection kit can be obtained from the rep-

resentations of the DEUTZ Service-organi-sation.
For inquiries and orders, please always indicate the

respective engine number.
The toothed belt dust protection kit (ordering-no. 0427 2071) c om pris es the following c om ponents :
1 Retaining plate ................................................ PN 0427 2048
1 Protective hood with dust protection seal....... PN 0427 2062
1 Protective hood with dust protection seal....... PN 0427 2066
1 Fastening angle .............................................. PN 0427 2254
2 Bolts ............................................................ PN 0111 1090
2 Screws............................................................ PN 0111 2341
2 Screws............................................................ PN 0112 6975
2 Spacer bushes ............................................... PN 0427 2068
1 Lube oil pump protection plate........................ PN 0427 1452
1 Centrifugal disc............................................... PN 0427 2039
In addition, for engines with toothed belt breething (see Fig. 4), the following is required:
1 Cover plate...................................................... PN 0427 2407
For the maintenance of engines which are fitted or re-fitted with this dust protection kit, the mainte-
nance intervals "Toothed belts without breething" mentioned in the operating instructions under Item
5.1 will apply.:
i.e..: The toothed belt with pulley must then be renewed every 3000 operat-
ing hours or, in case of less operating hours, every 5 years at the lat-
est.
Service-Training
2.7 Checking the control times
• Screw in fixing pin for camshaft, until it is in tight contact.
• Using a torque wrench, tighten central screw of the crankshaft with 40 Nm in the sense of rota-
tion of the engine; slowly release torque wrench.
• Screw in fixing pin for crankshaft, until it slightly touches the crankshaft. Mark fixing pin for
crankshaft in this position.
• The control times are correctly set, when the fixing pin of the crankshaft still permits to be turned
into the crankcase by 0.75 to 2.25 rotations, until it is in tight contact.
• If the specified screwing in depth of the fixing pin is not achieved, the toothed belt must be newly
set as described in chapter 2.5.1.
• If the screwing-in depth is within the specified tolerance, remove fixing pins for cam- and crank-
shaft. Close bores with screws and new copper seals.
Bild 2011-0037
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NOTES
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3. Lube oil – cooling oil system
3.1 Lube oil – cooling oil circuit
Bild 2011-0040
1 - Oil pan 11 - Return from external engine oil cooler

2 - Oil intake pipe with screen 12 - Thermostat
3 - Oil pump with pressure limiting valve;
pÖff = 6 bar 13 - Oil duct to oil filter
4 - Main oil duct 14 - Oil filter
5 - Oil-cooled cylinder 15 - Lube oil duct
6 - Cylinder head cooling groove 16 - Piston cooling nozzle
7 - Oil duct for rocker lubrication 17 - Oil return to oil pan
8 - Rocker 18 - Lube oil supply to turbocharger
9 - Oil outlet to thermostat 19 - Exhaust turbocharger
10 - Supply to external engine oil cooler 20 - Return from turbocharger to oil pan
The lube oil pump (3) with safety valve supplies the oil from the oil pan (1) to the cylinder liners (5).
Service-Training
3.2 Cylinders and cylinder head cooling 2011
The cooling oil flows through the cylinder area in longitudinal engine direction. A sufficient flow
through the spaces between the cylinders is ensured by changing flow cross sections in the crank-
case from cylinder to cylinder (see Fig. 2011-0041).
The cylinder head base is flown through by the cooling oil also in longitudinal direction (1) of the en-
gine, however in opposite direction.
The partition between crankcase- and cylinder head cooling space is realised by the cylinder head
seal. Through bores in the cylinder head seal (2), the oil enters the cylinder head from the crank-
case.
The oil, which is individually dosed for every cylinder unit, flows through an inclined bore (3) leading
upward. Via these cross bores, the ridges between the inlet and exhaust valves are additionally
cooled. In the further course, this duct is simultaneously used for lubricating the rocker arm shaft.
In addition, on the blower side, the cylinder head comprises two bores (4) (V - bore) which, behind
the cylinder last flown through, connect the annular duct in the cylinder head base with the return
gallery (5).
In this way, the overall flow resistance is reduced. The oil flow is increased and cooling of the cy-
linder head improved by a more homogeneous flow.
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Bild 2011-0041
Bild 2011-0042
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3.2.1 Wiring diagram, lube oil – cooling oil circuit 2011
1 Pressure relief valve Opening pressure: p = 6 bar.
2 Lube oil pump Rotary pump; driven by a toothed control belt.
3 Lubrication Lubricating points at engine and piston cooling.
4 Cylinder cooling From the pump, the oil is directly flowing to the cylinders.
5 Cylinder head cooling Behind the cylinder cooling, part of the oil enters the cylinder
head through bores in the cylinder head seal (flywheel side).
6 Return gallery Via this component, a large portion of the oil flows from the
cylinder head to the thermostat (9)
7 Rocker arm lubrication Oil is branched off the return gallery to lubricate the rocker
arms.
8 Engine radiator
9 Thermostat Starts opening at: 93°C

