Installation Guideline

Tier 4 final
TCD 3.6 L4
Installation Guideline

Installation Guideline
Copyright © 2016 DEUTZ AG

This document is the property of DEUTZ AG. A use for or disclosure to third parties requires express
approval by DEUTZ AG.

Edition: 11/2016, Revision index 07

Part number: 0312 4624

Responsible for content:

DEUTZ AG
Application Engineering
Ottostraße 1
51149 Köln
Installation Guideline

Legal notes
Warning note concept

These installation guidelines contain notes which have to be observed for personal safety as well as
for the avoidance of material damage. The safety notes are emphasised by a red warning triangle.
Notes for the avoidance of material damage are emphasised with an orange or yellow warning triangle.
Depending on the hazard level, the warning notes are represented as follows.

denotes that death or serious physical injury can occur if the corresponding
precautionary measures are not implemented.

denotes that material damage can occur if the corresponding precautionary measures
are not implemented.

denotes that an unwanted result or state can occur if the corresponding note is not
observed.

Qualified personnel

The engine may only be installed and operated in conjunction with this documentation. A machine or
an engine system may only be put into operation and operated by qualified personnel. Qualified
personnel as defined by the safety relevant notes of this documentation are persons who are
authorized to put machines, engine systems and electric circuits into operation corresponding to the
standards of safety technology.

Intended use of DEUTZ engines

DEUTZ engines may only be used for the applications defined by DEUTZ. If third party products and
components are used, these must be recommended or approved by DEUTZ. The fault-free and safe
operation of the engines presupposes proper transport, proper storage, setup, assembly, installation,
commissioning, operation and maintenance. The permissible ambient conditions must be complied
with. Notes in the associated documentation must be observed. Damage due to improper use of
DEUTZ engines cannot be claimed in respect to DEUTZ AG.

Disclaimer

We have checked the content of the installation guidelines in respect to correspondence with the
engine systems described. Nevertheless, deviations cannot be ruled out, with the result that we cannot
ensure complete correspondence. The data in these installation guidelines is checked regularly,
necessary corrections are included in the subsequent issues.

Statutory requirement

Infringement of these installation guidelines when installing an approved DEUTZ engine in a non-
roadworthy application contravenes Federal Law (40 C.F.R. 1068.105(b)) and will result in fines or
other penalty measures, as described in the Clean Air Act.

All limit values cited in these installation guidelines must be strictly followed. In addition to these
engine installation guidelines, the limit values of the documents listed below apply.
Installation Guideline

Documents

The following documents must be observed besides the engine installation guidelines of the
corresponding engine version:

 Installation guidelines for electronic systems in DEUTZ diesel engines

Part number 0399 1990 en
 Engine certificate (certification-relevant limit values)
 Installation guideline for the EAT system
Part number 0399 0024

As well as the technical bulletins of DEUTZ AG for:

 Fuel
 Engine oil
 Coolant
 DEF

For the technical bulletins see 12.1 Technical Bulletins.

It is absolutely necessary to comply with all instructions of these installation guidelines and the
documents cited above.
Installation Guideline

Machinery Directive

The Machinery Directive contains special notes for the OEM or machine manufacturer. These special
notes are to be observed by the OEM or machine manufacturer.

 We strongly advise you to equip the engine with a housing.

 Engine and engine parts should not be accessible when the engine is in operation.
 The housing should be designed in such a manner that any parts and fluids are kept in and
contained should any machine part burst or crack.
 The housing should protect the operator from the high temperatures of the engine and
exhaust aftertreatment system.
 The housing should comply with the valid fire prevention regulations and if appropriate, fire
detectors and extinguishers should be present, e.g. marine or if used underground
 The hot engine gases should be channeled out into the outside environment at a point where
this does not present a danger; this place should also be inaccessible.
 Avoid external influences to the electrical equipment at all costs (e.g. power fluctuations, drops
in power, power spikes and EMC)
 Do not use the engine to demonstrate safety-relevant functions. The engine can suddenly cut
out, change its operating state, or reduce its output. If appropriate, redundant system should
be provided.
 A separating clutch should be present.
 The personnel operating the engine should be trained accordingly.
 Include the stated warnings in the safety information leaflet and if appropriate, on the machine
and in the operating instructions.
 When working on the engine, use only suitable tools and transport media that are designed for
this purpose. (Workshop Manual)
 The engine must be installed with electrostatic earthing.
 Depending on the model, the engine can generate an electromagnetic field and may produce
sparks.
 Through the noise it makes, the engine may interfere with communication and damage the
hearing ability.
 Observe the noise and sound protection requirements (for operation and environment) and
provide additional sound housing, if appropriate.
 The engine emits vibrations that can lead to nerve and vascular problems.
 A corresponding suspension or housing should therefore be present.
 The engine fluids and operating materials are highly toxic in nature. Biofuels can contain
bacteria. We recommend that appropriate warnings be present on the engine.
 The engine is very heavy - take care when lifting, transporting and storing it.
Installation Guideline

1. use adjustable transport

bar / verstellbaren
Transportbalken verwenden

2. Remove Handling eye

before running the engine /
Transportvorrichtung vor dem
Motorbetrieb entfernen

 Engines and engine parts are sometimes very difficult to reach. When working on the engine,
ergonomic problems may arise.
 The installation guidelines must be observed.
 Warnings may not be removed or made difficult to read.
Installation Guideline

Foreword
These guidelines are not operating instructions for the end user of machines, but apply for all
manufacturers of products who utilize a DEUTZ diesel engine as drive unit in their products. The
guidelines are therefore not user information as defined by DIN standard 8418, but fulfil a similar
purpose because their compliance ensures the functionality of the engines and hence also protects
the user of the end product against hazards that can result from operation of the engines.

Operational safety and a long service life can only be expected if engines are installed without fault
and provide the option of carrying out maintenance work easily and rapidly. These guidelines provide
notes for the installation and cite limit values to be complied with.

The guidelines only refer to the function of the engines and not laws and ordinances applicable for the
end products in which the engines are going to be installed. To this extent, the machine manufacturer
is responsible for the regulations to be observed.

The variety of installation options does not permit any generally valid, rigid rules. Experience and
special knowledge is necessary to ensure an optimized installation.

We therefore recommend that contacting DEUTZ Application Engineering as early as the project
planning.

Availability of the documentation

The installation guidelines are updated at regular intervals. The current version of the installation
guidelines is saved in Technical Information System (TIS) or the information system Global SIS of
DEUTZ AG.

DEUTZ Application Engineering is available for any further questions.

Standard scope

The engine systems described in these installation guidelines usually map the standard scope of
supply of DEUTZ AG. Delivered drive systems can contain optional components and functions that are
not explained further in these installation guidelines.

For reasons of clarity, not all available engine options are covered in these installation guidelines.
Likewise, not every conceivable case of engine setup or engine operation and maintenance is
considered.

Extensions or modifications to the engine system that are performed by the machine manufacturer are
to be documented by the machine manufacturer and must be approved on the part of DEUTZ AG.

Questions regarding the documentation

In case of questions concerning the technical documentation (e.g. suggestions, corrections), please
send an email to the following address:

[email protected]
Installation Guideline

Symbols

The table bellows explains the symbols used in the installation guidelines.

This symbol involves a note that emphasizes the particular features of the relevant
section.

Notes with this symbol provide specific information on the series represented.
xx
XX identification of the series

Revision list

Please find the changes with the revision index and date in the revision list below.

Revision index 01:

 Engine Venting Connection

2.2 Connections of the engine cooling system
 Mounting of Compensation Line from Engine and Engine Wiring:
2.5.3.2 Design of the compensation line
 Throttling of Venting Line from Engine to 3mm
2.5.3.4 Design of the venting line from the engine
 New Position for Measuring Position of Generator Air
8.5.1 General

Revision index 02:

 Machinery directive figure transport bar

Transport bar
 Engine venting line restrictor page 20
2.5.3.4 Engine venting line
 Coolant interface cabin heater page 22
2.6.1 Remark coolant interface SCR system
 Remark charge air differential pressure page 49
3.5.1.2 Remark charge air differential pressure
 Remark exhaust back pressure page 110
9.1 Remark exhaust back pressure

Revision index 03:

 Engine bearing load calculation

6.2 Correction Engine bearing load calculation
 List of Manufacturers
12.2 insert List of Manufacturers

Revision index 04:

 Engine power take off

7.3.1 Correction axial power take off
Installation Guideline

Revision index 05:

 Document reference changed from ELTAB to TIS (Technical Information System)

 Engine Cold start device
8.6 Cold start device

Revision index 06:

 Change of internal throttle diameter of bleeding line from engine and radiator in 2.5.3.3 and
2.5.3.4
 Introduction of chapter Fan Control 2.9
 Interpretation of min. and max. values of under pressure before Turbo Charger in 3.3.2
 Pressure Resistance of Fuel Return Line in 4.5.4
 Big suction heights in fuel system in 4.6.2.2
 Designation of Table Assignment of electric starter to battery size in 8.2.1.1
 Position of pressure measuring points for installation check in 10.1
 Hint for performing an installation check in 10.2
 Measuring fuel pressure in 10.4.4

Revision index 07:

 Chapter 2.2: Throttle diameter of 3mm in table 2.3 deleted

 Chapter 2.3.2: Design of coolant cooler; burst pressure
 Chapter 2.5.3.1: Design of expansion tank; pressure resistance
 Chapter 2.6.2: Connections of cab heating in figure 2.10 updated
 Chapter 2.6.3.1: Internal diameter of cab heating updated
 Chapter 2.8.3: Hint for requirements of controlled fans in this document
 Chapter 3.2: Connections of combustion air system updated
 Chapter 3.5.1.2, 3.5.3.3, 3.5.3.4: Pressures in the charge air system are relative values
 Chapter 4.1, 4.6.1:Material acceptance in the fuel system in chapter updated
 Chapter 4.2: Connections of fuel system in figure 4.2 updated
 Chapter 4.4.1: Clarification of fuel pre filter connections in figure 4.3
 Chapter 4.8: Fuel cooling of ECU
 Chapter 4.9.2, 10.4.4: Table of fuel temp. updated
 Chapter 5.2 and 5.3.1.1: Pressures in the oil system are relative values
 Chapter 6.6: Introduction of customer interface engine mounting
 Chapter 7.5.1: PTO in figure 7.2 updated
 Chapter 7.5.3.2.1: Introduction of schematic diagram ESS
 Chapter 7.6: Parameters for calculation of bending moment introduced
 Chapter 8.7: support of engine wiring
 Chapter 10.3: Clarification of expansion line connection at engine in figure 10.4
Table of Contents

Table of Contents
Legal notes .......................................................................................................................... 3

Foreword .............................................................................................................................. 7

1 Engine Variants......................................................................................................... 1

1.1 Representation and designation .............................................................................................. 1

1.1.1 Series TCD 3.6 L4 ................................................................................................................... 1

1.2 Technical data ............................................................................................................................ 3

1.2.1 Technical data sheet ............................................................................................................... 3

1.2.2 Sales drawings ........................................................................................................................ 3

1.2.3 Centre of gravity/Mass moment of inertia ................................................................................ 4

1.2.4 Maintenance chart ................................................................................................................... 4

2 Engine Cooling System ............................................................................................ 5

2.1 General ....................................................................................................................................... 5

2.1.1 Circulation volume of the cooling system ................................................................................ 5

2.1.2 Thermostat............................................................................................................................... 6

2.1.3 Coolant circuit .......................................................................................................................... 6

2.2 Connections of the engine cooling system ............................................................................ 8

2.3 Liquid cooler .............................................................................................................................. 9

2.3.1 Location of the liquid cooler ..................................................................................................... 9

2.3.2 Design of the liquid cooler ....................................................................................................... 9

2.3.3 Supporting the liquid cooler ................................................................................................... 12

2.4 Additional coolers ................................................................................................................... 13

2.4.1 General .................................................................................................................................. 13

2.4.2 Design of additional coolers in the engine cooling circuit ...................................................... 13

2.5 Compensation tank ................................................................................................................. 15

2.5.1 General .................................................................................................................................. 15

2.5.2 Line connections at the compensation tank .......................................................................... 15

2.5.3 Design of the compensation tank and lines ........................................................................... 17

2.5.4 Coolant level monitoring ........................................................................................................ 20

Table of Contents

2.6 Heating system ........................................................................................................................ 22

2.6.1 General .................................................................................................................................. 22

2.6.2 Connections of the heating system ....................................................................................... 23

2.6.3 Design of the heating system ................................................................................................ 23

2.6.4 dditional heating devices ....................................................................................................... 24

2.7 Coolant lines and fittings ........................................................................................................ 25

2.7.1 General .................................................................................................................................. 25

2.7.2 Line design ............................................................................................................................ 25

2.7.3 Line routing ............................................................................................................................ 26

2.7.4 Line clips ................................................................................................................................ 26

2.8 Fans .......................................................................................................................................... 27

2.8.1 General .................................................................................................................................. 27

2.8.2 Fan mounting options ............................................................................................................ 27

2.8.3 Fan variants ........................................................................................................................... 29

2.8.4 Fan couplings ........................................................................................................................ 29

2.8.5 Cooler-fan-engine connections.............................................................................................. 30

2.9 Fan Control............................................................................................................................... 34

2.9.1 Area of Application ................................................................................................................ 34

2.9.2 Certification of Deutz Engines ............................................................................................... 34

2.9.3 Designing of Cooling System with controlled Fan ................................................................. 34

2.9.4 Sign Off Test .......................................................................................................................... 36

2.10 Cooling air guide ..................................................................................................................... 36

2.10.1 General .................................................................................................................................. 36

2.10.2 Heating of the cooling air ....................................................................................................... 36

2.10.3 Supply and exhaust air guide for the cooling air ................................................................... 37

2.10.4 Cooling air filtration ................................................................................................................ 39

2.10.5 Engine compartment ventilation ............................................................................................ 40

3 Combustion Air System ..........................................................................................43

3.1 General ..................................................................................................................................... 43

3.2 Connections of the combustion air system .......................................................................... 44

Table of Contents

3.3 Intake air ................................................................................................................................... 44

3.3.1 Lines ...................................................................................................................................... 44

3.3.2 Permissible intake pressure .................................................................................................. 48

3.3.3 Intake negative pressure monitoring ..................................................................................... 49

3.3.4 Intake air heating ................................................................................................................... 50

3.3.5 Intake air noise ...................................................................................................................... 50

3.4 Air filter system........................................................................................................................ 50

3.4.1 General .................................................................................................................................. 50

3.4.2 Dry air filter ............................................................................................................................ 51

3.4.3 Oil-bath dry-air-filter combination .......................................................................................... 51

3.4.4 Other air filter variants ........................................................................................................... 51

3.5 Charge air system ................................................................................................................... 52

3.5.1 Charge air system with air-to-air-radiator .............................................................................. 52

3.5.2 Charge air system with air-coolant radiator ........................................................................... 54

3.5.3 Charge air line ....................................................................................................................... 56

3.6 Crankcase breather ................................................................................................................. 59

4 Fuel system ..............................................................................................................60

4.1 General ..................................................................................................................................... 60

4.2 Connections of the fuel system ............................................................................................. 62

4.3 Fuel delivery ............................................................................................................................. 63

4.3.1 Electric fuel supply pump ....................................................................................................... 63

4.4 Fuel filtration ............................................................................................................................ 64

4.4.1 Fuel pre-filtration .................................................................................................................... 64

4.4.2 Fuel main filtration ................................................................................................................. 65

4.4.3 Fuel filtration for extreme applications ................................................................................... 66

4.5 Fuel lines .................................................................................................................................. 67

4.5.1 General .................................................................................................................................. 67

4.5.2 Intake line .............................................................................................................................. 67

4.5.3 Return line ............................................................................................................................. 68

4.5.4 Low pressure lines ................................................................................................................. 69

Table of Contents

4.6 Fuel tank ................................................................................................................................... 70

4.6.1 Type ....................................................................................................................................... 70

4.6.2 Location of fuel tank in respect to engine .............................................................................. 71

4.7 Fuel heating .............................................................................................................................. 74

4.8 Fuel cooling of ECU ................................................................................................................ 74

4.9 Limit values of the fuel system .............................................................................................. 75

4.9.1 Fuel pressure ......................................................................................................................... 75

4.9.2 Fuel temperature ................................................................................................................... 75

5 Lubricating Oil System ............................................................................................76

5.1 General ..................................................................................................................................... 76

5.2 Remote lubricating oil filter .................................................................................................... 76

5.2.1 Design data for the remote lubricating oil filter ...................................................................... 77

5.3 Dry sump lubrication ............................................................................................................... 78

5.3.1 Design data for dry sump lubrication ..................................................................................... 78

5.4 Oil level monitoring ................................................................................................................. 80

6 Engine Mounting ......................................................................................................81

6.1 General ..................................................................................................................................... 81

6.2 Engine bearing load ................................................................................................................ 82

6.3 Elastic engine mounting ......................................................................................................... 84

6.4 Rigid engine mounting ............................................................................................................ 85

6.5 Track width of the engine mounting ...................................................................................... 86

6.6 Mounting possibilities for customer made engine mountings ........................................... 86

7 Power Transmission ................................................................................................88

7.1 General ..................................................................................................................................... 88

7.2 Coupling ................................................................................................................................... 89

7.3 Power take-off on flywheel side ............................................................................................. 89

7.3.1 Axial power take-off ............................................................................................................... 89

7.3.2 Radial power take-off ............................................................................................................. 91

7.4 Power take-off on side opposite flywheel ............................................................................. 91

7.4.1 Axial power take-off ............................................................................................................... 91

Table of Contents

7.4.2 Radial power take-off ............................................................................................................. 91

7.5 Auxiliary power take-offs ........................................................................................................ 92

7.5.1 General .................................................................................................................................. 92

7.5.2 Power take-off........................................................................................................................ 93

7.5.3 Air compressor....................................................................................................................... 94

7.5.4 Climate compressor ............................................................................................................... 99

7.5.5 Hydraulic pump ...................................................................................................................... 99

7.5.6 Vibration damper ................................................................................................................. 100

7.6 Add-on parts on the SAE housing ....................................................................................... 100

8 Electrics..................................................................................................................102

8.1 General ................................................................................................................................... 102

8.2 Electric starter........................................................................................................................ 103

8.2.1 Design of the electric starter ................................................................................................ 104

8.3 Battery .................................................................................................................................... 108

8.4 Line cross sections of selected consumers ....................................................................... 109

8.5 Alternator ................................................................................................................................ 110

8.5.1 General ................................................................................................................................ 110

8.5.2 Charge balance ................................................................................................................... 111

8.5.3 Operating conditions ............................................................................................................ 111

8.6 Cold starting device .............................................................................................................. 113

8.7 Support of engine wiring plug .............................................................................................. 114

9 Exhaust System .....................................................................................................115

9.1 General ................................................................................................................................... 115

9.2 Exhaust gas recirculation ..................................................................................................... 115

9.3 Engine brake .......................................................................................................................... 116

9.3.1 Exhaust brake flap ............................................................................................................... 116

9.3.2 Decompression brake .......................................................................................................... 116

10 Measuring Installation Examination .....................................................................117

10.1 Preparation ............................................................................................................................. 117

10.2 Implementation ...................................................................................................................... 118

Table of Contents

10.3 Measurement points overview ............................................................................................. 120

10.4 Limit values for temperature and pressure ........................................................................ 122

10.4.1 General ................................................................................................................................ 122

10.4.2 Engine cooling system ......................................................................................................... 122

10.4.3 Combustion Air System ....................................................................................................... 123

10.4.4 Fuel system ......................................................................................................................... 124

10.4.5 Engine components ............................................................................................................. 125

10.4.6 Further measured values ..................................................................................................... 126

11 Maintenance and Care Work .................................................................................128

11.1 Maintenance work.................................................................................................................. 128

11.1.1 General maintenance work .................................................................................................. 128

11.1.2 Extended maintenance work ............................................................................................... 128

12 Appendix ................................................................................................................129

12.1 Technical Bulletins ................................................................................................................ 129

12.2 List of Manufacturers ............................................................................................................ 130

12.3 List of Tables.......................................................................................................................... 130

12.4 Table of Figures ..................................................................................................................... 132

Engine Variants

1 Engine Variants
The relevant DEUTZ engines series are outlined in this section.

These installation guidelines apply for the following industry and agriculture engine series:

TCD 3.6 L4

1.1 Representation and designation

The engine variant shown represents the standard version.