Fully opened at: 110°C
10 Oil filter
11 Pressure regulating valve Standard: p = 3 bar; for option heating: p = 1 bar
12 Connection To heat exchanger of cab heating (option)
13 Pressure regulating valve Only for option heating: p = 1.7 bar
14 Connection From heat exchanger of the cab heating (option)
15 Return blocking valve Only for option heating: p = 0.3 bar
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Bild 2011-0045
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3.3 Cylinders and cylinder head cooling 1011F
The cooling oil flows through the cylinder area in longitudinal engine direction. A sufficient flow
through the spaces between the cylinders is ensured by changing flow cross sections in the crank-
case from cylinder to cylinder (see Fig. 2011-0041).
The cylinder head base is flown through by the cooling oil also in longitudinal direction (1) of the en-
gine, however in opposite direction.
The partition between crankcase- and cylinder head cooling space is realised by the cylinder head
seal. Through bores in the cylinder head seal (2), the oil enters the cylinder head from the crank-
case.
The oil, which is individually dosed for every cylinder unit, flows through an inclined bore (3) leading
upward. Via these cross bores, the ridges between the inlet and exhaust valves are additionally
cooled. In the further course, this duct is simultaneously used for lubricating the rocker arm shaft.
In addition, on the blower side, the cylinder head comprises a bore (4) which, behind the cylinder
last flown through, connects the annular duct in the cylinder head base with the return gallery (5).
Service-Training
Bild 2011-0041
Bild 1011-0042
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3.3.1 Wiring diagram, lube oil – cooling oil circuit 1011F
1 Pressure relief valve Opening pressure: p = 6 bar.
2 Lube oil pump Rotary pump; driven by a toothed control belt.
3 Lubrication Lubricating points at engine and piston cooling.
4 Cylinder cooling From the pump, the oil is directly flowing to the cylinders.
5 Cylinder head cooling Behind the cylinder cooling, part of the oil enters the cylinder
head through bores in the cylinder head seal (flywheel side).
6 Return gallery Via this component, a large portion of the oil flows from the
cylinder head to the thermostat (9)
7 Rocker arm lubrication Oil is branched off the return gallery to lubricate the rocker
arms.
8 Engine radiator
9 Thermostat Starts opening at: 93°C

Fully opened at: 110°C
10 Oil filter
11 Pressure regulating valve Standard: p = 3 bar; for option heating: p = 1 bar
12 Connection To heat exchanger of cab heating (option)
13 Pressure regulating valve Only for option heating: p = 1.7 bar
14 Connection From heat exchanger of the cab heating (option)
15 Return blocking valve Only for option heating: p = 0.3 bar
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Bild 1011-0045
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3.4 Lube oil pump
The pump is a rotary pump. It is arranged outside the engine and is also driven by the toothed con-
trol belt. The pump housing comprises the pressure limiting valve which is accessible from the out-
side and has an opening pressure of p = 6 bar.
1 – Oil inlet (suction side)

2 – Rotor ring
3 – Rotor
4 – Oil outlet (pressure side)
Bild 2011-0043
The rotor (3) is rotating within the rotor ring (2). It has one cam less than the rotor ring (2). Thus,
always one cam only of the rotor (3) is completely engaging in the rotor ring (2). The other cams are
sliding over the cams of the rotor ring and form, in this way, a seal avoiding flowing back of the oil.
Oil is sucked by the pump when the rotor cams are sliding along and over the cams of the rotor
ring.
Oil is pressed outwards, when the rotor cams are engaging in the recesses of the rotor ring.
The engines of series 2011 are operated at different volumetric flows (see table):
2/3 cylinders 4 cylinders
Volumetric flow [l/min]

45 65
at n3000 rpm
Service-Training
3.5 Thermostat
The thermostat is arranged on the flywheel side at the crankcase.
Closed thermostat (engine cold, small cooling circuit).
With closed thermostat, the oil flows off the cylinder head (A) and the cylinders (B) via the connec-
tion (D) to the oil filter and, from there, to the lubrication system.
As the opening temperature of 93°C is not reached, connection (C ) is locked by the thermostat and
the oil cannot flow through the cooler.
Opened thermostat (engine warm, large cooling circuit).
The thermostat starts opening at 93°C and is fully opened at 110°C.
With opened thermostat, connection (D) is locked. At the same time, connection (C ) to the oil
cooler is opened. The oil is cooled and flows through the oil filter to the lubrication system.
Bild 2011-0044
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3.6 Valve strip
Underneath the thermostat in the crankcase, the valve strip is arranged.
Without cab heating
As a standard, behind the upper locking screw of the valve strip, a pressure regulating valve (1) is
installed (3 bar, green marking at the spring). The valves (3, 4) are not existing. The connection (2-
4) are locked.
With cab heating
Upon request, the cab heating (heat exchanger) of the vehicle can be connected to the valve strip.
In this case, the valve strip comprises the following three valves:
• Valve (1), opening pressure: p = 1 bar, yellow marking at the spring

• Valve (3), opening pressure: p = 1.7 bar, red marking at the spring
• Valve (4), opening pressure: p = 0.3 bar, blue marking at the spring
Connection (2): supply from the valve strip to the heat exchanger.
Connection (4): return from the heat exchanger to the valve strip.
Bild 2011-0046
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4. Fuel system
4.1 Design structure
Bild 2011-0050
1 - Fuel line from tank 6 - Injection pumps

to fuel feed pump 7 - Fuel distribution
2 - Fuel feed pump 8 - Injection lines
3 - Fuel line from feed pump to 9 - Injectors
fuel filter 10 - Injector return line
4 - Fuel filter 11 - Fuel return line
5 - Fuel line from fuel filter to tank
to injection pump 12 - Fuel overflow line
From the tank, the fuel is flowing to the fuel filter (4) via the fuel filter pump (2). From there, it is di-
rected to the supply line of the injection pumps (6). From the injection pumps (6), the fuel takes the
short injection lines (8) to the injectors (9). The overflow fuel is collected with the injector return vol-
ume and returned to the tank via a line (12).
At the flywheel-side injection pump, in the return line, a throttle is installed to achieve the preliminary
fuel pressure for filling the injection pumps. The system must not be bleeded. Bleeding of the fuel
system takes place automatically.
Service-Training
4.2 Mounting the injection pump
For mounting the injection pump, the roller tappet (1) is placed onto the basic circle of the drive cam
of the camshaft (2).
The installation depth (X) from the pump contact surface at the crankcase (3) up to the upper con-
tact surface of the roller tappet (1) must be measured.
To the measured installation depth (X), the thickness of a spacer disc is added to achieve the re-
spective installation measure.
Setting measure 2011: The setting measure for the installation of the pumps is 60 mm.
Setting measure 1011F:

Setting [mm] Injection pump
The setting measure for the installation of the
58 0417 8047
pumps can be taken from the adjacent table.
0417 8125
0417 8544
In an engine, the injection pumps must not
be installed in mixed combination.
59 0417 9429
0417 9431
The DEUTZ part number is indicated on the
0417 9573
injection pump.
0417 9981
60 0427 1701
Example:
Setting measure delivery commencement 60,0 mm

Measured installation depth (X) -59,3 mm
Spacer disc thickness = 0,7 mm
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Bild 2011-0052
With the test template for injection pump seals