1.1.1 Series TCD 3.6 L4

4 1. Schwungrad /
3 Flywheel

2. SCR-Katalysator /
5 SCR Catalytic Converter

3. Mischrohr /
Mixing Pipe
2
4. DOC
6
5. Drosselklappe /
Throttle Flap
7
6. Befestigung Kabelbaum /
1 Fixation of Wiring Harness

8 7. Ölkühler /
Oil Cooler

8. Ölfilter /
Oil Filter

9 9. Starter

Fig. 1-1 Designation of the individual components on the flywheel side of the TCD 3.6 L4 Industry

Edition 11/2016 Revision index 07 1

Engine Variants

3 1. Riementrieb /
Belt Drive

2. Kühlmittelpumpe /
Coolant Pump

3. Dosierventil /
Dosing Valve

4. AGR-Kühler /
4 EGR Cooler
2
5 5. Kurbelgehäuseentlüftung /
Crank Case Ventilation

6. Transportfuß /
6 Transport Foot

7. AGR-Steller /
EGR Actuator
7
8. Generator
1 8

Fig. 1-2 Designation of the individual components on the side opposite the flywheel of the TCD 3.6 L4 Industry

1. Schwungrad /
3 Flywheel

2. AGR-Kühler /
EGR Cooler

3. DOC
2
4. Motorübergabestecker/
Engine Interface Connector

5. Öleinfüllung /
Oil Cooler

1 4 6. Transportfuß /
Transport Foot

7. Ölfilter /
5
Oil Filter

8. Starter /
6 Starter

7
8

Fig. 1-3 Designation of the individual components on the flywheel side of the TCD 3.6 L4 Agri

Edition 11/2016 Revision index 07 2

Engine Variants

1. Riementrieb /
3
Belt Drive

2. Kühlmittelpumpe /
4 Coolant Pump

5 3. Generator

4. Kurbelgehäuseentlüftung /
2 Crank Case Ventilation

6 5. AGR-Kühler /
EGR Cooler

6. Transportfuß /
Transport Foot

1 7. AGR-Steller /
7 EGR Actuator

Fig. 1-4 Designation of the individual components on the side opposite the flywheel of the TCD 3.6 L4 Agri

1.2 Technical data

The technical data of the engine series is summarized in this section.

1.2.1 Technical data sheet

The general technical data sheet of the respective engine series can be found in the TIS under Engine
Series, Accessories list, Preselection/Engine type and Technical Data.

If the necessary information is not available, the responsible technical sales support must be
contacted.

1.2.2 Sales drawings

The sales drawings of the respective engine series can be found in the TIS under Engine Series,
Accessories list, Preselection/Engine type and sales drawing.

If the necessary information is not available, the responsible technical sales support must be
contacted.

Edition 11/2016 Revision index 07 3

Engine Variants

1.2.3 Centre of gravity/Mass moment of inertia

The center of gravity or mass moment of inertia of the respective engine series can be found in the
TIS under Engine Series, general documents, Centre of Gravity/Mass Moments of Inertia.

If the necessary information is not available, the responsible technical sales support must be
contacted.

1.2.4 Maintenance chart

The maintenance chart for the respective engine series can be found in the Global SIS under the
respective engine series.

If the necessary information is not available, the responsible technical sales support must be
contacted.

Fig. 1-5 Example of the DEUTZ maintenance chart

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Engine Cooling System

2 Engine Cooling System

All relevant data and add-on variants for the engine cooling system are described in this section.

2.1 General

The engine series described in these installation guidelines are liquid-cooled engines. The coolant
must be prepared by adding a cooling system protection agent to the fresh water in the case of liquid-
cooled engines. The state of the coolant must be checked regularly within the specified maintenance
intervals. The coolant protects the engine and cooling system against corrosion, cavitation, freezing
and overheating. Only products are approved, which are released for liquid-cooled DEUTZ engines.

For this see the Technical Bulletin under 12.1 Technical Bulletins.

The liquid-cooled DEUTZ diesel engines have been designed for closed cooling circuits (forced
circulation cooling). An open flow cooling of the diesel engines is not permissible.

A permanent ventilation in a secondary circuit should be implemented both when the thermostat is
closed and opened – a compensation tank with a constant flow is mandatory for this. No other
ventilation variant is permissible.

The compensation tank must always be located as the highest point in the engine cooling system.

A drain option must be provided in the engine cooling system at the lowest point to drain the coolant.

2.1.1 Circulation volume of the cooling system

The entire circulating coolant volume comprises the coolant volume

 in the engine
 in the lines
 in the engine liquid cooler
 in the additional heat exchanger (heating)
 in the additional lines
 in the additional heat exchanger (transmission oil)

The coolant volumes of the engines are indicated in the table below.
Tab. 2-1 Coolant volumes of the engines

Engine Coolant volume

TCD 3.6 L4 4.6l

Edition 11/2016 Revision index 07 5

Engine Cooling System

If the engine cooling system or parts of the engine cooling system are provided by the
OEM, the following data will be required for the engine acceptance:

 Liquid volume of the lines

 Liquid volume of the heating
 Liquid volume of the additional cooler integrated in the cooling system

2.1.2 Thermostat

The coolant thermostat is located on the outlet side of the engine. This arrangement is designated as
outlet control.

The engine series of these installation guidelines use thermostats with the following control range.
Tab. 2-2 Thermostat with control range

Engine Thermostat control range

TCD 3.6 L4 86°C - 102°C

2.1.3 Coolant circuit

2.1.3.1 Representation of the coolant circuit

The coolant circuit of the relevant engine series appears as follows:

1. Motor / Engine

3 2. Flüssigkeitskühler / Radiator
4
9
8 3. Ausgleichsbehälter /
Expansion tank
7 6
4. Heizungssystem / Heating
system

5. Lüfter / Fan
5
6. Kühlflüssigkeitsleitungen /
Coolant pipes

7. Ausgleichsleitung /
Compensation line

8. Entlüftungsleitung Motor /
Engine venting line
2 10 6
1 9. Entlüftungsleitung Kühler /
Radiator venting line
10. Elastisches
Entkopplungselement / elastic
de-coupling element

Fig. 2-1 Coolant circuit diagram

Edition 11/2016 Revision index 07 6

Engine Cooling System

2.1.3.2 Description of the coolant flow

Depending on the coolant temperature, two circuits of coolant are implemented.

If the engine is hot, the coolant pump (coolant pump, water pump) sucks the coolant directly out of the
cooler via hoses and first forces this via the engine-integrated lubricating oil cooler. After this, the
coolant enters the engine, along the cylinder upwards into the cylinder head and to the thermostat at
the coolant outlet. From there the coolant is routed to the coolant inlet via corresponding lines.

If the engine is cold, the coolant is not pumped through the cooler but through the engine in short-
circuit until the response temperature (opening start) of the thermostat is reached. Corresponding to
the hot, flowing coolant volume, the coolant pump sucks cold coolant out of the cooler.

Edition 11/2016 Revision index 07 7

Engine Cooling System

2.2 Connections of the engine cooling system

The connections of the cooling system are shown in this section.

1 2 3 1. Kühlmittelpumpe /
9 4 Coolant Pump

2. Vorlauf Kabinenheizung /
8
Inlet Line Cabin Heating

7 3. Anschluss Ausgleichsleitung/
Connector Expansion Line
4. Entlüftung AGR, Motor /
Bleeding Line of EGR, Engine

5. Rücklauf Motorkühler /
Return Line Engine Cooler
6. Rücklauf Kabinenheizung /
Return Line Cabin Heating
7. Vorlauf Kompressor /
5 Inlet Line Compressor
6 8. Vorlauf Motorkühler
(Thermostatgehäuse) /
Inlet Engine Cooler
(Thermostat Housing)
9. Rücklauf Kompressor /
Return Line Compressor

Fig. 2-2 Connections of the engine cooling system in the TCD 3.6 L4

The connection diameters are defined as follows:

Tab. 2-3 Connection diameters for the engine cooling system

TCD 3.6 L4

Coolant inlet 42mm

Coolant outlet 42mm

Compensation line DN 22mm, not smaller than DN 12mm

Venting line DN 6mm

Further technical data can be found in the sales drawings.

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2.3 Liquid cooler

All relevant data for the design and installation of the liquid cooler is explained in this section.

For some engine series, DEUTZ AG provides cooling systems according to the scope of supply.
These usually involve power-pack solutions consisting of cooler, fan and frame. DEUTZ AG
recommends utilizing these solutions.

2.3.1 Location of the liquid cooler

The location of the liquid cooler in the cooler pack is extremely important in the design of the cooler.
The level of the coolant inlet temperature has a direct effect on the cooling system and hence the
operating limit temperature of the application.

DEUTZ recommends a parallel arrangement of the coolers in order to avoid heating of the cooling air.
If using an in-line arrangement, the preliminary heating of the cooling air by the charge air cooler or
further coolers must be considered in the design of the engine liquid cooler. Additional coolers in the
cooler pack, e.g. hydraulic oil cooler or transmission oil cooler, must be located parallel to the engine
liquid cooler owing to their normally increased cooling air heating.

It must also be noted that an increased air flow through the cooler pack is necessary when using
additional coolers. The fan must be adapted in power and diameter to the increased cooling capacity
requirement by the additional coolers.

1. Parallelschaltung / Side-by-
side
1 2

2. Reihenschaltung / In-line
3 3 arrangement

3. Motorflüssigkeitskühler /
Radiator
4 4

4. Ladeluftkühler / Charge air

5 5 cooler

5. Hydraulikölkühler /
Hydraulic oil cooler

Fig. 2-3 Arrangement of the liquid cooler in respect to cooling air heating

2.3.2 Design of the liquid cooler

If using a non-DEUTZ cooling system, the cooler system must be designed according to the DEUTZ
specifications.

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If the separate cooling system is designed by a technical company, the cooling system can be
designed directly in line with the required operating limit temperature of the application corresponding
to the application case.

Furthermore, it must be ensured that the cooling system is designed at full engine speed and
maximum engine load for an ambient temperature of minimum 40°C. Here the max. permissible
coolant temperature at the engine outlet must not be exceeded during continuous operation.

An inadequate engine cooling can lead to damage due to engine overheating.

The following data must be observed for the design of the engine liquid cooler.

The cooler design data of the respective engine series can be found in the TIS under Engine Series,
general documents, Data Cooling System.

If the necessary information is not available, the responsible technical sales support must be
contacted.
Tab. 2-4 Design data of the engine liquid cooler

Amount of engine heat to be dissipated

via the coolant The exact value depends on the engine speed
and power setting and can be taken from the
via the charge air cooling cooler design data.

Amount of heat to be dissipated from additional devices

e.g. retarder, transmission, converter oil cooler Customer data

Delivery rate of the coolant pump

Data for engine rated speed The exact value depends on the engine speed
and power setting and can be taken from the
The heating circuit must be closed for the follow-up cooler design data.
measurement.

Maximum permissible delivery resistance for the coolant pump through liquid cooler and lines

Guide value for the total resistance at rated speed The exact value depends on the engine speed
and power setting and can be taken from the
cooler design data.

Maximum permissible permanent temperature of see TIS

the engine coolant:

Maximum permissible cooling of the coolant 8°C

through the cooler:

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Minimum volume of cooling fluid in the cooler: According to designed cooler size, but ca. 0,06l
each kW engine power

Cooler compression strength on the coolant side

The potential pressure in the cooler and lines is approximately the radiator cap opening pressure + the
flow resistance of the cooling system.

Max. operating pressure see TIS

Burst pressure 2,0 bar rel.

Minimum nominal values of the pipe connections at the cooler (cooler engine or engine cooler)

The connections at the upper and lower cooler end Min. engine connection diameter
boxes should be located offset to one another
(network diagonal) if possible

Air flow through the cooler network [m³/s, kg/s] This is specified by the cooler
manufacturer.

Flow resistance on air side [mbar] Comprises the cooler network resistance
(manufacturer data) and the installation
resistance (call included 2 mbar). Required for
the fan design, for example.

Air inlet temperature at the cooler network

Heating in respect to the external temperature reduces the operating limit, prevent heating.

Air flow direction cooler  engine Suction cooling

Air flow direction engine  cooler Pressure cooling: Note heating of the air due to
engine, alternator dissipated heat of approx.
8°C - 12°C

Coolant drain Provide drain option on the cooler and at the

lowest position in the cooling system

If the cooling system is provided by the OEM, please keep the following data ready for the
engine acceptance:

 Cooler manufacturer
 Cooler designation/ type
 Permissible operating pressure
 Liquid volume of the liquid cooler
 Cooler support provided?

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2.3.3 Supporting the liquid cooler

Sometimes proven, standard coolers in baffle plate or lamellar design are used, primarily for vehicle
engine use.

These coolant coolers are not suitable for withstanding external forces over a longer period without
damage owing to their design. Although these coolers are manufactured in reinforced versions for
industrial engine applications, it remains necessary to protect the coolers against excessive vibrations
and impact loads.

The coolant coolers must therefore be installed via elastic bearing elements and also supported via
elastic bearing elements against the frame.

In borderline cases, an intermediate bearing of the cooler via a torsional rigid frame can also be
necessary, which is suspended elastically in the working machine. The cooler is then also mounted
elastically in the frame. This ensures that no impermissible forces act on the network of the cooler and
the end boxes.

The lines to the cooler must also be connected elastically so that forces via pipes into the cooler are
prevented. An elastic decoupling of the engine and cooling system is also provided.

The cooler technical company must be contacted in respect to the requirements and design forms of
the cooler bearing elements.

A schematic setup of a cooler bearing element is shown in the following figure.

1. Druckscheibe / Upper plate

1

2. Formscheibe / Moulded
3 plate
2

3. Gummielement / Rubber
element

5 4. Distanzstück / Spacer
4

5. Kühler / Radiator

6. Rahmen / Chassis

Fig. 2-4 Schematic setup of a cooler bearing element

If the cooler bearing is provided by the OEM, please keep the following data ready for the
engine acceptance:

 Type of cooler bearing

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2.4 Additional coolers

All relevant data for the installation of additional coolers is indicated in this section.

At the moment the applications of an additional cooler is not provided in standard

program for industrial engines. Please contact the DEUTZ-head office.

2.4.1 General

Additional coolers refer to those cooling devices which are integrated in the engine cooling circuit. This
includes, for example, converter and retarder oil coolers.

As a result of the higher oil temperature level for converters and retarders (apart from hydrostatic
transmissions), a sufficiently great temperature difference results for the temperature and engine
coolant, which justifies an operation of such additional coolers in the circuit of the engine coolant? See
the section 2.4.2 Design of additional coolers in the engine cooling circuit.

2.4.2 Design of additional coolers in the engine cooling circuit

Additional coolers for converters and retarders must be located in the coolant main flow of the engine,
as these additional coolers require a high coolant flow. This coolant flow corresponds to the normal
delivery rates of the liquid pumps used in the engines.

To make sure that the permissible overall resistance of the coolant system between the engine is not
exceeded, the pipe resistance must be reduced by the amount of the resistance of these additional
coolers.
Tab. 2-5 Maximum permissible resistance for the additional coolers

Max. resistance of additional coolers (bar) admissible total resistance has to

be observed

In particular in retarder operation, if the engine only requires low cooling capacities, it must be ensured
that the coolant circuit is retained by the additional cooler (retarder oil cooler).

The additional cooler can be integrated in the coolant circuit before the engine inlet or after the engine
outlet.

If installing the additional cooler, an open-blocked thermostat instead of the controlled thermostat must
be used for the engine and a line thermostat installed between the engine outlet and liquid cooler inlet.
To ensure the coolant flow for the additional cooler, the short-circuit line of the line thermostat is
connected between the liquid cooler outlet and additional cooler inlet. (see Figure below)

A corresponding engine thermostat and line thermostat is not included in the scope of
supply for DEUTZ Tier4 engines.

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1. Motor / Engine

2. Thermostat (offen blockiert)

7 / Thermostat (open blocked)
3. Kühlmittelpumpe / Coolant
1 2 6 pump
10 9
4. Schmierölkühler / Lube oil
cooler
5. Kühlmitteleintritt / Coolant
inlet

3 5 8 6. Kühlmittelaustritt / Coolant
outlet
7. Leitungsthermostat / Pipe
4 thermostat
8. Zusatzkühler / Additional
cooler

9. Flüsssigkeitskühler / Radiator

10. Kurzschlussleitung / Short-

circuit pipe

Fig. 2-5 Schematic installation of an additional cooler before the engine inlet

1. Motor / Engine

2. Thermostat (offen blockiert)

8 7 / Thermostat (open blocked)
3. Kühlmittelpumpe / Coolant
1 2 6 pump
9
4. Schmierölkühler / Lube oil
10 cooler
5. Kühlmitteleintritt / Coolant
inlet

3 5 6. Kühlmittelaustritt / Coolant
outlet
7. Leitungsthermostat /Pipe
4 thermostat
8. Zusatzkühler / Additional
cooler

9. Flüsssigkeitskühler / Radiator

10. Kurzschlussleitung / Short-

circuit pipe

Fig. 2-6 Schematic installation of an additional cooler after the engine outlet

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2.5 Compensation tank

All relevant data in respect to the compensation tank (compensation tank - ABH) is indicated in this
section.

2.5.1 General

The high power density of modern DEUTZ diesel engines can be represented with lower coolant
expenditure, insofar as a high coolant flow rate is ensured with the greatest absence of bubbles. Such
a good ventilation or degassing of the coolant circuit can only be attained by a compensation tank with
bypass flow, which can be located separately or in the upper cooler end box.

A correctly designed compensation tank in a closed coolant circuit fulfills the following tasks:

 Compensate volume change to the coolant by temperature

 Compensate possible losses in the cooling system
 Avoidance of cavitation at the coolant pump
 Remove air from the venting lines
 Separate air bubbles from the cooling system
 Ensure cooling system pressure via radiator cap
 Monitoring the coolant level

The compensation tank must be filled with coolant up to 50%. The remaining air space absorbs the
coolant expansion upon heating.

The compensation tank should normally always be located above or at least at the height of all
coolant-carrying lines. In the case of an angled engine position, it must be ensured that the coolant
level in the compensation tank is above the highest engine profile. The coolant level monitor must also
be installed so that normal operating angled positions do not lead to a warning.

Tightly dimensioned compensation tanks lead to high system pressure and must be secured against
coolant escape with a corresponding higher opening pressure of the valve in the radiator cap.
Nevertheless, this presupposes corresponding compression strength of the cooler.

Over-dimensioned compensation tanks lead to a low system pressure and can result in damage to the
coolant pump.

2.5.2 Line connections at the compensation tank

As a rule, the following lines must be routed to the compensation tank:

 Compensation line, see section 2.5.3.2

 Cooler venting line, see section 2.5.3.3
 Additional cooler venting line, see section 2.5.3.3
 Engine venting line, see section 2.5.3.4

The line connections must be made at the separate compensation tank as follows.