No. 103 020, the thickness of the spacer disc
can be determined.
Bild 2011-0053
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Fixing the fuel rack
The fuel rack of the injection pump is arranged in the crankcase. If improperly installed, it can be
damaged. To avoid this, a correct installation only with fixed fuel rack and fixed injection pump
plunger must be achieved.
First, the fuel rack must be fixed with a special pin. Unscrew locking screw and mount the pin.
Bild 2011-0054
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Fixing the injection pump plunger
For introducing the fixing pin (2), first the locking plug (1) must be removed.
The fixing pin (2) is directed to the punch mark in the control sleeve and clamped in position with the
clamping yoke.
For checking the correct setting, the strikes on the pump housing and the control sleeve must coin-
cide.
After the termination of the installation, the locking plug (1) is pressed into the bore again to avoid
that dirt can enter.
Reference:
Absolutely remove the injection pump fixing pin (2) before starting the engine, as it blocks the injec-
tion pump and, therefore, renders shutting down the engine impossible.
Bild 2011-0055
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NOTES
Service-Training
5. Speed governor
The governor is a mechanical variable-speed governor with centrifugal measuring system (2). It is
arranged in the front cover (7) of the engine. The measuring system is driven by the engine cam-
shaft.
With the central camshaft screw (6) and the clamping disc (5), the camshaft toothed wheel (4) and
the centrifugal measuring system (2) are connected with the camshaft via friction contact. To in-
crease the friction contact, the surface of the camshaft-side measuring system pin is toothed. The
adjusting sleeve (1) is freely movable in axial direction on the measuring system pin.
Bild 2011-0060
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5.1 Design structure
The roller lever (7) and the torque control lever (8) are rotating around a common control axis (14)
(also see Fig. 2011-0065). With the speed control lever (3), the control spring (9) is pre-tensioned.
Thus, the torque control lever (8) presses the roller lever (7) with the ball bearings (5) against the
centrifugal measuring system (4).
If the speed exceeds the value set at the speed regulating lever (3), the measuring system (4)
presses the roller lever (7) against the force of the control spring (9) in the torque control lever (8).
In this way, the fuel rack (10) supported in two guide discs (13) is moved in the direction of the
smaller filling volume (in the illustration, towards the left).
To ensure a stable idling speed, the governor is provided with a auxiliary idle speed spring (6) which
is active in the total idling range of the engine and influences the breakaway curve.
Bild 2011-0061
1 – Stop lever 7 – Roller lever

2 – Release-, shutdown solenoid 8 – Adapter lever
3 – Speed control lever 9 – Control spring
4 – Centrifugal measuring system 10 – Fuel rack
5 – Ball bearing 11 – Fuel rack fixing
6 – Idle-speed capsule (variant) 12 – Starting fuel supply spring
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Bild 2011-0065
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5.2 Governor components
Pos. Benennung Funktion
1 Auxiliary idle speed To ensure a particularly smooth idling stability, the auxiliary idle
spring speed spring is used, however only in special installations. It is
only effective in the low idling speed between 800 and 900 1/min
and is blocked upon a speed increase.
2 Torque control device This is a threaded bush with spring and pressure bolt and serves
for matching the torque and, hence, for setting a defined torque
rise. If there is no torque control device, the full load stop can be
set by the screw.
3 Auxiliary start spring To improve the running up behaviour of the engine in the case of
particularly friction-increasing drives, a spring is installed in the
torque control lever. In this way, the breakaway range of the ex-
cess fuel up to an engine speed of about 1400 1/min is extended.
4 Idle-speed capsule For a stable idling speed in the entire idling range of the engine
(no hunting). The idle-speed capsule influences the breakaway
curve.
5 Speed droop adjust- Correction option (limited to + 1%) for the speed droop for appli-
ment cations with electric sets. The setting screw can be reached
through the opened filling socket.
6 LDA Manifold-pressure compensator to avoid, for turbocharged en-

gines, a smoke puff upon a sudden load change from low partial
load towards full load. If the LDA is existing, the auxiliary start
spring (3) has not been installed.
7 2 control springs Reversing between two speeds (1500 and 1800 1/min) for genset
engines. At 1500 1/min, 2 series-connected control springs (C1
and C2) become active. At 1800 1/min, only spring (C1) is active,
(C2) is blocked.
8 – Shutdown lever
9 – Release-, shutdown solenoid
10 – Setting screw „fast idling speed“
11 – Speed control lever
12 – Setting screw „slow idling speed“
13 – Centrifugal measuring system
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Bild 2011-0062
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5.2.1 Torque control
The torque control permits setting of a defined torque rise.
It is a threaded bush with spring and pressure bolt. If no torque control device is existing, there is a
screw for setting the full load stop.
With the screw (3), the torque control travel (X) is set.
With the screw (5), the spring pre-tension (torque control commencement) is set.
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Bild 2011-0064
1 – Pressure capsule 6 – Counter nut for screw (5)