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1. Einfüllung mit
2 1 Belüftungsventil / Filling with
breather valve
2. Überlauf / Overflow
3 4 9 10 6 3. Bohrung im Befüllstutzen /
Bore in the filling socket
4. Kühlmittellevel / Cooling
level
7
5. Ausgleichsleitung /
Compensating line
B 6. Entlüftungsleitung Motor /
Venting pipe of the engine
A
7. Entlüftungsleitung Kühler /
8 Venting pipe of the radiator
11 8. Drossel / Throttle
5 9. Niveauüberwachung / Level
monitoring
10. Empfohlene Verlegung/
Distanz / distance Länge / length Recommended laying
A So groß wie möglich/ as large as possible 11. Entlüftungsleitung vom
Zusatzkühler / Venting pipe of
B 20 - 40 mm additional cooler

Fig. 2-7 Line connections at the separate compensation tank

The line connections must be made at the cooler-integrated compensation tank as follows.

1. Einfüllung mit
Belüftungsventil / Filling with
2 1 breather valve
6 4 7
2. Überlauf / Overflow
8
3. Kühler / Radiator
5
4. Kühlmittellevel / Cooling
9 level
3
5. Ausgleichsleitung /
Compensating line
6. Entlüftungsleitung Motor /
Venting pipe of the engine
7. Entlüftungsbohrung Kühler /
10
Venting bore of the radiator
8. Niveauüberwachung / Level
monitoring

9. Kühlereintritt / Radiator inlet

10. Kühleraustritt / Radiator

outlet

Fig. 2-8 Line connections at the cooler-integrated compensation tank

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2.5.3 Design of the compensation tank and lines

2.5.3.1 Design data of the compensation tank

The data in this section and the notes under 2.5.1 Compensation tank General must be observed for
the design of the compensation tank.

For the calculation of the total coolant volume see 2.1 Engine Cooling System General.
Tab. 2-6 Design data of the compensation tank

Total volume of the compensation tank

Total coolant volume up to 20 liters 30% of the total coolant volume

Total coolant volume above 20 liters 20% of the total coolant volume

Position of the compensation tank

Position Above or at least at the height of all coolant-

carrying lines

Angled position Observe possible angled position, liquid level in

the compensation tank should always be above
the highest engine profile

Pressure protection of the compensation tank

Opening pressure for the maximum coolant +0,9...1,2bar rel. / -0,1bar rel. (Temp. 110°C)
temperature

Strength of the compensation tank

Temperature resistance 120 °C

Compression strength 2,0 bar rel.

Filler neck Should be continued to the "Max" level in the

tank and provided with a bore of  3 mm in the
centre. (s. Fig. 2-7)

Level monitoring Install level monitoring in the compensation tank,

see 2.5.4 Coolant level monitoring.

Compensation line connection See 2.5.3.2 Design of the compensation line

Cooler venting line connection See 2.5.3.3 Design of the venting lines from the
cooler

Engine venting line connection See 2.5.3.4 Design of the venting line from the
engine

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2.5.3.2 Design of the compensation line

The following data in this section and the notes under 2.5.1 Compensation tank General must be
observed for the design of the compensation line.
Tab. 2-7 Design data of the compensation line

Compensation line

Connection at the compensation tank Centrally at the lowest point so that no air can be
sucked in at angled positions.

Type of routing Always route compensation line as rising

Internal diameter of the compensation line* 22mm

*) This makes the filling process easier, especially if the compensation line is still located directly
below the filler neck. If this is not possible for design reasons, the following note on the line
arrangement must be observed:

If the nominal width indicated cannot be complied with in individual cases, it is necessary to check that
a minimum pressure of +0.3 bar predominates upstream of the coolant pump at approx. 95°C coolant
temperature (thermostat opened).

TCD 3.6 Agri Engines only

If the compensation line is connected it has to be observed that the engine wiring located at this
position will be put around the compensation line from outside. The engine wiring must not be placed
between compensation line and engine block to avoid damages by overheating.

2.5.3.3 Design of the venting lines from the cooler

The following data in this section and the notes under 2.5.1 Compensation tank General must be
observed for the design of the venting line from the cooler.

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A throttle must be provided in the venting line from the cooler to the compensation tank.

Coolant pipes which go to the radiator and lie higher than the radiator are must be vented separately.
However, the venting lines from the radiator and the coolant line to the radiator can be merged
together. It should be noted that the jointed venting routed to the compensation tank as rising.
Tab. 2-8 Design data of the venting lines from the cooler

Venting lines from the cooler

Connection at the compensation Arrange lines as far away from the compensation line as
tank possible so that the water/air mixture is not sucked in
again.

Always connect below the coolant level at the

compensation tank; prevents coolant from being sucked
out of the cooler when the thermostat is closed.

Type of routing Always route venting lines as rising

Diameter of the venting line DN 6mm

Diameter of throttle DN 2mm

2.5.3.4 Design of the venting line from the engine

The following data in this section and the notes under 2.5.1 Compensation tank General must be
observed for the design of the venting line from the engine.

The ventilation pipe of the engine must be connected to the expansion tank.

In the case of engines with exhaust gas recirculation coolers (EGR coolers), the venting line of the
EGR cooler can be routed with the venting line from the engine and can connected as a line at the
compensation tank.
Tab. 2-9 Design data of the venting line from the engine

Venting lines from the engine

Connection at the compensation tank Arrange lines as far away from the compensation
line as possible so that the water/air mixture is
not sucked in again.

Always connect above the coolant level in the

compensation tank; prevents the engine
ventilation from becoming blocked during filling.

DEUTZ recommends routing the venting line

introduced above the coolant level internally

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under the coolant level.

Type of routing Always route venting lines as rising

Diameter of the venting line DN 6mm

Diameter of throttle DN 2mm

2.5.4 Coolant level monitoring

The coolant level monitoring in the compensation tank via a level monitor protects the engine from
damage due to a lack of coolant.

An unrecognized lack of coolant can result in total damage to the engine.

The coolant level must be monitored in the compensation tank.

The coolant level is monitored via the engine control unit. The level monitor provided for this must be
procured via the DEUTZ scope of supply. The monitoring strategy saved in the engine control unit is
defined as part of the DEUTZ scope of supply.

Alternatively to this, the coolant level can be monitored via the vehicle control of the OEM.
Nevertheless, the full responsibility is with the OEM for this type of monitoring.

See the figure below for the dimensions and functional description of the level monitors provided in the
DEUTZ scope of supply.

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1. DEUTZ Niveauwächter /
2
DEUTZ level sensor
1 2. Anschluss / Connector
DIN72585-A1-3.1-Sn/K1

3. Schaltpunkt / Switch point

3 4. Funktionsdiagramm /
Functions diagram

5. Eingetaucht / Over level

5 6 5

4 6. Ausgetaucht / Under level

7 7. Ausgang EIN / Output ON

8 8. Ausgang AUS / Output OFF

9 9. Meldeverzögerung / Delay
time

Fig. 2-9 Representation of the coolant level monitor

The installation level of the DEUTZ level monitor is freely selectable. DEUTZ recommends a vertical or
horizontal installation position owing to the definite switching points.

There is a risk of destruction if connecting minus potential to the signal connection of

the probe and plus potential to the minus connection of the probe.

Further technical data can be found in the sales drawings.

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2.6 Heating system

All relevant data for installation of the heating system is indicated in this section.

2.6.1 General

The heat content of the coolant is used for heating driver’s cabs or passenger compartments in the
case of liquid-cooled DEUTZ diesel engines. As a rule, two variants are available for integration of the
heating heat exchanger in the coolant system.

In the case of direct heating, the engine coolant is routed directly to the heating heat exchanger and
the heat dissipated directly to the surroundings. Convectors or coolers with ventilators are
recommended on this type of heating design.

Alternatively, the engine heat can be routed into a separate heating circuit with heating heat
exchanger via an intermediate heat exchanger, a so-called transfer cooler. This type of heating system
is designated as indirect heating. The advantage of this heating design is that the engine cooling
system is not damaged in the event of heating leaks.

The engine liquid volumes listed in the following table are available for the heating device at maximum
rated speed. The accepted engine liquid volumes for the heating system may not be exceeded, as
otherwise the coolant supply for the engine can be put at risk. If necessary, the maximum coolant
circulation volume must be limited by an additional throttle in the heating circuit.
Tab. 2-10 Max. permissible coolant extraction for the heating system

Engine Max. permissible coolant Coolant extraction applies for

removal for the heating the following engine speed
system

TCD 3.6 L4 18 l/min at rated speed

If the heating system is operated with greater water volumes than the values indicated, the heating
system must be routed directly into the main water circuit of the engine. The engine must be equipped
with a line thermostat for this.

The necessary coolant flow rate for the SCR system (DEF injector cooling and DEF
tank heating) is not included here. These values have to be adding on (around 10 l/min
during defrosting mode).

Alternatively, DEUTZ recommends the use of an additional heating device, see section

dditional heating devices.

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2.6.2 Connections of the heating system

The connections of the heating system are shown in this section.

1 1. Vorlauf Kabinenheizung /
Inlet Line Cabin Heating

2. Rücklauf Kabinenheizung /
Return Line Cabin Heating

Abb. 2-10 Anschlüsse des Heizungssystems am TCD 3.6 L4

Further technical data can be found in the sales drawings.

2.6.3 Design of the heating system

2.6.3.1 Design of the heating pipes

Pipes with the diameters indicated must be used. In addition to this, they may not exceed the
maximum length indicated.
Tab. 2-11 Design data of the heating pipes

Pipe diameter, Internal 16mm - 20mm

Max. length of the pipes 10 m

DEUTZ Application Engineering must be consulted in the case of pipes over

10m.

2.6.3.2 Design of the heating heat exchanger

A heating heat exchanger is not included in the scope of supply of DEUTZ. Technical companies must
therefore be utilized for the design of heating heat exchangers including hot air fans.

When dimensioning the hating heat exchanger, it must be ensured that the dissipated heat amount via
the heating heat exchanger does not affect the operating temperature of the engine.

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If a heating heat exchanger is installed in a position above the engine, ensure careful ventilation when
filling the coolant circuit or provide a venting line to the compensation tank at the highest point.

The cooling system pressure must be adapted accordingly via the opening pressure of the radiator
cap valve in the compensation tank.
Tab. 2-12 Design data of the heating heat exchanger

Max. temperature reduction between heating system inlet and outlet 30 °C

Max. pressure loss via the heating system unavailable

2.6.4 dditional heating devices

An additional heating device is not included in the scope of supply of DEUTZ. The manufacturer or a
technical company must therefore be utilized for the design of the additional heating device.

Additional devices, also referred to as engine-independent heating, allow the driver's cab or
compartments to be heated while the engine is at a standstill.

To prevent an overheating of the engine, the additional heating device has to switch off not later than
reaching the thermostat opening temperature.

The additional heating device must be integrated in the coolant circuit of the heating system.

The manufacturer's instructions must be followed when installing an additional heating

device.

Manufacturers or providers of such additional heating devices are listed in the Appendix under 12.2
List of Manufacturers.

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2.7 Coolant lines and fittings

All relevant data in respect to the coolant lines and fittings is indicated in this section.

2.7.1 General

The flow resistance of pipes and fittings (cocks, valves) affects the delivery capacity and delivery
pressure in the engine cooling system. The line resistance as well as the type of line routing, for
example pipe manifolds, radii of the pipe manifolds, must therefore be determined carefully. DEUTZ
recommends making the coolant lines of the engine cooling system as short as possible in the case of
engine-external cooling systems.

2.7.2 Line design

The diameters of the coolant lines are specified by the engine-side connections of the cooling system,
for this see section 2.2 Connections of the engine cooling system. Engine-side connection diameters
less than those stated are not permissible.

The permissible resistance of the coolant lines results from the total resistance of the engine cooling
system. The permissible resistance can be found in the cooler design data, for this see section 0

Design of the liquid cooler.

Standard steel pipes (seamless, not galvanized) must be used for the coolant lines. These must be
descaled inside after bending and welding work (pickling, flushing). The pipes must be provided with
beads according to DIN 71550 at the pipe ends, in order to establish a permanent and tight rubber
sleeve connection.

The coolant lines require an elastic decoupling from the engine. The decoupling must be made by
rubber sleeves between the engine and coolant lines. If combinations of rubber sleeves are used,
these must be arranged parallel to the crankshaft, if possible.

Alternatively to steel coolant lines, correspondingly formed rubber molded parts can be used as
coolant lines. The advantage of using rubber molded parts is the positive properties in respect to the
radial or axial length compensation.

Manufacturers or providers of such rubber molded parts are listed in the Appendix under 12.2 List of
Manufacturers.

As a rule, the requirements of DIN 73411-1 and DIN 73411-2 apply for all lines carrying coolant.

The following requirements also apply for the coolant lines:

Tab. 2-13 Design data for the coolant lines

Temperature resistance -40 °C - +125 °C

Compression strength 6 bar

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2.7.3 Line routing

When routing the lines, it must be ensured that no air cushions can form in the coolant system.
Alternatively, venting lines to the compensation tank must be provided at the relevant points. The
venting lines must always be routed as rising, see section 2.5.3.3 Design of the venting lines from the
cooler.

The coolant lines must always be supported at sufficient spacing. DEUTZ recommends providing a
holder from a line length of 500 mm.

2.7.4 Line clips

The transitions of the lines in the coolant system must be permanently tight in design. High-quality
single-part hose clips are stipulated according to DIN 3017-1, DIN 3017-2 or DIN 3017-3 for the
permanently tight design.

Manufacturers or providers of such hose clips are listed in the Appendix under 12.2 List of
Manufacturers.

Fig. 2-11 Line clips of the engine cooling system

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2.8 Fans

All relevant data in respect to the fans is indicated in this section.

2.8.1 General

DEUTZ AG provides various fans for cooling systems corresponding to the scope of supply.

The air volumes flowing through in relation to the delivery resistance and fan speed vary depending on
the fan and mounting option of the fan.

If fans are obtained by technical companies, the relevant technical data must be clarified with DEUTZ
AG and the cooler manufacturer for the design.

The design data for the engine cooling system and combustion air system must be observed when
designing controlled fans. The air requirements for the engine compartment ventilation must also be
considered.

2.8.2 Fan mounting options

The fan mounting options vary depending on the engine series. See the individual sections regarding
whether the mounting options are permissible or not.

2.8.2.1 Fan mounting on bearing block

In compliance with the conditions for each engine series the fan mounting on the
bearing bracket is allowed.

For higher fan outputs and variable fan systems, DEUTZ provides a bearing block for mounting a belt-
driven fan mount on the engine. The belt drive is basically equipped with a tensioning pulley.

Suction fans and pusher fans can be mounted.

Available mounting heights and gear ratios of the fan bearing block can be found in the DEUTZ scope
of supply.

Fans without viscous coupling may be mounted when installing fans on a bearing block. If thermal
control via viscous coupling is desired, viscous couplings can also be used taking into account the
transferable fan torques.

The installation limit values for the relevant engine series can be found in the TIS under Engine Series,
Accessories list, coolant pump and permissible Loading of the Separate Fan Bearing.

If the necessary information is not available, the responsible technical sales support must be
contacted.

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2.8.2.2 Fan mounting on coolant pump

The 3.6 engine is designed for a fan mounting on the coolant pump.

For limited fan outputs and variable fan systems, DEUTZ provides the mounting option on the coolant
pump for a belt-driven fan in the engine. The belt drive is basically equipped with a tensioning pulley.

Suction fans and pusher fans can be mounted.

The available mounting height and the gear ratio of the fan mounting on the coolant pump can be
found in the DEUTZ scope of supply.

Only fans without viscous coupling may be mounted when installing fans on a coolant pump.

The installation limit values to be complied with the for the relevant engine series can be found in the
TIS under Engine Series, Accessories list, coolant pump and Permissible Loading for Fan Mounting on
the Coolant Pump.

If the necessary information is not available, the responsible technical sales support must be
contacted.

2.8.2.3 Fan mounting on crankshaft

In compliance with the conditions for each engine series the fan mounting on the front
crankshaft is allowed.

The fan can be mounted on the crankshaft for fan speeds corresponding to the engine speed. The
power take-off for the fan mounting on the crankcase is realized by direct fixed drive of the crankcase.

Suction fans and pusher fans can be mounted.

The fan mounting on the crankcase must always be made via a viscous coupling or correspondingly
designed elastic coupling.

Extra attention must be paid to the fan mounting and the design of the fan, as the fan mount is
exposed to corresponding forces as a result of wobbling movements at the front end of the crankshaft
and speed irregularities.

DEUTZ Application Engineering must be consulted for a technical torsional vibration evaluation of the
fan mount.

2.8.2.4 Fan mount on raised fan power take-off

The 3.6 engine series is not designed with a high-mounted fan drive.

Suction fans and pusher fans can be mounted.

Available gear ratios of the fan mount on a raised fan power take-off can be found in the DEUTZ
scope of supply.

The fan mount must always be realized via a viscous coupling or a fan with elastic coupling must be
used.

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2.8.2.5 Fan mount, engine-remote

In compliance with the conditions for each engine series the engine remote fan
mounting is allowed.

In the engine-remote arrangement of the cooling system comprising fan and cooler, the fan is driven

 mechanically via V-belt directly from the engine

 mechanically directly or via V-belt of the auxiliary power take-off at the gear
 via hydraulic motor or electric motor

Fans and coolers form a unit with the frame, which is mounted on a subframe, which usually bears the
bearing block for the fan.

Technical companies must be utilized for the design in the case of the mechanical design of the
engine-remote fan mount. The guide values to be complied with for the fan bearing load are to be
obtained from the relevant manufacturer.

The permissible bending moments must be complied with for the power take-off at the front crankshaft
end of the engine via belt power take-off. See section

Power take-off on side opposite flywheel.

The Fan is designed to be mounted directly to the hydraulic motor or electric motor (230V stationary
system). DEUTZ recommends this solution for cooling units that are located away from the motor.

2.8.3 Fan variants

DEUTZ provides suction fans and pusher fans according to the scope of supply.

When using a pusher fan, the cooling air is preheated as a result of the cooling air extraction from the
engine compartment. The use of a pusher fan must therefore be taken into consideration for the cooler
or fan design.

When using a controlled fan variant, it must be ensured that the requirements for Tier 4 engines are
observed. The specifications can be obtained from chapter 2.8.3.

The technical data of the fans provided by DEUTZ can be provided via the technical sales support of
Application Engineering.

When using a fan provided by the customer or OEM, different flange images are available
corresponding to the scope of supply.

The dimensions and geometries of the flange images for the relevant engine series can be found in
the TIS under Engine Series, Accessories list, coolant pump and Fan Flange Image.

If the necessary information is not available, the responsible technical sales support must be
contacted.

2.8.4 Fan couplings

DEUTZ provides fan couplings according to the scope of supply.

The use of uncontrolled, controlled and electric viscous couplings is permissible for suction fans.

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The use of uncontrolled and electric viscous couplings is permissible for pusher fans. A temperature
controlled variant with a clutch is not permissible for pusher fans.

An inadequate engine cooling can lead to damage due to engine overheating.

Advantages of controlled and electrical viscous couplings:

 Control of the cooling air flows in line with requirements

 Especially efficient supply of cooling air
 Minimization of the power input
 Reduction in the fuel consumption
 Temperature of the cooling water is kept in the optimum range
 Protection against engine overheating
 Minimization of noise development
 Less environmental pollution

As a rule, viscous couplings must be designed according to the manufacturer data. The maximum
permitted transferable torque for the viscous coupling in relation to the fan speed and power must be
complied with here.

2.8.5 Cooler-fan-engine connections

All relevant data in respect to the cooler-fan-engine connections is indicated in this section.

2.8.5.1 Fan arrangement to the cooler

In an optimally designed cooling system, coolers and fans are connected via a sheet metal plate in
short construction, also referred to as frame or hood. The fan sucks or pushes the cooling air through
the cooler network via the sheet metal duct.

A. Abstand Kühler-Lüfter /
Distance radiator-fan

B. Breite des Kühlers /

Wideness of the radiator

D. Durchmesser Lüfter /
Diameter of the fan

H. Höhe des Kühlers / Highness

of the radiator

SP. Spaltmaß / Clearance

AK. Wirksame Kühlerfläche /

Effective radiator surface

AD. Wirksame Lüfterfläche /

Effective fan surface

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Fig. 2-12 Arrangement of the fan to the cooler

The ratio of effective cooler surface and effective fan surface should correspond to the following value.

𝐴𝐾
= 1,5 , 𝑏𝑧𝑤. < 1.8
𝐴𝐷

The larger the distance A between the cooler and fan the more favorable the air admission to the
cooler network and the noise emission of the fan. The distance A for the above ratio should be 20 to
50 % of the air diameter D. DEUTZ recommends complying with a minimum distance of 100 mm.
Distance A must be selected larger in the case of an eccentric arrangement cooler-fan.

In the case of elastic motor bearing and fan without fan ring, the connection to the cooler-fixed frame
can only be realized with an adapted radial gap SP. The radial gap SP should be 2 to 3% of the fan
diameter D, whereby the dimension 15 mm must not be less than that indicated, in order to prevent
the fan from colliding with the frame during engine movements (startup process, shutdown process).

2.8.5.2 Fan arrangement to the engine

The installation space in an axial direction between the engine and viscous coupling or fan edge
should be kept free for acoustic and cooling system reasons. DEUTZ recommends a minimum
distance of 20 % of the fan diameter D for suction fans and 50 % of the fan diameter D for pusher fans.

This distance dimension can be varied depending on the installation situation, cooler and fan size.

2.8.5.3 Fan with engine-fixed fan ring

For the fan output, it is crucial how small the radial gap dimension between the fan external diameter
and cooling air guide or frame can be dimensioned. The smaller the radial gap dimension, the better
the effect on the fan output.

To be able to dimension the gap size minimally but not restrict the fan movement, so-called fan rings
are used for suction and pusher fans. The fan operates in a sheet metal ring with minimum ring gap of
SP = 5 mm. This so-called fan ring is rigidly mounted on the engine and is formed correspondingly
with a ring flange in order to provide an elastic connection with enough contact surface.

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1. Motor / Engine

2. Kühler / Radiator
2
7
1 5
3. Lüfter / Fan

4. Elastisches Motorlagerung /
Elastic engine mounting

5. Lüfterring / Fan ring

4

3 6. Faltenschlauch / Accordion
hose
6
8 7. Zarge am Kühler / Border on
the radiator

8. Lagerung Kühler / Radiator

mounting

Fig. 2-13 Fan with engine-fixed fan ring

2.8.5.4 Axial position of the fan in the hood

Constricted installation conditions normally require a short construction of the drive unit, i.e. the fan
and cooler must be located as close as possible to the face of the engine. This results in a relatively
high resistance on the discharge flow side. This resistance can be reduced if the blades of the fan do
not operate in the full width in the cylindrical part of the cooler-fixed frame. The same applies for the
fan ring. The distances to be complied with can be seen in the figure below.

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1. Sauglüfter / Suction fan

2. Drucklüfter / Pusher fan

Fig. 2-14 Axial position of the fan in the hood

2.8.5.5 Cooler-fan-connection with shielded fan

The blade ends are fixed to a guide ring in the shielded fans. The guide ring has an inlet radius whose
contour moves without contact in an adapted gap. This brings the flow to the system and conveys
more air.

1. Mantellüfter / Ring fan

3 2

2. Düsenmantellüfter / Nozzle
ring fan

3. Einlaufdüse / Inlet nozzle

Fig. 2-15 Cooler-fan-connection with shielded fan

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2.9 Fan Control

2.9.1 Area of Application

This specification applies for the following engines of emission level Tier 4f:
D / TD / TCD 2.9 DOC
D / TD / TCD 2.9 CRT
TD 3.6 DOC
TCD 3.6 DOC-SCR
TCD 3.6 CRT-SCR
TCD 4.1 CRT-SCR
TCD 6.1 CRT-SCR
TTCD 6.1 CSF-SCR
TCD 7.8 CRT-SCR
TTCD 7.8 CSF-SCR
TCD 12.0 SCR-SCR
TCD 16.0 SCR-SCR

The fans of these engines are allowed to be operated with bitmetal clutches, electronic visco clutches
and hydraulic control systems. Deutz offers fan control systems with visco clutch and fan for TCD 6.1
(160kW; 2000U/min – 2300U/min).

Where applicable the following specifications have to be observed.

2.9.2 Certification of Deutz Engines

For certification of Deutz engines an uncontrolled fan is used. The dimensioning of the cooling system
is dependent on the rated power and speed. The charge air cooler has to be designed for 50°C charge
air temperature at standard conditions (Ambient Temperature 25°C / Ambient Pressure 1000hPa).

Every machine manufacturer, using Deutz engines in his machines which meet the emission standard
according to EU RL 97/68/EG Stage III B / IV and EPA non- road 40 C.F.R. Part 1039 TIER 4 interim
and TIER 4 has to meet the following requirements with the cooling system.

2.9.3 Designing of Cooling System with controlled Fan

2.9.3.1 Coolant Temperature

The coolant cooler has to be designed for a coolant temperature of 95°C (TCD 12.0 and 16.0: 88°C) at
rated power and standard conditions (Ambient Temperature 25°C / Ambient Pressure 1000hPa).

A control strategy has to have a coolant temperature set point of 95°C (TCD 12.0 and 16.0: 88°C).

2.9.3.2 Charge Air Temperature

The charge air temperature is measured between charge air cooler outlet and engine inlet. The
measuring point should be as close as possible to engine inlet if possible.

The charge air cooler has to be designed for a charge air temperature of 50°C at rated power and
standard conditions (Ambient Temperature 25°C / Ambient Pressure 1000hPa). This correlates with a
charge air heating of 25°C compared to ambient.

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The cooling system and the fan control have to meet the following conditions:

1. If the charge air temperature is below 50°C, the charge air heating maybe above 25°C.
2. If the charge air temperature is above 50°C the charge air heating must be below 25°C.

These conditions can be met if the charge air temperature is considered via an additional sensor in the
fan control. The additional sensor has to be mounted in the customer pipes between charge air cooler
outlet and engine inlet.

At the engine series TCD 12.0 and TCD 16.0 an EGR-System is not present. Thus the fan control
strategy may use the charge air temperature from the Customer-CAN. An additional sensor does not
need to be installed.

If an additional temperature sensor is not wanted the coolant cooler and charge air cooler have to be
designed in order to fulfill the above mentioned conditions for charge air temperature and charge air
heating while the engine is operated with a controlled thermostat and active fan control.

This design is realized if the coolant reaches 95°C (TCD 12.0 and 16.0: 88°C) and the charge air 50°C
at rated power and standard conditions. If the coolant cooler is bigger in order to reach less than 95°C
(TCD 12.0 and 16.0: 88°C) at rated power and standard conditions the charge air cooler has to be
enlarged as well to meet the conditions mentioned under 1. and 2.

The combustion air temperature has to be considered in the fan control for component protection
purposes as well. It is a mixture of charge air and EGR which is measured in the engine intake
manifold with a DEUTZ temperature sensor. The current charge air temperature is available on the
Customer-CAN. The thresholds can be looked up in TIS. In case of rising charge air temperature the
fan speed has to be increased as well to avoid errors due to high charge air temperatures and the
respective system reactions.

2.9.3.3 Admissible Pressure Loss of the Charge Air System

The flow through the charge air cooler and pipes with compressed combustion air results in a certain
pressure loss which must not exceed the threshold. The threshold can be looked up in TIS.

2.9.3.4 Customer Temperature

The control strategy of the fan may consider further temperatures of the customer such as the
hydraulic oil temperature. The influence of these temperatures may only be taken into consideration if
they request a fan speed which is higher than the fan speed request of the coolant or charge air
temperature.

2.9.3.5 Fan Speed

The fan speed must be able to vent the engine compartment to avoid an overheating of the engine
components. Thus the fan must not be switched off completely (standstill) but has to be operated with
a minimal speed. This minimal speed has to be investigated by customer tests.

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2.9.4 Sign Off Test

2.9.4.1 Engine Operating Point

The fan control strategy has to ensure that the system works at the following points. The fan has to be
operated with max. fan speed.

 Rated Power
 Max. Power (Agricultural Engines)
 Max. Torque if relevant

Other engine working points are not relevant.

2.9.4.2 Additional Coolers

The charge air cooler has to be the first cooler flown by the cooling air. If additional coolers are
mounted in front of the charge air cooler such as coolers for air conditioning or fuel the influence on
the charge air temperature has to be considered. Therefore these systems have to emit the max.
power if possible via the coolers in order to evaluate the influence on the charge air during sign off test.

2.10 Cooling air guide

All relevant data in respect to the cooling air guide is indicated in this section.

2.10.1 General

Several general points must be observed so that the cooling system, comprising fan and cooler, can
perform its cooling output.

Only fresh air from the surroundings, never hot exhausts air or exhaust gas, may be sucked in as
cooling and combustion air. A cooling air heating by hot air short-circuit must be prevented.

The loss of cooling air volume by throttling the supply and exhaust guide must be avoided. Throttling in
the supply and exhaust of the cooling air must be extensively prevented owing to the low capacity
levels of fans.

Throttling and heating of the cooling air can have a joint effect in the cooling output performance of the
cooling system. A drastic reduction in the application limit temperature of the engine can be the result.

The duct orifice of the cooling air guide must be located so that no snow, rain or splash water can
penetrate if possible. If necessary, a water drain must be provided.

The cooler network of the cooler must be protected against mechanical damage.

2.10.2 Heating of the cooling air

A heating of the cooling air must be avoided in all operating states of the engine.

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In the case of liquid-cooled engines, a heating of the cooling air causes a cooling output reduction in
the cooler. The result is a reduction in the application limit temperature of the engine without
restrictions on the engine load. The engine reaches the warning limit for the coolant temperature
prematurely.

In the case of a cooling system with suction fan, a preheating of the cooling air from 5 to 10 °C should
be considered in the design of the cooling system.

In the case of a cooling system with pusher fan, a preheating of the cooling air from 10 to 15 °C by
engine radiation must be considered in the design of the cooler or fan dimensioning.

If the heating rates cannot be reduced by technical installation measures, the cooling output of the
cooling system can alternatively be increased by the following measures

 Increasing the fan or blower speed

 Larger fan
 Larger cooler

However, such measures entail additional power requirements, which is lost from the net flywheel
performance.

The heating of the cooling air is examined as part of the Technical Measuring Examination, see
section Measuring Installation Examination.

2.10.3 Supply and exhaust air guide for the cooling air

A strict separation of cold and hot air spaces must be provided for the supply and exhaust
air guide.

The reintroduction of hot engine exhaust air due to suction must be avoided when setting up the
cooler system. An effective sealing of the cooler pack from the engine compartment is necessary for
this. The exhaust air guide must also be designed in such way that hot exhaust air cannot find its way
into the cooling air intake area.

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3 1. Kühler / Radiator
2
1

4
 2. Lüfter / Fan

3. Großer Radialspalt am Lüfter

/ Large radial clearance on fan

5 4. Keine Trennwand / No
partition
2
1

6
 5. Kleiner Radialspalt am Lüfter
/ Small radial clearance on fan

6. Eingebaute Trennwand mit

Dichtung/ Fitted partition with
seal

Fig. 2-16 Design of the supply and exhaust air guide of the cooling air

The measures outlined above apply for cooling systems with suction and pressure cooling.

The coolers must be used with elastic sealing in a cut-out in the engine partition wall. Further hoods or
ducts can be connected at the partition wall or frame.

When dimensioning the supply and exhaust air guide of the cooling air, flow speeds from 3 to 8 m/s
are normal. Flow speeds of 5 to 8 m/s can be applied in the case of short air guides. The volume
change to the air must also be considered for hot air.

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Einseitige Zu- und Abströmung / One-side air

intake and discharge

T ≥ A: Saug- und Druckkühler / Suction and

pusher-type cooling
B≥A

Allseitige Zu- und Abströmung / All-side air

intake and discharge

T ≥ 0,2 x A: Saugkühlung / Suction-type

cooling
T ≥ 0,4 x A: Druckkühlung / Pusher-type
cooling
B≥A

Zweiseitige Zu- und Abströmung / Two-side air

intake and discharge

T ≥ 0,4 x A: Saugkühlung / Suction-type cooling

T ≥ 0,6 x A: Druckkühlung / Pusher-type
cooling
B≥A

Fig. 2-17 Example version of short supply and exhaust air guide

2.10.4 Cooling air filtration

In some application cases of the engines, it might be necessary to filter the cooling air owing to high
dust content e.g. during combine harvester use, during turnip or fish meal loading, slag heap
application or refuse dump use.

The filtration of the cooling air can result in the throttling of the cooling air volume, which has to be
considered in the design of the engine cooling system.

2.10.4.1 Rigid screen frame made from perforated plate

A perforated plate is mounted at the inlet cross-section of the cooling system with upstream supply air
guide for the purpose of coarse filtration.

Cooling air speeds of 2 m/s in the hold cross section of the perforated plate are to be adopted for the
design of the perforated plate cross section.

The size of the individual holes should be approx. 2 to 3 mm in diameter. The hole division should be 5
mm.

The arrangement of the perforated plate area must be made either standing vertically or tilted
outwards. The arrangement serves to ensure that dirt accumulations can fall off by their own weight.

2.10.4.2 Rotation screen

Rotation screens (drums) in front of the cooling surface of the cooler have the advantage that dirt
accumulations (blockages) can be avoided by centrifugal force acting on the circumference of the
perforated plate drums or rotation screens.

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The dimensioning of the perforated plates for rotation screens is the same as the rigid screen boxes
made from perforated plate.

The movement of the screen areas transverse to the air flow due to rotation can have a negative effect
on the cooling air throughput. Depending on the diameter and speed of the rotation screen,
circumferential speeds of 20 to 40 m/s are to be considered. A customer-end coordination of the
rotation screen to the engine cooling system is necessary.

2.10.5 Engine compartment ventilation

Permanent air temperatures above 100°C should not prevail at any point in the engine compartment.
The engine compartment must therefore always be ventilated sufficiently.

In the case of engines with open crankcase ventilation, the crankcase gases flow into the machine
compartment. Here it must be ensured that these crankcase gases containing oil do not flow onto hot
components or cooler areas.

2.10.5.1 Radiant heat of engine compartment

The air in the engine compartment or machine compartment is heated by the radiant heat of the
engine, the exhaust gas system, the power take-offs in the engine (e.g. alternator, transmission,
hydraulic pumps, compressors etc.) and possible additional devices (heating, hot water boiler etc.).

The engine radiant heat QMot is determined approximately via the formula indicated in Fig. 2-18
Calculation formula for engine radiant heat.

The alternators are usually cooled via integrated fans. The cooling air is extracted from the room and
returned to it.This alternator radiant heat QGen must be considered when designing the machine
compartment ventilation. The dissipated heat is calculated as indicated in Fig. 2-18 Calculation
formula for engine radiant heat.

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QMot = Motorstrahlungswärme /
Engine radiant heat

QGen = Generatorstrahlungswärme /
Generator radiant heat
QAux = Strahlungswärme
Zusatzeinrichtungen / Auxiliary
equipment radiant heat

QTotal = Gesamte Strahlungswärme /

Total radiant heat

P = Motorleistung / Engine power

be = spez. Kraftstoffverbrauch / Spec.

fuel consumption
HU = Kraftstoffheizwert / Fuel calorific
value
PGen = Generatorleistung / Generator
power
cos φ = Leistungsfaktor / Power factor
η = mech. Wirkungsgrad Generator /
Mech. effiency generator

Fig. 2-18 Calculation formula for engine radiant heat

2.10.5.2 Air volume requirement for engine compartment ventilation

The entire air volume requirement for ventilation of the engine compartment can comprise the
following points.

 Combustion air - insofar as the combustion air may be extracted from the room for thermal
reasons
 Cooling air for the engine cooler, for pusher fan
 Cooling air for the alternator
 Cooling air for the hydrostatic cooler air for additional consumer (compressor, heating...)
 Additional air for dissipation of the radiant heat

In the case of unit systems, the cooling air requirement of the alternators is usually taken from the
engine compartment. The data of the alternator manufacturer in respect to the maximum cooling air
temperatures must be observed for this.

The required air mass for ventilation of the engine compartment is derived from the following figure.

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MAir = Luftmasse / Air mass flow

VAir = Luftvolumen / Air volume

cp = spez. Wärmekapazität / Spec. Heat

capacity
∆T = zul. Temperaturerhöhung im
Motorraum / Perm. temperature rise
in engine room

ρ = Dichte Luft / Density air

Fig. 2-19 Calculation formula for air volume requirement in the engine compartment

The formulas indicated involve an idealized calculation, which does not consider the effect of the cold
machine compartment walls as well as floor and ceiling for the heat dissipation.

In many engine installations, the air flow of the axial fans of the cooling systems is used
simultaneously for the machine compartment ventilation. Here it is necessary to check the extent to
which the associated preheating of the air flow and the consequently reduced cooling capacity of the
cooler can be tolerated.

Normal preheating of the cooling air in the cooling systems with pushing fans can be found in the
section Heating of the cooling air.

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3 Combustion Air System

All relevant data and add-on variants for the combustion air system are described in this section.

Considerable attention must be paid to the combustion air system. The design and version must be
implemented carefully. This effort is necessary as more than 75 % of all cases of premature engine
wear are due to dust penetration.

3.1 General

Only fresh air may be sucked in as combustion air. It is to be taken from a dust-free, non-heated
environment.

On the untreated air side (combustion air lines to filter), large resistances mean a higher intake
negative pressure and entail shorter maintenance intervals in the case of paper air filters. The
negative pressure monitor (maintenance display) mounted at the filter pure air nozzle registers the
untreated air resistance.

Necessary redirections into the combustions air lines must be routed with flow-favorable pipe bends.

The choice of filtration type and filter size must be made corresponding to the operating load (dust
accumulation).

The ideal case, an air filter mounted directly on the engine without further lines, cannot usually be
realized. In some applications, it is necessary to house the air filters separately from the engine, e.g. if
there is a risk of heating in the compartment or a vibration hazard or for reasons of maintenance
friendliness.

1. Luftfilter / Airfilter
1
2 3
2. Unterdruckwächter / Service
indicator
4
3. Reinluftleitung / Piping of
the clean air
5

4. Staubaustrag / Dust
7 discharge

6
5. Faltenschlauch/ Ripped hose
5
6. Ladeluftleitung / Charge air
pipe

7. Ladeluftkühler / Charge air

radiator

Fig. 3-1 Schematic representation of the combustion air system

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3.2 Connections of the combustion air system

The connections of the combustion air system are shown in this section.

3 1. Verbrennungslufteintritt
Verdichter / Combustion Air
Inlet Compressor
2

2. Ladeluftaustritt Verdichter /
Charge Air Outlet Compressor
1

3. Ladelufteintritt Motor /
Charge Air Inlet Engine

Fig. 3-2 Connections of the combustion air system

The connection type and connection diameter vary depending on the engine series and engine variant.

Further technical data can be found in the sales drawings.

3.3 Intake air

All relevant data in respect to the air system between the ambient air and air filter inlet (untreated air
side) or between the air filter and engine inlet (pure air side) is shown in this section.

3.3.1 Lines

The combustion air lines are to have adequately dimensioned cross sections so that the permissible
flow resistances can be complied with. The connection diameter of the combustion air filter or the
diameter of the DEUTZ intake manifold applies as a starting point.

Self-supporting lines must be checked for vibration response corresponding to the installation and, if
necessary, supported on the vehicle frame or on the engine.

When using cast manifolds between the air filter and turbocharger, the pure air inlet must be designed
so that the weight of the cast manifold and the customer-end pure air lines is borne. The cast manifold
must be mounted aligned to the turbocharger connection so as not to overload the connection sleeve
between the turbocharger and cast manifold.

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The DEUTZ rubber manifold is not suitable as a decoupling element. A stress free
installation has to be observed, otherwise damages are programmed.