2 – Torque control spring 7 – O-Ring
3 – Screw torque control travel 8 – O-Ring
4 – Counter nut for screw (3) 9 – Retaining clamp
5 – Screw spring pre-tension 10 – Self-securing nut
Service-Training
5.2.2 Manifold-pressure compensator (LDA)
To avoid in the case of supercharged engines a smoke puff upon a sudden load change from low
partial load to full load, the governor is additionally provided with a manifold-pressure compensator.
It only releases the fuel volume corresponding to the available combustion air. The LDA is mounted
to the crankcase and made engage in the fuel rack of the injection pump (5).
The charge pressure (p) acts on the membrane (3) and the spring (4) accordingly yields. Thus, the
angular lever (6) is turned and releases the fuel rack (5) towards the excess volume depending on
the charge air pressure, With the setting screw (2), the spring pre-tension is set and, consequently,
also the charge pressure at which the volume release starts (LDA-start).
The increase of the volume release is influenced by different spring characteristics.

The setting screw (1) blocks the suction volume.
The spring (4) generates a friction connection of all components without clearance.
To achieve the starting excess volume with the engine standing still and despite the fuel rack
blocked by the LDA, that mechanism is bridged during starting by the lifting solenoid.
Bild 2011-0063

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Service Training

Product-related engine technology

engine series DEUTZ 1011F, 2011

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

2.2 Drive system ........................................................................................................................2-3

2.3 Block cylinder head..............................................................................................................2-10

2.4 Camshaft .............................................................................................................................2-18

2.5 Setting the control times 2011 .............................................................................................2-19

2.6 Setting the control times 1011F .......................................................................................... 2-25

2.7 Checking the control times.................................................................................................. 2-33

3. Lube oil – cooling oil system ....................................................................................... 3-1

3.2 Cylinder and cylinder head cooling 2011............................................................................. 3-2

3.3 Cylinder and cylinder head cooling 1011F .......................................................................... 3-6

3.4 Lube oil – cooling oil pump.................................................................................................. 3-10

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

5. Speed regulator .............................................................................................................. 5-1

1.1 Model designation

Piston stroke in cm (approx.)

High-speed 4-stroke engine

1.2 Engine view DEUTZ BFL 2011

1 - Crankcase breething 12 - Crankcase

22 - Cylinder head 27 - Return line from ETC (lube oil)

1.3 Engine view DEUTZ BFM 2011

1 - Intake socket 10 - Oil dipstick

19 - Crankcase breething 24 - Feed line to ETC (lube oil)

1.4 Engine view DEUTZ BFL 1011F

1 - Oil filling socket 12 - Crankcase

22 - Cylinder head 27 - Feed line to ETC (lube oil)

1.5 Engine view DEUTZ BFM 1011F

1 - Oil filling socket 11 - Oil dipstick

22 - Cylinder head 28 - Return line from ETC (lube oil)

1.6 Technical data

1.6.1 B/FL 2011

F2L/M 2011 B/F3L/M 2011 B/F4L/M 2011

Cylinder arrangement in line

Stroke [mm] 112

Total displacement [ltrs.] 1,55 2,33 3,11

Working cycle / combustion system Four-stroke diesel with direct injection

Firing order 1-2 1-2-3 1-3-4-2

Direction of rotation When facing flywheel: counter-clockwise

Rated speed [rpm] See nameplate

Power [kW] See nameplate

Valve clearance: Inlet / exhaust [mm] 0,3 / 0,5

Commencement of delivery See nameplate

Injector opening pressure [bar] 210+8

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

Type of cooling M = liquid-cooled (oil cooling)

Thermostat opens at: [°C] 93

Lubrication Forced circulation lubrication

Max. oil temperature in the oil pan [°C] 130

1.6.2 B/FL 1011F

F2L 1011F F3L 1011F / BF4L1011F /

Cylinder arrangement in line

Stroke [mm] 105 105 / 112 105 / 112

Total displacement [ltrs.] 1,37 2,05 / 2,18 2,73 / 2,91

Working cycle / combustion system Four-stroke diesel with direct injection

Firing order 1-2 1-2-3 1-3-4-2

Direction of rotation When facing flywheel: counter-clockwise

Rated speed [rpm] See nameplate

Power [kW] See nameplate

Valve clearance: Inlet / exhaust [mm] 0,3 / 0,5

Commencement of delivery See nameplate

Injector opening pressure [bar] 210+8 / 250+8