3.3.1.1 Line design

3.3.1.1.1 Steel pipes

Combustion air lines between the filter and engine (pure air lines) must be absolutely tight and
withstand the mechanical stresses due to engine vibrations and pressure pulsation. The requirement
also applies for the charge air lines between the turbocharger, charge air cooler and engine intake
pipe.

DEUTZ recommends seamless steel pipes as a line design. Welded sheet metal pipes are only
permissible if they are tightly welded and dressed on the inside. The inner surfaces must be clean as
well as free of welding beads, incipient rust, scales etc. (to be achieved through pickling, flushing) and
must be protected against corrosion.

DEUTZ recommends dip coating as a surface treatment of the inner and outer surface of the pipe.
Galvanized, yellow chromated, zinc-aluminum coating etc. is only permissible if the coatings are
permanently stable at the temperatures and pressures resulting.

Detachment of coatings can lead to engine or turbocharger damage.

Stove pipes, welted, point-welded or riveted pipes are absolutely impermissible.

The following must be observed to give the rubber sleeves or gusseted tubes on the pipe ends a
secure seat:

The connection ends are to be provided with a sealing bead according DIN 71550 (slip-on length of
the rubber part 35mm, hose clip position behind the sealing bead).

The connection ends of the pipes must be smooth, round and free of burrs. The weld seam must be
smoothed in the case of welded sheet metal pipes.

3.3.1.1.2 Plastic pipes

Intake air lines between the ambient air and air filter inlet (untreated air line) may be implemented as
plastic tubes. The permissible ambient temperatures, creep rupture strength and light effect of the
plastic tubes must be observed.

For the pure air line side (pipes between filter and engine), plastic tubes may not be used without prior
laboratory tests in respect to temperature / compression strength and resistance to vibrations. Such
laboratory tests are not carried out by DEUTZ.

3.3.1.1.3 Gusseted tubes

Gusseted tubes are installed for connecting two pipes vibrating against one another as a result of
engine movements. It must also be noted that engine movements can occur due to external impact
effects.

The main vibration direction should be transverse to the longitudinal axis of the gusseted tube.
Minimum spacing of the pipes 150 mm, maximum spacing without support 500 mm.

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The gusseted tube should be routed without pretension, straight or slightly bent. The pleats may not
touch one another because they would otherwise chafe against each other. In the case of highly-
elastic gusseted tubes with fatigue-resistant Teflon casing, slight pleat contact is permissible in a low-
dust environment - reference is made to the installation specifications of the hose manufacturer for this.

DEUTZ provides gusseted tubes in different variants. If using third-party makes, the DEUTZ -
specifications* H3482 – 2 apply for the procurement of gusseted tubes. Only use customer-specific
gusseted tubes after sufficient endurance testing.

* The DEUTZ specifications include:

Wall structure Two rubber layers with textile fabric insert

Layer 1 (inside) High-quality NBR rubber / Neoprene, 55 ± 5 Shore, lubricating oil resistant,
temperature resistant from -35°C to +110°C.

Wire spiral In case of gusseted tubes wire spiral embedded in layer 1. Fabric insert
wound around layer 1. The end pieces of the wire spirals are not in the
sleeve area of the gusseted tube.

Layer 2 (outside) Neoprene, 55 ± 5 Shore, lubricating oil and light crack resistant.

Negative pressure -0.2 bar at +110°C.

resistance

3.3.1.1.4 Rubber sleeves

Rubber sleeves only serve for connecting two pipes that do not manifest any movement to one
another and are aligned with one another. The rubber sleeves must also correspond to the material
requirements according to DEUTZ specifications, but without wire spiral. Spacing of the pipe ends 5 to
15 mm. The fabric insert is not necessary in the case of rubber sleeves from a wall thickness of 5 mm.

DEUTZ provides rubber sleeves in different variants. Sleeves or rubber hoses whose material
corresponds to the requirements of DEUTZ company standard H 3407 – 1 are to be used for the
connections of pipes in the untreated and pure air system (before and after air filter).

Temperature resistance: -40°C / +110°C

Overpressure resistance max. 1 bar (at 110°C)

Negative pressure - 0.1 bar (at 110°C)

resistance

Material Chloroprene rubber

Insert Textile insert

Resistance to light, ozone, fuel, lubricating oil

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3.3.1.1.5 Rubber molded parts

Rubber molded parts (e.g. transition pieces or manifolds) as joining elements in the air lines must also
correspond to the above DEUTZ specifications in respect to material quality, depending on the
location in the combustion air system.

Rubber molded parts in air intake lines (negative pressure) must correspond to DEUTZ supply
specification 0161 0093 US 8093-35, which specifies amongst other things:

Material Chloroprene rubber

Pressure resistance -0.1 bar at +110°C (absolutely tight here)

Constriction Maximum 10 % of the external diameter

Hardness 55 to 75 Shore A

Behavior in cold At -40°C the rubber molded part must be able to compress to half the
internal diameter without cracks or fractures forming.

Temperature resistance -40°C to + 110°C*

*The temperature resistance of a rubber molded part that is mounted on the turbocharger nozzle
(intake side) must be minimum +130°C.

Rubber molded parts are not suitable for absorbing relative movements of the engine, unless they are
correspondingly formed for this.

Manufacturers or providers of such rubber molded parts are listed in the Appendix under 12.2 List of
Manufacturers.

3.3.1.2 Line clips

The transitions of the lines in the air system must be permanently tight in design. High-quality single-
part hose clips are stipulated according to DIN 3017-1, DIN 3017-2, DIN 3017-3 or DIN 3021-1 for the
permanently tight design.

The tightening torques indicated was determined on rubber sleeves with fabric insert.
Tab. 3-1 Tightening torque for hose clips with clamping jaws

Bandwidth in mm 15 20 25

Tightening torque in Nm 4 12 30

Tab. 3-2 Tightening torque for hose clips with worm gear

Clamping diameter in mm Tightening torque in Nm for rubber sleeves and rubber hoses

over up to Without fabric insert With fabric insert

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8 18 2 2

18 30 3 3

30 48 4 4

48 78 4 5

78 108 4 5

108 158 4 6

The hose clamp strength permits an increase in the tightening torque to 1.5 times the tightening
torques indicated in the table.

The pretension forces attained by the tightening torques can be impaired by the temperature-resistant
settling response of the rubber sleeves and rubber hoses. In these cases, a retightening with the
required tightening torque is recommended in order to ensure a permanently constant pretension.

Manufacturers or providers of such hose clips are listed in the Appendix under 12.2 List of
Manufacturers.

3.3.2 Permissible intake pressure

The total intake negative pressures indicated in the table below are values that may not be exceeded.
They apply for the entire combustion air system (air filters including untreated and pure air lines) and
are measured in front of the turbocharger.

Compliance with these resistance values is mandatory to comply with the Tier4 emissions and engine
certification. A deviation from the indicated values is not permissible.

The intake negative pressures indicated separately for air filters and lines are guide values that can be
treated variably insofar as the total intake negative pressure is not exceeded.
Tab. 3-3 Permissible intake negative pressure when air filter is dirty

Air filter Lines Total intake negative pressure

50mbar 15mbar 65mbar

The values – depending on the service life requirement – of the table below apply for the resistance of
the combustion air system including air filter when the filter is new. The min. intake pressure has to be
considered as design limit and the max. intake pressure as design recommendation.

The general design of the filters is oriented to the laboratory series lives in relation to the engine
application cases.

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Tab. 3-4 Permissible intake negative pressure when air filter is clean

Minimal intake pressure Maximal intake pressure

15mbar 30mbar

The intake negative pressure is measured as part of the installation examination. For this see section
10 Measuring Installation Examination.

3.3.3 Intake negative pressure monitoring

To attain an combustion of the fuel in diesel engines as “perfect” as possible, a surplus of air (oxygen)
is supplied to the cylinders.

If the resistance (intake negative pressure) on the combustion air side is too great, this results in an
“imperfect” combustion, i.e. the fuel consumption rises, due to the low air volumes (lack of oxygen).

This state is countered by monitoring the intake negative pressure.

The flow resistance of the paper air filters rises significantly in contrast to the oil bath air filters upon
increasing contamination of the paper cartridge; a maintenance indicator for monitoring the intake
negative pressure is therefore specified when installing paper air filters.

The maintenance indicator is located on the pure air side. A corresponding connection for a sensor is
usually provided on the air filter; alternatively the monitoring can be realized directly from the
turbocharger. The switching point applicable for the intake negative pressure monitoring can be seen
in the table below.

DEUTZ AG provides an electric maintenance switch that is connected to the engine control according
to its scope of supply. Alternatively to the electrical variant, a mechanical maintenance indicator can
also be used. Nevertheless, the mechanical maintenance indicator has to be mounted so that the
display is clearly visible during maintenance.
Tab. 3-5 Permissible switching points of the intake negative pressure monitoring

Installation location of the intake negative pressure monitoring Permissible switching point

At air filter 50 mbar

Before turbocharger 65 mbar

When determining the switching points, the resistances of the lines, the dirty paper air filter as well as
the location of the maintenance indicator in the pure air line must be considered.

If a line is installed before the paper air filter (untreated air side), the initial resistance of the filter must
be increased by the amount of the line resistance. This results in shorter maintenance intervals for the
paper air filter because the maintenance indicator responds correspondingly sooner. If this line is
installed after the paper air filter (pure air side), the maintenance indicator on the filter logs the actual
filter resistance but not the downstream line resistance. This must then be taken into account when
selecting and locating the maintenance indicator.

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3.3.4 Intake air heating

The heating of the combustion air is limited to a maximum value in respect to the ambient temperature
for thermal reasons. The measurement must be carried out before the turbocharger inlet. In such
cases where a heating between the filter element and intake pipe is ruled out, measurement at the air
filter inlet is sufficient.
Tab. 3-6 Max. heating of the intake air

Max. heating of the combustion air 10 °C

3.3.5 Intake air noise

In vehicles and construction machinery with driver's cabs, the combustion air noise is often irritating on
account of its low-frequency components.

Here resonators or Venturi pipes upstream of the combustion air filters can provide a remedy if
modifications to the location of the combustion air intake point, filter and line routing are not possible.

3.4 Air filter system

Evaluation of practical experience has revealed that tremendous attention must be paid to the
question of combustion air filtration.

3.4.1 General

The installation guidelines of the relevant manufacturer must be observed for installation of the filters.

DEUTZ recommends the use of heavy-duty air filter systems.

Filters must be located so that they are easily accessible for maintenance work at all times.

The maintenance indicator must be located so that it is clearly visible for the operating personnel.

The combustion air variants available from DEUTZ can be seen in the relevant sales documentation of
the individual engine series.

If the filter system is not part of the DEUTZ scope of supply, the installation customer will be
responsible for the correct design and version. DEUTZ rejects acceptance of the engine warranty in
the event of engine damage that is demonstrably due to faults in the filter system.

Additional information on the maintenance and care work can be found in section Maintenance and
Care Work or in the operating instructions of the filter manufacturer.

The combustion air volumetric flow rate of the respective engine series can be found in the TIS under
Engine Series, Accessories list, Basic dataset and Specific Engine Data.

If the necessary information is not available, the responsible technical sales support must be
contacted.

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3.4.2 Dry air filter

An engine service life corresponding to today’s expectations presupposes the use of dry air filters with
safety element (paper air filter).

Dry air filters require careful handling during maintenance and a functional parts resupply at the
application site of the engine.

Air filter variants with integrated preliminary separator have a good filter effect (irrespective of the
engine speed and angled position) and thus enable a long-life, low-wear engine operation.

Dry air filters should be equipped with a safety cartridge. The safety cartridge serves to prevent dust
from entering the pure air line during maintenance of the main cartridge and upon accidental reuse of
damaged main cartridges.

The separating efficiency of the filter system must be roughly 99.9% with AC test dust.

DEUTZ recommends dry air filter systems with rain caps and dust discharge.

Guide examples for the dimensioning of dry air filters can be found in the TIS under Engine Series,
Accessories list, air cleaner, Dimensioning of Paper air cleaners.

If the necessary information is not available, the responsible technical sales support must be
contacted.

3.4.3 Oil-bath dry-air-filter combination

The use of a combination of oil bath filter with downstream dry air filter is recommended for operating
conditions with very high levels of dust accumulation and regional problems with the spare parts
supply. The oil bath filter works as an effective preliminary separator here.

An oil-bath dry-air-filter combination (Ölbad-Trockenluftfilter-Kombination - ÖTK) is not provided in the

DEUTZ scope of supply. The manufacturer or a technical company must therefore be consulted for the
design of the oil-bath dry-air-filter combination.

3.4.4 Other air filter variants

3.4.4.1 Oil bath air filter

The usage of oil-bath air filters is not permitted.

3.4.4.2 Wet air filter

The usage of wet-type air filters is not permitted.

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3.5 Charge air system

All relevant data in respect to the charge air system is indicated in this section.

In order to guarantee compliance with the emission regulations it is not permitted to use
the charge air for pre-loading the hydraulic tanks.

This system configuration does not apply for TCD 3.6.

TTCD
The TTCD engines are equipped with a 2-stage charge air-cooling system. The 1st
stage is necessary after the 1st Compressor stage, because at this point already exist
high charge air temperatures. The 2nd charge cooling stage, in accordance with the
TCD engines, using air-to-air intercooler between 2nd Compressor stage and charge
air inlet of the engine.

3.5.1 Charge air system with air-to-air-radiator

The charge air system of the DEUTZ TCD-engines and the main charge-air-cooling
stage of the TTCD-engines have to design as a charge-air system with air-to-air cooler.

3.5.1.1 Location of the air-to-air-radiator

The coolers for the charge air cooling are so-called air-air coolers: i.e. the charge air is recooled with
the cooling air. The charge air coolers are usually installed before the liquid coolers (series circuit) and
always first flowed through by the cooling air before the cooling air reaches the actual engine liquid
cooler. For the arrangement of the charge air cooler in relation to the engine liquid cooler see 2.3.1
Location of the liquid cooler.

1. Luft-Luft Kühler/ Air-air-

radiator

3 2. Ladeluft Eintritt / Inlet of

charge air

4 5
3. Ladeluft Austritt / Outlet of
1 charge air

4. Ladeluft Eintritt/ Inlet of

charge air

6
5. Ladeluft Austritt / Outlet of
2 charge air

6. Ablassstutzen des Luft-Luft-

Kühlers / Drainsockets of the
Air-air-radiator

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Fig. 3-3 Schematic representation of an air-air cooler

When installing charge air coolers, it must be ensured that oil and water condensate accumulating in
the charge air cooler can be drained off. Depending on the location of the cooler end boxes with their
connection nozzles, drain plugs are therefore necessary for maintenance.

3.5.1.2 Design of the air-to-air radiator

The cooler design data of the respective engine series can be found in the TIS under Engine Series,
general documents and Cooling System data.

If the necessary information is not available, the responsible technical sales support must be
contacted.
Tab. 3-7 Design data for the charge air cooling system with air-to-air-radiator

Required cooling capacity see radiator design data in TIS

Min. pressure drop over the charge air system see radiator design data in TIS

Max. pressure drop over the charge air system see radiator design data in TIS

Permissible combustion air temperature after see radiator design data in TIS
charge air cooler

Permissible combustion air temperature after see radiator design data in TIS
charge air cooler with coolant-temperature-
dependent fan control

Operating pressure of the charge air cooler see radiator design data in TIS

Burst pressure of the charge air cooler 8 bar (rel.)

Connection to the engine pipe system A decoupling has to be realized by ripped hoses.

Oil-water condensate Drain plug at the charge air cooler necessary.

Arrangement of the charge air connections in The charge air inlet should always be connected
the charge air cooler below.

The above data refers to engine full-load operation at the rated power point. In partial-load operation,
lower temperatures apply for compliance with exhaust gas legislation. The maximum temperatures
occur in the Mdmax range in the case of engines with waste-gate turbochargers.

The DEUTZ specifications in respect to cooling systems for Tier IV engines with DPF must be
observed for controlled fans. When using a controlled fan dependent on the coolant temperature, it is
the responsibility of the machine manufacturer to comply with the permissible charge air temperature.

DEUTZ recommends an elastic suspension of the charge air cooler against the vehicle frame. An
engine-fixed mounting of the charge air cooler is not permissible.

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The pressure loss via the charge air system (charge air cooler + piping) must be in the
given range, Tab. 3-7. Due to emission reasons other lay outs are not permissible.

3.5.2 Charge air system with air-coolant radiator

The usage of an extra air-coolant-radiator for the charge air cooling is necessary for the
charge air inter cooler for the TTCD- engines. For the TCD-engines the usage of air-
coolant-radiators is not permitted.

3.5.2.1 Location of the air-coolant-radiator

The charge air cooler designed as a main cooler is usually placed in front the liquid cooler (series
connection). In a double-stage turbocharging the intercooler needed to be placed in front of the main
charge air cooler and the engine coolant radiator. This arrangement ensures that the cooler is passed
through the cooling air always first before the cooling air reaches the engine coolant radiator. For the
correct placement of the intercooler in relation to the engine coolant radiator see 2.3.1 Location of the
liquid cooler.

1. Motor / Engine

5 7 2. Ladeluft-Zwischenkühler /
Charge air intercooler
6
2 3. Zusatz-Kühlmittelpumpe /
1 Extra-coolant pump

8 4. Separater Flüssigkeitskühler
im Kühlerpaket / Extra coolant-
radiator at the cooling pack

5. Ausgleichsbehälter /
Expansion tank

3 6. Ausgleichsleitung /
Compensation line
4
7. Entlüftungsleitung / Venting
line

8. Kühlmittelleitungen /
coolant pipes

Fig. 3-4 Location of the air-coolant-radiator

3.5.2.2 Design of the air-coolant-radiator

The additional coolant circuit has to design according to the DEUTZ cooler design data.

The cooler design data of the respective engine series can be found in the TIS under Engine Series,
general documents and Cooling System data.

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If the necessary information is not available, the responsible technical sales support must be
contacted.
Tab. 3-8 Design data for the charge air cooling system with air-coolant-radiator

Required cooling capacity not at TCD 3.6

Max. pressure drop over the charge air not at TCD 3.6
system

Permissible combustion air temperature not at TCD 3.6

after charge air cooler

Operating pressure of the charge air cooler not at TCD 3.6

Burst pressure of the charge air cooler not at TCD 3.6

Connection to the engine pipe system not at TCD 3.6

Pipe diameter not at TCD 3.6

Connection at the engine not at TCD 3.6,20mm at the TTCD 7.8 L6

A permanent ventilation of the additional charge air coolant circuit is necessary. The venting line of the
additional circuit can be connected with the engine breather pipe. The compensation line of the
additional circuit can be merged with the compensation line of the engine coolant circuit. Both lines
must be connected to the expansion tank, see 2.5 Compensation tank.

The information to design the coolant pipes is given in Chapter 2 Engine Cooling System.

3.5.2.3 Design data of the electrical coolant pump

The additional coolant pump has to design according the following data.
Tab. 3-9 Design data for the electrical coolant pump

Power supply not at TCD 3.6

forced by not at TCD 3.6

Controlled by not at TCD 3.6

Nominal delivery pressure not at TCD 3.6

Nominal delivery rate not at TCD 3.6

Hydraulic power not at TCD 3.6

Electric power not at TCD 3.6

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The mandatory temperature limits and installation conditions are specified in the technical
documentation of the manufacturer.

Manufacturers or providers of such electrical coolant pump are listed in the Appendix under 12.2 List
of Manufacturers.

3.5.3 Charge air line

The combustion air lines are to have adequately dimensioned cross sections so that the permissible
flow resistances can be complied with.

Self-supporting lines must be checked for vibration response corresponding to the installation and, if
necessary, supported on the vehicle frame or on the engine.

The charge air lines must always be supported at sufficient spacing. DEUTZ recommends providing a
holder from a line length of 1000 mm.

3.5.3.1 Line design

Combustion air lines between the turbocharger, charge air cooler and engine intake pipe must be
absolutely tight and withstand the mechanical stresses due to engine vibrations and pressure
pulsation.

DEUTZ recommends seamless steel pipes as a line design. Welded sheet metal pipes are only
permissible if they are tightly welded and dressed on the inside. The inner surfaces must be clean as
well as free of welding beads, incipient rust, scales etc. (to be achieved through pickling, flushing) and
must be protected against corrosion.

DEUTZ recommends a surface treatment of sheet metal pipes (e.g. made form steel as per DIN 10025)
for the hot or cold side of the charge air system:

For pipes between the turbocharger and charge air cooler (hot side)

Outside Prime surface

Inside Preserve surface with water-repellent oil

For pipes between the charge air cooler and engine (cold side)

Outside Prime surface, alternatively galvanize or yellow chromate

Inside Preserve surface with water-repellent oil, alternatively galvanize or yellow chromate.

Galvanized, yellow chromated, zinc-aluminum coating etc. is only permissible if the coatings are
permanently stable at the temperatures and pressures resulting.

Detachment of coatings can lead to engine or turbocharger damage.

Stove pipes, welted, point-welded or riveted pipes are absolutely impermissible.

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The following must be observed to give the rubber sleeves or gusseted tubes on the pipe ends a
secure seat:

The connection ends are to be provided with a sealing bead according DIN 71550 (slip-on length of
the rubber part 35mm, hose clip position behind the sealing bead).

The connection ends of the pipes must be smooth, round and free of burrs. The weld seam must be
smoothed in the case of welded sheet metal pipes.

3.5.3.2 Plastic tubes

For the charge air system (pipes between turbocharger and engine intake pipe), plastic tubes may not
be used without prior laboratory tests in respect to temperature / compression strength and resistance
to vibrations. Such laboratory tests are not carried out by DEUTZ.

3.5.3.3 Gusseted tubes

Gusseted tubes are also used as elastic pipe connections between the turbocharger and charge air
cooler or charge air cooler and engine intake pipe in the case of charge air coolers located engine
externally.

High combustion air temperatures, combustion air pressures and pressure pulsation after the
turbocharger mean that these gusseted tubes are the subject to high requirements.

DEUTZ provides gusseted tubes in different variants. If using third-party makes, the DEUTZ -
specifications* H3482 – 5 apply for the procurement of gusseted tubes. Only use customer-specific
gusseted tubes after sufficient endurance testing.

*The DEUTZ works standard stipulates, amongst other things:

Wall structure Made from silicone rubber with four layers spiral-shaped wound fabric
made from aramid fabric.

Surface Inner and outer surface continuous silicone rubber MVQ.

Cladding Inner cladding with an oil barrier layer (e.g. fluorosilicone) FMVQ.

Support rings The outer, exposed metallic support rings are made from stainless steel.

Temperature resistance -50°C to +230°C (short-term to 260°C)

Compression strength up to 3 bar (rel.) at 230°C, short-term max. 4 bar (rel.)

Resistance to light and ozone effects, fuel and engine lubricating oil.

Manufacturers or providers of such gusseted tubes are listed in the Appendix under 12.2 List of
Manufacturers.

When installing these gusseted tubes in the charge air line, the axial tube expansion must be
observed, which might make additional support rings of the sheet metal pipes and/or charge air cooler
necessary.

Owing to the low tear propagation resistance of the material silicone rubber, the risk of surface
damage must be avoided.

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For gusseted tubes after the charge air cooler, similar specifications for the material in respect to
pressure, oil, light and ozone resistance apply according to H 3482-5, but the temperature resistance
can be reduced to 100°C (short-term 110 °C).

3.5.3.4 Rubber sleeves

Rubber sleeves only serve for connecting two pipes that do not manifest any movement to one
another and are aligned with one another. The rubber sleeves must also correspond to the material
requirements according to DEUTZ specifications, but without wire spiral. Spacing of the pipe ends 5 to
15 mm. The fabric insert is not necessary in the case of rubber sleeves with wall thickness of 5 mm.

The rubber sleeves in this performance range must fulfil the material requirements of the DEUTZ
company standard H 3407 - 8.

Wall structure Silicone rubber MVQ, (outer layer red) with fabric made of aramid fibre
material, 4-layer

Cladding Inner layer made from fluorosilicone FMVQ plus oil barrier layer

Temperature resistance -50°C to +230°C (short-term to 260°C)

Compression strength up to 3 bar (rel.) at 230°C, short-term max. 4 bar (rel.)

Resistance to light and ozone effects, fuel and engine lubricating oil.

Manufacturers or providers of such rubber sleeves are listed in the Appendix under 12.2 List of
Manufacturers.

For rubber sleeves after the charge air cooler, similar specifications for the material in respect to
pressure, oil, light and ozone resistance apply according to H 3482-5, but the temperature resistance
can be reduced to 100°C (short-term 110 °C).

3.5.3.5 Rubber molded parts

Rubber molded parts (e.g. transition pieces or manifolds) as joining elements in the charge air lines
must also correspond to the above DEUTZ specifications in respect to material quality, depending on
the location in the combustion system.

Rubber molded parts are not suitable for absorbing relative movements of the engine, unless they are
correspondingly formed for this.

Manufacturers or providers of such rubber molded parts are listed in the Appendix under 12.2 List of
Manufacturers.

3.5.3.6 Line clips

The transitions of the lines in the air system must be permanently tight in design. High-quality two-part
hose clips are specified according to DIN 3017-2 type B2, DIN 3017-3 type C2 for the permanently
tight design. Alternatively, hose clips according to SAE J1508 type SLTB (heavy duty version) or V-
band clips can be used.

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Fig. 3-5 Hose clips of the charge air system

Manufacturers or providers of such hose clips are listed in the Appendix under 12.2 List of
Manufacturers.

3.6 Crankcase breather

The crankcase breather serves for removing leak gas volumes from the crankcase. The leak gas
volumes occur via the ring gaps of pistons and piston rings during diesel engine combustion.

The 3.6 engine is equipped with closed crankcase ventilation.

Hoses and sleeves in the combustion air system must be used with an oil barrier layer in the case of
engines with closed crankcase breather. The leak gas volumes are returned to the system after the air
filter and before the exhaust turbocharger. Depending on the version of the series, the line must be
routed by the customer from the crankcase breather to the intake pipe. Here it must be ensured that
the line is always routed as rising. Furthermore, the line routing must always be realized so that no oil
accumulations can form in the line.

In the case of engines with open crankcase breather, the crankcase breather valve has an oil
separator. The oil contained in the leak gas is largely returned to the engine in the oil separator. The
leak gas itself escapes into the atmosphere.

Further technical data can be found in the sales drawings.

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4 Fuel system
All relevant data and add-on variants for the fuel system are described in this section.

4.1 General

The ignition temperature at which fuel can spontaneously ignite in conjunction with air and continue
burning constantly is approx. 220°C for diesel fuel. However, considerable deviations can result due to
impurities.

Damage and leakages in fuel-carrying components and lines present a hazard source
in the engine compartment, which can lead to fires with considerable material damage
and personal injury.

It must be ensured that no fuel can reach hot parts (exhaust manifold, exhaust turbocharger) when
designing the structure of the engine installations and fuel-carrying parts.

If this is not possible in exceptional cases, it must be ensured with shielding and line insulation that no
fuel reaches hot parts or the surface temperature of the hot parts is reduced to an uncritical value.

Furthermore, it must be ensured during the design that no components with copper, zinc and lead as
well as their alloys are used in the entire fuel system.

No parts may be fastened to the engine-fixed components of the fuel system.

DEUTZ diesel engines are designed for diesel fuels according to DIN EN 590:2009.

The releases for diesel fuels according to EN 590, ASTM D975 or JIS K 2204 are applicable in their
respective current versions.

The cold filter plugging point (CFPP value) of the fuel must also be observed. The cold filter plugging
point is specified in DIN EN 590 in relation to the season for diesel fuels.

Details on the approved fuels can be found in the Technical Bulletin for Fuel.

The relevant statutory provisions must be observed for the installation and operation of systems for the
storage, filling and transportation of flammable liquids.

The machine manufacturer is responsible for a safe engine installation and compliance with the
applicable regulations.

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1. Tank
2. Kraftstoffvorfilter /
Fuel Prefilter
12 8 9 10
3. Kraftstoffpumpe /
Fuel Pump
4. Kraftstoffhauptfilter /
Fuel Main Filter
7 5. Drucksensor /
Pressure Sensor
6. Hochdruckpumpe /
High Pressure Pump
7. Rail
8. Injektor /
Injector
9. Rückschlagventil /
Check Valve
10. Rücklaufleitung /
1 2 3 4 5 6 11 Return Line
11. Rücklaufleitung zum Tank /
Return Line to Tank
12. ECU

Fig. 4-1 Schematic representation of the fuel system

The fuel circulating volume of the fuel system is shown in the following table.
Tab. 4-1 Fuel circulating volume of the fuel system

Fuel circulating volume 220l/h

The continuously sufficient fuel supply of the high-pressure pump is a prerequisite for fault-free starting
and output performance of the diesel engine.

The fuel pressure in the low-pressure system is continuously monitored by a pressure sensor. In the
event of pressure deviations, an error message is output to the operator via the engine control unit.

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4.2 Connections of the fuel system

The connections of the fuel system are shown in this section.

1. Kraftstoffrücklauf zum Tank /

Fuel Return Line to Tank
1 2. Kraftstoffvorlauf Motor /
Inlet Fuel of Engine
2
3. Eingang Kraftstoffpumpe /
Inlet Fuel Pump

4. Elektrischer Anschluss
Kraftstoffpumpe /
Electrical Connection Fuel
Pump

5. Ausgang Kraftstoffpumpe /
Outlet Fuel Pump

4
3

Fig. 4-2 Connections of the fuel system

The connection type and connection diameter varies depending on the engine series and engine
variant.

In the case of engines with mounted cup filter as fuel main filter, the connection of the return line of the
fuel system is located directly on the cup filter. During maintenance work on the cup filter system, the
return flow from the cup filter to the fuel tank ensures that the fuel can flow away.

For TCD 3.6 engines a cup filter variant is currently not available.

Further technical data can be found in the sales drawings.

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4.3 Fuel delivery

The fuel delivery can be realized differently depending on the engine series. In most engine series, the
fuel pre-supply is realized by a mechanically driven fuel supply pump. In some engine series, an
electric fuel feed pump is used, whereby the additional information in the section below must be
observed.

The fuel supply pump (also: feed pump) is included in the scope of supply of the DEUTZ engines. It
serves for pumping the fuel out of the fuel tank through the pre- and main filter to the high-pressure
pump.

The 3.6 engines are equipped with an electric fuel pump.

4.3.1 Electric fuel supply pump

The electric fuel supply pump must be mounted on the vehicle frame by the customer. An engine-fixed
mounting of the electric fuel supply pump is not permissible. The DEUTZ bracket must be used for the
assembly of the electric fuel supply pump. Furthermore, it must be ensured that the fuel outlet of the
supply pump points upwards so that air can escape from the pump. The pump should be mounted as
close to the fuel tank or fuel pre-filter as possible in order to keep the intake negative pressure before
the pump low.

The pump is self-priming.

The data on the electric fuel supply pump is shown in the table below.
Tab. 4-2 Data on the electric fuel supply pump

Nominal voltage 12V 8V - 18V

Voltage range 12V 24V

Power consumption in normal operating range 10A - 15A 5A - 7A

Power consumption at maximum pressure < 25A < 12,5A

Power consumption at start < 30A < 18A

Higher voltages than the normal charging voltage of the alternator can lead to a reduction in the
service life of the electric fuel supply pump.

Depending on the installation situation, the power consumptions indicated vary due to the influence of
the pump pressure ratios.

Further technical data can be found in the sales drawings.

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4.4 Fuel filtration

The cleanness regulations must be strictly observed during installation and filter replacement. Further
information can be found in the operating instructions in the section on care and maintenance.

If the filter is located below the fuel tank, a shut-off valve must be installed before the filter element, as
otherwise the fuel can drain off when opening the filter (maintenance).

For reasons of maintenance, a minimum free space must be complied with to be able replace the filter
element. DEUTZ recommends a distance of approx. 50 mm.

The maintenance notes of the fuel filter manufacturer must also be observed.

The pressure monitoring of the fuel low-pressure system is not a filter maintenance display. The fuel
filters must be replaced corresponding to the specified maintenance interval.

When installing the fuel filtration, it must be ensured that the permissible intake resistances for the fuel
supply pump are complied with.

4.4.1 Fuel pre-filtration

The fuel pre-filtration on the fuel intake side comprises the fuel pre-filter and water separator. It serves
to ensure the durability of the injection system and is essential for extending the service life of the
main filter. Only fuel pre-filters approved by DEUTZ may be used for the relevant engine series.

The fuel pre-filter must always be installed in the line between the tank and fuel supply pump.

DEUTZ provides a corresponding fuel pre-filter for every engine series. The version of the filter is
equipped with a water collecting tank including manual drain and an electric monitoring of the water
level. The monitoring of the water level must always be connected to the control unit. Upon reaching
the limits of the water level in the water collecting tank, an error message is output to the operator via
the control unit.

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1 1. Kraftstoffvorfilterkonsole /
Fuel Prefilter bracket
6 6
2. Kraftstoffvorfilter /
Fuel Prefilter
7 7
3. Füllstandssensor /
Level Sensor

2
4. Elektrischer Anschluss /
5 Electrical Connector

3 5. Entlüftungsschraube/
Bleed Screw

6. Einlass Kraftstoffvorfilter /
4 Inlet Fuel Prefilter

7. Auslass Kraftstoffvorfilter /
Outlet Fuel Prefilter

Fig. 4-3 Fuel pre-filter with filter bracket

Only filters with a water level sensor may be used.

A maintenance compliant installation of these fuel pre-filters must always be ensured, i.e. easy to view
and access for the operator as well as sufficient space for assembly work.

The installation location of these fuel pre-filters is always vertically standing so that the water drain
always points downwards.

The fuel pre-filter must be installed on the vehicle frame. An engine-fixed installation is not permissible.

A manual supply pump is integrated in the fuel pre-filter bracket in the case of engines with
mechanical fuel supply pump. A corresponding free space must be provided for operating the manual
supply pump.

Further technical data can be found in the sales drawings.

4.4.2 Fuel main filtration

The fuel main filtration is realized by a fine filter located downstream of the fuel supply pump.

The 3.6 liter engine series is standardly equipped with removed main fuel filter.

4.4.2.1 Mounted fuel main filter

The mounted fuel main filter is mounted on the engine and connected directly to the fuel supply pump
and high-pressure pump. For maintenance reasons, a corresponding free space must be provided for
filter replacement.

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4.4.2.2 Remote fuel main filter

The remote fuel main filter is supplied loosely with the engine. As a preventative measure against dirt
entry in the fuel high-pressure pump, the remote fuel main filter is supplied with mounted fuel lines.
The variants and lengths of the mounted fuel lines can be found in the DEUTZ scope of supply. The
fuel lines may no longer be opened when installing the filter in the vehicle in order to prevent the
penetration of finest dirt particles into the fuel high-pressure system.

Finest contamination in the fuel low-pressure system can lead to damage in the fuel
high-pressure system.

The assembly work on the fuel system must always be carried out in a clean environment.

For transport, the remote fuel main filter including bracket is fastened to the engine by a transport
holder. The transport holder must be removed for installation of the remote fuel main filter.

TCD 3.6 engines are not equipped with a transport holder. The remote main filter is
mounted with its .bracket to the engine for transportation reasons.

The fuel main filter bracket must be mounted on the vehicle frame. An engine-fixed installation is not
permissible.

The fuel main filter must always be installed vertically standing.

Further technical data can be found in the sales drawings.

4.4.3 Fuel filtration for extreme applications

In the case of engine or machine applications under very difficult conditions such as

 inadequate fuel quality, i.e. increased dirt accumulation in the fuel

 high dust content in the atmosphere or during refueling
 high capacity utilization of the engines

the filter replacement intervals must be reduced to half of the otherwise normal replacement intervals.

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4.5 Fuel lines

4.5.1 General

The fuel lines of the fuel system must be implemented with hose lines, plastic tubes or steel pipes.

When routing the fuel lines, it must be ensured that they are protected against mechanical and thermal
influences.

DEUTZ recommends scale-free steel pipes as fuel lines. These are to be cleaned carefully before
routing.

The screw connections of the fuel system should be implemented as a sealing cone with O-ring and
union nut.

When screwing the lines of the fuel system, always make sure that the connections ensure air
tightness during engine operation. The connections must be permanently tight.

All line connections must also be airtight in design.

Hoses with fabric insert must be used for the connection between the metal lines of the tank and the
fuel connections in the engine. An elastic decoupling between the engine and machine-fixed
components of the fuel system is attained in this way.

Rubber hoses should preferably be used, these offering a series of advantages owing to their flexibility,
simple handling and sturdiness.

The following table can be used as a guide value for the design of the fuel lines.
Tab. 4-3 Guide value for pipe internal diameters in relation to the pipe length

Pipe length Pipe inside diameter

<5m 12 mm

< 10 m 14 mm

< 20 m 16 mm

4.5.2 Intake line

The fuel line from the tank to the fuel pre-filter and from the fuel pre-filter to the fuel supply pump is
designated as intake line.

The table shown above can be used as a guide value for the design of the intake line. Nevertheless, it
must be noted that the total length and diameter of the intake line are limited by the permissible fuel
pressures. For this see section 4.9 Limit values of the fuel system.

The permissibility of the selected length and diameter of the intake line must be checked by a fuel
pressure measurement.

If hoses are used as an intake line, the following hose qualities are to be complied with.

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Temperature resistance -40°C / +100°C, short-term 125 °C

Negative pressure resistance -0.8 bar (at 80°C)

Max. permissible constriction of the 10 %

internal diameter

Material Elastic material

Insert Fabric insert

Resistance to light, ozone, fuel, lubricating oil

The intake line can also be made from plastic if the above criteria are complied with.

The temperature resistance in respect to the environment must be noted when routing rubber hoses or
plastic lines in the engine compartment.

When using standards-compatible pipes, make sure that the required pipe internal diameter is not less
than that specified when selecting them. The connecting pieces and connecting elements used in the
fuel system must also have the selected minimum internal diameter. No throttling may result at such
transitions.

It must also be ensured that the cross section of the intake line is not constricted by the installation of
additional elements. The installation of stopcocks is permissible in the intake line.

The intake line should be routed as straight as possible and without sharp curvature. The use of
hollow screw connections in the intake line is not permissible during cold applications owing to the
high flow resistances and potential blockage.

For the design of the intake line in the fuel tank, see section 4.6 Fuel tank.

4.5.3 Return line

The fuel return line serves for removing fuel from the fuel high-pressure pump or the leakage fuel of
the injectors.

A cross section of approx. 70-100% of the intake line cross section is to be selected as a guide value
for the design of the return line. Nevertheless, it must be noted that the total length and diameter of the
return line are limited by the permissible fuel pressures. For this, see section 4.9 Limit values of the
fuel system.

The connecting pieces and connecting elements used in the fuel system must also have the selected
minimum internal diameter. No throttling may result at such transitions.

The permissibility of the selected length and diameter of the return line must be checked by a fuel
pressure measurement.

It is impermissible to connect the fuel return lines to the intake line. The return line must always be
routed separately as far as the fuel tank.

If hoses are used as a return line, the following hose qualities are to be complied with.

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Temperature resistance -40°C / +100°C, short-term 125 °C

Overpressure resistance 2 bar (at 80°C)

Material Elastic material

Insert Fabric insert

Resistance to light, ozone, fuel, lubricating oil

The return line can also be made from plastic if the above criteria are complied with.

The installation of shut-off valves is not permitted in the return line.

The information in section 4.7 Fuel heating must be observed when installing a fuel cooler.

In the event of a fault in the fuel system, fuel can be pumped by the pressure limiting valve of the fuel
rail with time limitation until the engine is shut down. Temperatures up to 125°C can result during this,
for which the fuel lines and the fuel tank have to be designed, at least at the inlet point of the return
line in the tank.

For the design of the return line in the fuel tank, see section 4.6 Fuel tank.

4.5.4 Low pressure lines

The line between the preliminary supply pump, main filter and high-pressure pump is designated as
low-pressure line.

If hoses are used as a low-pressure line, the following hose qualities are to be complied with.

Temperature resistance -40°C / +100°C, short-term 125 °C

Pressure resistance 20 bar abs. (at 20°C)

Material Elastic material

Insert Fabric insert

Resistance to light, ozone, fuel, lubricating oil

The pressure line between electrical supply pump outlet and Customer engine interface
is to be made with an inner diameter of DN 10mm (Connection flange diameter of the
electrical pump).

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4.6 Fuel tank

4.6.1 Type

Fuel tanks must be integrated in the vehicle so that they are protected from direct sunlight. They must
have sufficient ventilation and should be provided with an air filter for tank ventilation if possible. The
fuel tank should also not cause any additional heating of the fuel.

A material or a material provided with copper, lead and zinc content must not be used, as fuels react
with these materials and put the injection system at risk, depending on the composition.

To counteract fuel ageing, we recommend using a tank closure that allows an overpressure in the fuel
tank of up to 200 mbar when the engine is stopped.

In the case of machines that are partially operated in angled positions, the tank ventilation must be
implemented so that a proper ventilation is possible in every position. Nor may any fuel escape into
the outside surroundings via the venting line.

Residues of water and other dirt form in the fuel tank. It is therefore necessary to provide a sludge
drain plug at the lowest point in the fuel tank.

The fuel tanks should be designed so that as large a surface as possible results. This facilitates the
degassing of the fuel.

To support the degassing and prevent a direct re-intake of fuel containing air, the fuel lines are to be
routed in the tank as follows.

1. Kraftstoffbehälter /
Fuel Tank

5 5 4 2. Kraftstoffniveau /
3 3 Fuel Level
2 2
4
3. Tankentlüftung /
Tank Ventilation
1

1 4. Saugleitung /
6 6 Suction Pipe

5. Rücklaufleitung /
Return Pipe

6. Ablassschraube /
Maße in mm / metrics in mm Drain Plug

Fig. 4-4 Location of intake and return line in the fuel tank

The distance between the return and intake line in the tank must be selected as large as possible.
DEUTZ recommends a minimum spacing according to the figure above.

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It is absolutely essential to prevent hot and foaming fuel from finding its way directly back into the
intake line from the return line.

The intake opening of the intake line in the fuel tank must have a distance from the tank base of
approx. 40 mm so that no residues of water or sludge can be sucked in as well.

The fuel return line must be routed to below the minimum permissible fuel level if the lowest possible
fuel level in the tank is below the upper edge of the injection pump. This prevents air from penetrating
the fuel system via this line and causing starting difficulties while the engine is stopped. It also
prevents additional foaming of the fuel.

When using fuel tanks made from plastic, it must be borne in mind that the fuel temperature level can
rise owing to the very low thermal conductivity of plastics.

4.6.2 Location of fuel tank in respect to engine

4.6.2.1 Location of fuel tank at engine level

DEUTZ recommends locating the fuel tank on the engine level as an installation position. The height
difference between the intake point in the fuel tank in relation to the centre of the fuel supply pump
must ideally be kept low. See Fig. 4-5 Arrangement of the fuel tank at engine level.

1. Motor /
Engine

2. Hauptkraftstofftank /
Main Fuel Tank

5
3. Kraftstoffvorfilter /
Fuel Prefilter
3
4 1
2 4. Saugleitung /
Suction Pipe

5. Rücklaufleitung /
Return Pipe

Fig. 4-5 Arrangement of the fuel tank at engine level

Furthermore, it must be ensured that the permissible fuel pressures are complied with. For this, see
section 4.9 Limit values of the fuel system.

4.6.2.2 Location of the fuel tank below engine

In the case of greater intake heights, an intermediate tank located higher has be used, which is filled
from the main tank e.g. with a vane pump or an electric tank supply pump. An overflow line can be
routed between the intermediate tank and main tank or the tank supply pump of the main tank is
switched on intermittently after floater contact in the intermediate tank. See Fig. 4-6 Arrangement of
the fuel tank with intermediate tank.

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1. Motor /
Engine

2. Hauptkraftstofftank /
Main Fuel Tank
5
3. Kraftstoffvorfilter /
Fuel Prefilter
3
4. Saugleitung /
Suction Pipe
4
6 1
5. Rücklaufleitung /
Return Pipe
7 6. Zwischentank /
Intermediate Tank
9 8 7. Zusätzliche
Kraftstoffförderpumpe /
Extra Fuel Pump
2 8. Kraftstoffüberlauf /
Fuel Spillage
9. Kraftstoff-
Versorgungsleitung /
Fuel Supply Line

Fig. 4-6 Arrangement of the fuel tank with intermediate tank

Alternatively, a fuel ring line is to be provided as height compensation or at larger tank distances or in
the case of multiple engine systems. The fuel can then be removed without throttling from the ring line
as long the permissible fuel pressures are complied with. If the permissible fuel pressures are not
complied with, a throttling at the extraction point of the ring line can remedy this. See Fig. 4-7
Arrangement of the fuel tank with fuel ring line.

When designing the throttle, a maximum fuel flow rate of 7 times the full-load consumption must be
considered.

1. Motor / Engine

1 2. Kraftstoffbehälter / Fuel Tank

3. Kraftstoffvorfilter / Fuel
5 Prefilter

4. Saugleitung / Suction Pipe

6 8
11 3
5. Rücklaufleitung /
7 4 Return Pipe
6. Rückschlag ventil /
10 Non-return Valve
7. Absperrventil /
Shut-off valve
9 8. Drossel / Throttle
9. Zusätzliche
Kraftstoffförderpumpe /
Extra Fuel Pump
10. Kraftstoffringleitung /
Fuel loop system
2
11. Sammelrücklaufleitung /
Collecting return line

Fig. 4-7 Arrangement of the fuel tank with fuel ring line

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4.6.2.3 Location of fuel tank above engine

The permissible fuel pressures must be observed if the fuel tank is installed above the engine level.
For this, see section 4.9 Limit values of the fuel system.

The fuel intake line can be throttled at low to medium height differences to comply with the permissible
fuel pressures. Installation of an intermediate tank is indispensable at medium to great height
differences.

1. Motor / Engine

2. Kraftstoffbehälter /
5 Fuel Tank
7
3. Kraftstoffvorfilter /
2 Fuel Prefilter

4. Saugleitung /
Suction Pipe
8 6 1
5. Rücklaufleitung /
4 Return pipe

6. Rückschlag ventil /
3 Non-return Valve

7. Absperrventil /
Shut-off Valve

8. Drossel / Throttle

Fig. 4-8 Arrangement of fuel tank above engine

A shut-off valve must be installed before the fuel pre-filter in order to prevent leaks during maintenance
work.

The return line must be equipped with a non-return valve.

If the engine is stopped for longer periods, we recommend closing the intake line with the shut-off
valve.

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4.7 Fuel heating

The circulating fuel in the fuel system is heated via the engine. The permanent temperature of the fuel
is limited to prevent damage to the fuel system. For this, see section 4.9 Limit values of the fuel
system.

Depending on the engine capacity utilization and application conditions, the permissible limit values
can be exceeded. At higher fuel temperature, this results in vapour bubble formation and ignition
failure besides fuel ageing. For this reason, the fuel temperature should generally be kept as low as
possible.

Correspondingly dimensioned fuel coolers ensure a safe and defined heat dissipation. The fuel cooler
must therefore be installed in the return line. The return cooling of the fuel in the fuel cooler is usually
realized by cooling air. The fuel cooler is mostly integrated in the engine cooling pack for this. See
section 2.3.1 Location of the liquid cooler.

The following values can be adopted as guide values for the design of the fuel cooler.
Tab. 4-4 Design data of the fuel cooler

Max. permissible flow resistance of the fuel cooler < 0,1 bar

Recommended cooling capacity 2-3 kW

The fuel circulating volume can be found in the table Tab. 4-1 Fuel circulating volume of the fuel
system.

It must be noted that the total resistance of the return line may not be exceeded by the fuel cooler. For
this see section 4.9 Limit values of the fuel system.

4.8 Fuel cooling of ECU

The ECU EDC17 CV52 may be mounted in the fuel return line in order to cool the ECU. It must not be
mounted on the engine but on the machine frame. The fuel lines between engine and ECU must be
capable of decoupling vibrations and mounted with a sufficient gap to hot and moving components.
Leak tightness has to be observed.

The returning Diesel has to be on a temperature level which is capable to cool the ECU and prevent
the ECU from overheating. The temperature limit and the measuring points are given in the installation
guideline electronics.

The fuel back pressure in the return line has to be observed.

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4.9 Limit values of the fuel system

4.9.1 Fuel pressure

The permissible fuel pressures for the intake side apply including height difference, line resistance of
the intake line, fuel pre-filter and possibly additional valves (shut-off valve).

The permissible fuel pressures for the return side apply including height difference, line resistance of
the return line and possibly additional valves (non-return valves) or additional devices (fuel coolers).

The fuel pressures indicated must be complied with in every operating state of the engine and in all
filter states.

The section Measuring Installation Examination must be observed for measuring the fuel pressure.
Tab. 4-5 Permissible fuel pressures of the fuel system

Max. permissible overpressure at the fuel pump inlet +0,1bar rel.

(suction side)

Max. permissible vacuum pressure at the pump inlet, -0,1bar rel., at rated speed
(suction side) with clean filter.

Max. permissible vacuum pressure at the pump inlet, -0,2bar rel., at rated speed
(suction side) with dirty filter

Minimum permissible fuel return pressure 0,6bar abs., at low and high idle

Maximum permissible fuel return pressure +1,8bar abs. at Low and high Idle

4.9.2 Fuel temperature

The permissible fuel temperatures must be complied with in every operating state of the engine.
Tab. 4-6 Permissible fuel temperatures of the fuel system

Maximum permissible fuel temperature before low pressure pump, permanent 80°C

Maximum permissible fuel temperature before low pressure pump, short-term 90°C

Max. fuel temperature during fault, fuel return 125°C

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5 Lubricating Oil System

All relevant data and add-on variants for the lubricating oil system are described in this section.

5.1 General

Modern diesel engines place very high demands on the lubricating oil system. DEUTZ engines have a
forced-feed lubrication. The pressure and flow rate of the oil ensure the engine lubrication and engine
cooling.

As a rule, an additional lubricating oil conditioning using bypass filters is not necessary.

An extension of the lubricating oil change intervals is not permitted if using bypass filters or additionally
installed filter systems of the OEM.

An approval by DEUTZ is required for interventions in the lubricating oil system.

Only lubricating oil filters approved by DEUTZ may be used for the relevant engine series.

The 3.6 liters engine series is standardly equipped with mounted lube oil filter.

5.2 Remote lubricating oil filter

In some applications, it is necessary to install the lubricating oil filter away from the engine for service
and installation reasons. This means the resistance by the lines, connections, filter brackets and
lubricating oil filters must not pose a hazard for the engine lubrication.

The 3.6 liters engine series is optionally available with removed lube oil filter.

The remote lubricating oil filter must be installed away from the engine.

The connection between the engine and remote lubricating oil filter must be realized with hose lines.
These hose lines must be cleaned carefully from inside before installation.

The hose lines must be routed so that there is no risk of crimping event during thermal loads. The
hose line must be routed so that chafing with one another or with other components is prevented.
Turning the tubes is not allowed to be done with angle pieces. Instead elbow pipes with a min.
bending radius of 25mm and a min. internal diameter of 15mm have to be used. Twisting the hose line
is not permissible. The hose lines must also be mounted with strain relief. The oil filter must not be
mounted above the original position at engine.

The hose lines should comply with the following hose qualities.

Temperature resistance -40°C / +125°C, short-term 130°C

Compression strength 15 bar (rel.) (at 125°C)

Burst pressure 45 bar (rel.)

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Material Elastic material

Insert Fabric insert

Resistance to light, ozone, fuel, lubricating oil

Manufacturers or providers of such hose lines are listed in the Appendix under 12.2 List of
Manufacturers.

The use of hollow screw connections is not permissible.

5.2.1 Design data for the remote lubricating oil filter

The limit values for the design of the remote lubricating oil filter are defined as follows.
Tab. 5-1 Design data for the remote lubricating oil filter

Guide value for the flow speed not necessary

Recommended design value for the flow not necessary

resistance of the lubricating oil system

Max. permissible flow resistance not necessary

Max. permissible line length 1m Inlet, 1m Return

Internal pipe diameter 17mm Tube, 15mm Connector

The permissible resistance values for the components used are determined via oil throughput and the
selection of line diameter. If the permissible system resistance is exceeded, the calculation must be
carried out again with a larger line diameter.

5.2.1.1 Lubricating oil throughput

The lubricating oil throughput depends on the relevant engine series and variant. See the following
table for this.
Tab. 5-2 Lubricating oil throughput of the relevant engine series

Engine series Lubricating oil throughput QG

TCD 3.6 L4 not necessary

The values indicated apply for max. rated speed and regular lubricating oil pressure respectively.

5.2.1.2 Line diameter

If a minimum line diameter is specified in section 5.2.1 Design data for the remote lubricating oil filter,
the diameter may not be less than this value. Alternatively, the line diameter can be calculated taking
into consideration the guide value for the maximum flow speed in the elements (lines, screw

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connections etc.) of the system. The real internal diameter of the lubricating oil lines must be selected
correspondingly larger.

The calculated design diameter is derived from the formula below.

𝐷𝐴 [𝑚𝑚] = 2 ∙ √𝑄𝐺

5.3 Dry sump lubrication

The 3.6 liters engine series is not available with dry sump lubrication. The section dry
sump is for the engine series not relevant.

Engines with extremely flat oil pans (so-called dry sump oil pans) are equipped with separate oil tanks
that take up the required oil volume. These oil tanks are mounted close to the engine on the vehicle
chassis and connected to the engine oil pan via elastic hoses (supply and return).

The engine crankcase and oil tank interior are connected to one another via a third line for gas
compensation (ventilation). The information below must be observed for the line dimensioning and
installation of such a system.

5.3.1 Design data for dry sump lubrication

5.3.1.1 Lines of the dry sump lubrication

The resistances of the lines of the dry sump lubrication affect the oil pressure management of the
engine. Compliance with the total resistance from the sum of the individual resistances in the lines of
the dry sump lubrication is therefore strictly mandatory.

Depending on the position of the oil tank, the pressure loss due to the height difference pumping
height has an effect here. The height difference between the division point engine oil pan crankcase
and center of the oil tank is to be used as an adequate approximation of the dimension of the pumping
height.

The line from the oil tank to the engine is designated as intake oil line. The limit values to be complied
with are shown in the table below.

The line from the engine to the oil tank is designated as pressure oil line. The limit values to be
complied with are shown in the table below. Here it must be ensured that enough oil is returned from
the engine into the oil tank at all times.
Tab. 5-3 Design data for lines of the dry sump lubrication

Guide value for the flow speed N/A

Max. pressure on the intake oil side N/A

Max. pressure on the hydraulic oil side N/A

The diameter of the intake oil or pressure oil line can be calculated taking into consideration the guide
value for the maximum flow speed in the lines and screw connections of the system. The real internal

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diameter of the lines must be selected correspondingly larger. The lubricating oil throughput is shown
in Lubricating oil throughput.

The calculated design diameter is derived from the formula below.

𝐷𝐴𝑇 [𝑚𝑚] = 2,4 ∙ √𝑄𝐺

Besides movement compensation, the connecting lines must also fulfill corresponding quality
requirements in respect to strength and temperature resistance between the elastically mounted
engine and the rigidly mounted oil tank.

The hose line should comply with the following hose qualities.

Temperature resistance -35°C / +150°C

Compression strength 20 bar (rel.)

Negative pressure resistance -0.3 bar at +140°C

Material Elastic material

Insert Multilayer fabric insert

Resistance to light, ozone, fuel, lubricating oil

Manufacturers or providers of such hose lines are listed in the Appendix under 12.2 List of
Manufacturers.

5.3.1.1.1 Venting line between oil tank and engine

When installing the venting line, it must strictly be ensured that the line is always routed as rising to the
engine or to the tank so that no oil accumulations can form, which could block the line. Impaired oil
degassing puts the engine lubrication at risk.

The line diameter of the venting line must correspond to the value indicated.

A corresponding temperature resistance must be ensured when using rubber hoses.

Line diameter N/A

Temperature resistance -40°C to +140°C

5.3.1.2 Oil tank

Separate oil tanks provided by the OEM always require a release by DEUTZ AG. The
internal structure of the oil tank is always critical here in relation to oil foaming, the tank
ventilation and the angled position capacity.

An oil tank that is not correctly designed and installed can lead to an insufficient supply of
lubricating oil and hence damage the engine.

The separate oil tank serves for holding the maximum oil volume defined by the design and for
ventilation or oil degassing. The oil tank is connected to the crankcase interior of the engine via a line

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so that the air separated from the oil can escape. The oil tank is therefore connected to the engine-
crankcase ventilation system.

The interaction of the engine and oil tank in respect to the oil management as well as the angled
position capacity of the engine/oil tank requires careful coordination so that only oil tanks that are
released by DEUTZ are to be used. Oil tanks stemming from the customer’s own production therefore
require a release by DEUTZ.

Owing to the high dead weight of the oil tanks including oil filling, a stable tank mounting and fastening
is strictly required. The oil tank must be fastened to the vehicle chassis. An engine-side mounting is
not permissible.

Subsequent welding work on the oil tank is absolutely prohibited.

The installation location of the oil tank in respect to the engine is primarily indicated by the intake line
resistance. The fact that the tank center may be located approx. 300 mm above the lower crankshaft
center can apply as a guide value.

5.4 Oil level monitoring

The 3.6 liters engine series is standardly equipped with oil dipstick.

The oil level must always be checked when the engine is horizontal and at a standstill.

The permissible deviation from the horizontal may not exceed 2°.

The DEUTZ oil dipstick must always be used for the oil level check.

In some engine variants, an electronic oil level monitoring is optionally available. Please consult the
company for further information.

If the OEM mounts its own oil level monitoring on the DEUTZ engine, the OEM will be responsible for
the correct design and implementation. The correct filling level must be checked with the DEUTZ oil
dipstick when checking the oil level and replacing the oil.

Engine damage that is demonstrably the result of faults in the oil level monitoring
remains the responsibility of the OEM.

If the engine is installed with an angled position, the oil dipstick must be adapted to the new position,
i.e. maximum and minimum must be given new marks.

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6 Engine Mounting
All relevant data and add-on variants for the engine mounting are described in this section.

6.1 General

As a rule, a correctly implemented elastic mounting is to be preferred to other mountings. An elastic

mounting is optimally designed if the natural frequency of the vibration system resulting from the
engine mass and the elasticity of the mounting is lower by at least 40% than the lowest excitation
frequency of the engine.

A low natural frequency presupposes soft, elastic elements. These have the disadvantage of
significant shifts under the effect of external forces which can occur at angled positions or impacts, for
example.

In the case of 4-cylinder engines, the formation of a rigid connection between the engine and engine
frame with consideration of the exciting mass forces of the second order is practically not possible.

The 3.6 engine series needs a mass balance shaft for a rigid engine mounting.

When setting up the engine or engine-transmission combination, it must be ensured that the base
frame corresponding plane parallelism and evenness. The area of the bearing points must not be
painted at the contact surfaces.

1. Motorrahmen / Engine
2 2 frame

1 2. Motorlagerung / Engine
mounting
3
3. Stahl-Unterlegscheibe /
Steel plain washer

4. Ansprüche an die
Aufstellebene A / Demands on
4 installation level A

5. Die Ebenheit der

Aufstellebene darf bis 0,5mm
schwanken / The evenness of
5 the installation level may
fluctuate up to 0,5mm

6. Die Aufstellebene muss

innerhalb einer Parallelität
6 von 2,0 mm liegen / The
installation level have to be
within a parallelism of 2,0 mm

Fig. 6-1 Form and position requirements for the engine frame

The hole pattern must be within the tolerance range indicated. The contact holes must be selected
correspondingly larger than the screw diameter for this. The requirements for the requisite steel
washers can be seen in the table below.

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Tab. 6-1 Data on the engine frame

Tolerance of the hole pattern, longitudinal ± 2 mm

Tolerance of the hole pattern, transverse ± 1 mm

Diameter of the contact holes 4 mm larger than the bolt diameter

Steel washer, diameter 26 mm for M12, 40 mm for M16

Steel washer, material St 60

Steel washer, thickness min. 6 mm

The calculation to ascertain the bearing loads from static weight, dynamic acceleration and reaction
moment from the drive must be carried out by the OEM. This applies in particular for add-on parts of
converter gears and mechanical gears.

6.2 Engine bearing load

A uniform load must be ensured when arranging the bearing elements. The uniform load must be
ensured by corresponding force division to the relevant bearing elements. The static force division can
be realized by changing the distances of the engine bearing arrangement or by varying the number of
bearings. DEUTZ recommends varying the number of engine bearings.

The static calculation of the bearing forces can be carried out according to the figure below.

lM+G
1 1. Motor / Engine

FM
2 2. Getriebe / Transmission
FM+G

SM
SM+G
SG 3. Lagerkraft Motorlager hinten /
Reaction force of the engine
mounting, backside
FB FG
FA
3 4
lA 4. Lagerkraft Motorlager vorne /
lB Reaction force of the engine
lG mounting, frontside

Formelzeichen / formula symbols

S = Schwerpunkt / Center of gravity
F = Kraft / force [N]
l = Länge / Distance [m]

Indizes / Indices
M+G = Motor + Getriebe / Engine + Transmission
M = Motor / Engine
G = Getriebe / Transmission
A = Lagerreaktion A / mounting reaction A
B = Lagerreaktion B / mounting reaction B

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Fig. 6-2 Determining the forces in the engine bearings

The load on the engine bearings can be calculated from the formulas indicated. For this see Fig. 6-2
Determining the forces in the engine bearings.

The position of the total centre of gravity of the engine and transmission can be determined with the
formula indicated. For this see Fig. 6-2 Determining the forces in the engine bearings.

When selecting the bearing elements, it is necessary to check, besides the static load, what dynamic
forces can occur in the relevant installation case or engine application, which have to be absorbed
additionally by the bearing elements. For this, the machine manufacturer must provide data on the
maximum possible forces and accelerations in the particular application case. If no data is known, we
recommend calculating with twice the value of the actual static load to record dynamic effects and
aligning the number of bearings accordingly so that the permissible maximum bearing load per bearing
element is not exceeded.

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6.3 Elastic engine mounting

The 3.6 liters engine series are standardly equipped without engine mounting. The
engine series will be delivered on transport brackets.

Foundations for engine frames whose rigidity has to be significantly greater than that of the elastic
elements is a prerequisite for the fault-free design of elastic mountings. Otherwise, the foundation acts
as an additional spring.

The bearing elements must be arranged so that they can deflect under the effect of the forces
resulting in operation, e.g. for the torque support of the engine. DEUTZ recommends complying with a
distance of approx. 20-30 mm between the engine and the vehicle frame or walls.

DEUTZ provides elastic engine bearings for the relevant engine series corresponding to the scope of
supply. DEUTZ recommends utilizing this solution, as the elastic engine bearings are adapted to the
relevant engine series.

To compensate the vibration amplitudes occurring with elastically mounted engines, the connections
leading to the engine such as pipes or air guides must be formed elastically. Rigid connection to the
foundation or walls diminish the elastic mounting by increasing the natural frequency and might lead to
damage owing to less flexibility.

Depending on the engine bearing load, the flywheel-side engine bearings can be designed as double
bearings.

1 1. Einzelnes Motorlager /
3 Single engine mounting
6
2. Doppeltes Motorlager /
5 Double Engine Mounting

3. Druckscheibe /
Upper Plate

4 4. Gummielement /
Rubber Element

5. Befestigungshalterung am
2 Motor /
3 6 Mounting Bracket at Engine
4
6. Schraubenverbindung /
Bolted Joint
5

Fig. 6-3 DEUTZ engine mounting

The engine mountings supplied by DEUTZ are available in several degrees of hardness. The load on
the individual engine bearings can be seen in the table below.

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Tab. 6-2 Permissible load on the DEUTZ engine bearings

Degree of hardness Load per bearing Max. application temperature

55 Shore see TIS see TIS

In order to attain the functional capacity of the bearings at high lateral forces, metallic limit stops might
be necessary in a horizontal direction (5 mm max. deflection from the neutral position).

Further technical data on the elastic bearing elements can be found in the sales drawings.

6.4 Rigid engine mounting

A rigid engine mounting is allowed for the 3.6 liters engine series.

The foundation for the rigid mounting must be stiff and heavy in design so that the engine/foundation
system is not excited in a manner resembling resonance, i.e. the mounting must be adapted sub-
critically so that the resultant highest exciter frequency is sufficiently far from the natural frequency.

The contact surfaces may not be painted.

Rigid four-point mountings are critical when using chassis frames that are not absolutely resistant to
bending and torsion and can lead to damage to the engine.

An exact, plane-parallel alignment of the rigid mounting points on the foundation or on the frame
construction is therefore necessary.

Most effectively, the engine is located on the frame with the rigid mounting. The gap dimension is now
measured at several points using a feeler gauge under the suspension bracket.

The suspension brackets can be aligned incrementally after loosening the fastening screws of a
suspension angle within the free bore tolerance.

The specified tightening torque of the screws must be observed during tightening. If no full contact
results from this, spacers must be placed underneath. In the case of rigid mounting, the drive is not
subject to any mounting-induced restriction, for example settling effects of rubber elements.

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6.5 Track width of the engine mounting

Substantial deviations from the specified track width can cause damage to the SAE
housing or engine block.

The track width of the engine mounting is specified when using DEUTZ engine bearings. The values
vary depending on the design of the SAE housing and type of engine mounting. The exact data can be
taken from the sales drawings.

If the engine mounting is provided by the customer, the distance from the center of the bearing to the
SAE housing or engine block must correspond to the maximum distance of the relevant DEUTZ
engine mounting, i.e. the DEUTZ track width must also be complied with in the case of engine
mountings supplied by the customer.

If this cannot be complied with in individual cases, DEUTZ Application Engineering must be consulted.
The release of an engine mounting with larger track width usually requires a longer field test.

6.6 Mounting possibilities for customer made engine mountings

There are different opportunities to mount engine mountings on a DEUTZ engine. In any case the
engine has to be supported at least with two screw-on points per side. The below mentioned screw-on
points are present on the opposite as well.

The screw-on points shown at 1 may be used for a belt side mounting. In this case both screw-on
points have to be used.

The screw-on points shown at 2 may be used for a belt side mounting. In this case at least two
mountings as marked in the below figure have to be used.

The screw-on points shown at 3 may be used for a flywheel side mounting. In this case at least two
mountings as marked in the below figure have to be used. A double mounting is possible as well. In
this case all four screw-on points have to be used.

The screw-on points shown at 4 may be used for a flywheel side mounting.

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1. Flanschfläche stirnseitig /
Flange area belt side
2. Starre und elastische
Lagerung / Stiff and elastic
mountings
3. Einfach und doppelte
Motorlager / Single and Double
Engine Mounting
4. Untere Motorlagerung /
Lower Engine Mounting

1 4
3
2

Fig. 6-4 DEUTZ engine mounting

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7 Power Transmission
All relevant data and add-on variants for the power transmission are described in this section.

7.1 General

Torque-transfer components must be centered according to DIN ISO 7648. For this see also the
standards SAE J 617A and SAE J 1033.

The dynamic (changeable over time) loads of torque-transfer components in shaft trains of machine
sets must be determined by a torsional vibration calculation and checked in respect to their reliability.

Not only the dynamic force actions resulting from the diesel engine, but also the force actions resulting
from the driven working machine must be considered.

The machine manufacturer must carry out a calculation for compliance with the permissible power
transmission.

The engine technical data for a torsional vibration calculation can be provided by DEUTZ Application
Engineering.

If drive units are flanged on the engine, the mating and contact surfaces must ensure a perfect seat.
The preservation of the mating or support surface must be removed before assembly of the drive units.

All rotating parts of the engine as well as rotating add-on parts on the flywheel side, opposite side to
the flywheel and/or on the auxiliary power take-offs must be covered by a corresponding protection
against accidental contact.

When tightening the fastening screws, it must be ensured that no axial force acts on the fit bearings of
the crankshaft.

The axial play of the crankshaft must never be affected by couplings or connecting elements between
the engine and drive units. The crankshaft axial play must be checked before the initial commissioning.

The short-term permissible engine overspeed is 30% above the maximum engine rated speed.
Depending on the application, there is a risk that the engine is forced into an impermissible speed
range via the power transmission (e.g. downhill travel with heavy tractor that is only braked via the
engine).

In general, DEUTZ is not liable for engine damage resulting from operation at
impermissible engine speeds.

Corresponding measures are to be provided to prevent such damage on the power take-off side.

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7.2 Coupling

A corresponding coupling must be provided, depending on the application case of the engine and
drive unit. The need for elastic coupling between the flywheel and power take-off must be decided
depending on the application.

The type of coupling for the power transmission from the engine to a drive unit, for example alternator
or gears, is mostly determined by the relevant drive unit.

The design of the coupling can depend on the following points, amongst others.

 The arrangement, e.g. flange arrangement or free-standing

 The design of the drive unit, e.g. one or two-bearing alternator
 The mounting of the engine and drive unit on the foundation
 The design of the foundation
 The requirement in respect to torsional vibrations

In the case of a larger center offset, a propeller shaft must be used in addition to an elastic coupling.
The propeller shaft is necessary for bridging the distance. See section 7.3.1.1 Propeller shafts.

DEUTZ provides corresponding flywheels for different couplings according to the scope of supply.

Torsional vibration calculations must be performed when using elastic couplings. Torsional vibration
calculations can be carried out by the coupling manufacturer or by DEUTZ. The resultant costs are to
be borne by the device manufacturer.

7.3 Power take-off on flywheel side

7.3.1 Axial power take-off

The maximum axial power take-off on the flywheel side is shown in the following table. This data
applies for the engine rated power as well as for the maximum torque.
Tab. 7-1 Maximum axial power take-off on the flywheel side

Engine series Maximum axial power take-off

all see TIS

The permissible masses, mass moments and moments of mass inertia for the axial power take-off can
be found in the TIS.

The data for the relevant engine series can be found in the TIS under Engine Series, general
documents, elastic Systems and Power Take-off.

If the necessary information is not available, the responsible technical sales support must be
contacted.

Furthermore, axial force on the crankshaft must be considered for the axial power take-off on the
flywheel side.

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Tab. 7-2 Permissible axial force on the crankshaft

Engine series Permissible axial force, Permissible axial force, short-

permanent term

TCD 3.6 L4 see TIS power take off chapter see TIS power take off chapter
2.610 2.610

7.3.1.1 Propeller shafts

The installation guidelines of the propeller shaft manufacturer must be observed when installing
propeller shafts. As a rule, however, the two joints of the propeller shaft must be in one plane or the
bending angles of the joints must be the same size.

1
1. Gelenkwellen Z-Beugung /
Cardan shafts Z-bending

3
2. Gelenkwellen W-Beugung /
3 Cardan shafts W-bending

2 3. Beugungswinkel / bending
angles

MBmax = maximales
3 Biegemoment / maximal
bending moment
3
Md = eingeleitetes
Drehmoment / induced torque

β = Beugungswinkel des
Gelenkes / bending angle of
the joint

Fig. 7-1 Arrangement of the propeller shafts

A bending moment is transferred to the engine and the drive element by the torque and the bending of
the joints depending on their size.

The size of the bending moment depends on the applied torque and the bending angle of the joints.
The bending moment fluctuates twice between zero and the maximum value per revolution.

Radial circumferential forces due to this bending moment result on the drive and take-off side of the
propeller shaft. This gives rise to vibrations that are at twice the engine speed and can lead to
resonance effects depending on the mounting of the engine or the drive element.

The foundation should be designed as stiff as possible in the case of rigid mounting and the bending
angle should be kept as small as possible.

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7.3.2 Radial power take-off

Radial power take-offs generate a reverse bending stress on the crankshaft as well as an additional
load on the crankshaft bearing by the acting lateral force. The application of such a reverse bending
load is not permissible on the flywheel side.

A radial power take off on the flywheel side is only allowed with a flange-on outer
bearing.

7.4 Power take-off on side opposite flywheel

7.4.1 Axial power take-off

The maximum axial power take-off on the side opposite the flywheel is shown in the following table.
This data applies for the engine power as well as for the maximum torque.
Tab. 7-3 Maximum axial power take-off on the side opposite the flywheel

Engine series Maximum axial power take-off

all see TIS

The permissible masses, mass moments and moments of mass inertia for the axial power take-off can
be found in the TIS.

The data for the relevant engine series can be found in the TIS under Engine Series, general
documents, elastic Systems and Power Take-off.

If the necessary information is not available, the responsible technical sales support must be
contacted.

7.4.2 Radial power take-off

Radial power take-offs generate a reverse bending stress on the crankshaft as well as an additional
load on the crankshaft bearing by the acting lateral force.

The permissible masses, mass moments and moments of mass inertia for the radial power take-off
can be found in the TIS.

The data for the relevant engine series can be found in the TIS under Engine Series, general
documents, Elastic Systems and Power Take-off.

If the necessary information is not available, the responsible technical sales support must be
contacted.

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7.5 Auxiliary power take-offs

7.5.1 General

The DEUTZ diesel engines come with additional power take-off options for air compressors, hydraulic
pumps and water pumps. Various auxiliary power take-offs (PTO) are available for the engine,
depending on the series.

1. Nebenabtrieb A mit
Luftpresser /
Power Take Off A with Air
Compressor
2. Nebenabtrieb B Anschluss
Riemenseite (TCD 3.6) /
Power Take Off B Connection
2 Belt Side (TCD 3.6)

1 3. Nebenabtrieb B Anschluss
Schwungradseite (TCD 3.6) /
Power Take Off B Connection
Fly Wheel Side(TCD 3.6)

Fig. 7-2 Auxiliary power take-offs of the engines

The maximum permissible torque is relevant for the load of the auxiliary power take-offs.

The maximum permissible torque may not be exceeded, even during short-term dynamic peak loads
in the work mode of the relevant machine.

A corresponding demonstration for the load of the auxiliary power take-offs must be provided.

The maximum speeds indicated by the pump manufacturers must be observed when installing
hydraulic pumps. Taking into account the short-term permissible overspeeds of the DEUTZ engine,
increased hydraulic pump maximum speeds can result due to the transmission ratios.

The installation of the auxiliary power take-off must receive a release from DEUTZ AG and from the
relevant pump manufacturer.

No further check is necessary if only the add-on parts and hydraulic pumps of DEUTZ are used, which
are released for the respective engine series.

If the auxiliary power take-off is provided by the customer, e.g. an own hydraulic pump, a release by
the pump manufacturer must be presented to DEUTZ. However, the drive in the engine must be
realized by a DEUTZ gear wheel or a DEUTZ attachment bearing including gear wheel. A check by
DEUTZ AG is necessary.

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Use of the customer’s own gear wheels is not permitted as a rule. In exceptional cases, the use
requires a detailed check and release examination by DEUTZ AG, which can be carried out at an
expense.

The installation of single or multiple power take-offs such as tandem pumps is permissible. However,
the max. torque sum of the multiple power take-offs must not exceed the max. permissible torque.

The correct power setting must be ensured when installing hydraulic variable displacement pumps so
that the auxiliary power take-off is not overloaded.

7.5.2 Power take-off

Damage as a result of an incorrectly designed mounting on the auxiliary power take-off

shall be at the expense of the machine manufacturer.

The permissible power take-offs depend on the relevant auxiliary power take-off and the design of the
auxiliary power take-off or transmission ratio.
Tab. 7-4 Options for the power take-offs

Engine series Option for the power take-off

TCD 3.6 L4 PTO A, PTO B

The following data applies for the standard version of the auxiliary power take-offs, all other variants
and associated specifications can be found in the TIS.
Tab. 7-5 Permissible power take-offs at the auxiliary power take-offs

Engine series Auxiliary Max. Max. power Transmission

power take- permissibl ratio
off e torque

TCD 3.6 L4 PTO A see TIS - see TIS

TCD 3.6 L4 PTO B see TIS - see TIS

PTO C n.a. - -

Sum, total see TIS - -

The maximum performance figures given are for information purposes only They only apply for the
maximum engine rated speed.

The data for the relevant engine series can be found in the TIS under Engine Series, Accessories list
and PTO.

If the necessary information is not available, the responsible technical sales support must be
contacted.

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7.5.3 Air compressor

7.5.3.1 General

The DEUTZ air compressor mounted on the engine is optionally available according to
the DEUTZ scope of supply.

The power take-off of the air compressors installed in DEUTZ engines is realized via auxiliary drives
provided in the engine. Air compressors are normally required to supply compressed air systems.

The DEUTZ air compressors are also equipped with a fixed drive. The fixed drive of the air
compressor enables the power take-off to be transferred to another unit (e.g. power steering pump).

The DEUTZ air compressors are lubricated via the engine lubricating oil system.

The DEUTZ air compressor cooling is ensured by the cooling circuit of the engine.

The intake air of the DEUTZ air compressor is extracted after the engine air filter.

DEUTZ provides controlled and uncontrolled air compressors. In both variants, the component
responsibility of DEUTZ AG only refers to the parts of the air compressor mounting included in the
DEUTZ scope of supply as well as the mechanical design of the drive. The customer interface and
system limit are the pneumatic connections at the compressor.

All parts of the air compressor installed after the customer interface as well as their correct functioning
are the responsibility of the machine manufacturer. DEUTZ AG does not accept any responsibility for a
defective and incorrectly functioning compressed air system. This also excludes the warranty for
potential damage to the air compressor and DEUTZ parts, if this is caused by an erroneous installation
or operation of the compressed air system. The specifications of the air compressor manufacturer as
well as the compressed air system manufacturer must be followed in all cases.
Tab. 7-6 Installation location of the DEUTZ air compressor

Engine series Installation location of the air compressor

all PTO A

DEUTZ provides different air compressor outputs or sizes for the relevant engine series.

The following sizes of DEUTZ air compressors are available according to the DEUTZ scope of supply.
Tab. 7-7 Variants of the DEUTZ air compressors

Engine series Size of the air compressor

TCD 3.6 L4 see TIS

The further technical data for the relevant engine series can be found in the TIS under Engine Series,
Accessories list and Power Take-offs.

If the necessary information is not available, the responsible technical sales support must be
contacted.

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1. Kompressorkühlung Vorlauf/
2 3 4 Compressor Coolant Inlet
1

2. Kompressorluft Saugseite /
Compressor Air Suction Line

3. Anschluss Möglichkeit DBV /

Connection Possibility Pressure
Relief Valve

4. Kompressorkühlung
Rücklauf /
Compressor Coolant Outlet

5. Steuerleitung /
Control Line
6
5 6. Kompressorluft Druckseite /
Compressor Air Pressure Line

Fig. 7-3 Air compressor with ESS

7.5.3.2 Design of the air compressor

The required compressor size must be determined by an air requirement calculation. Here it is
necessary to clarify what air requirement results over what time period.

The compressor duty cycle (ED) – in other words the share of the time in which compressed air is
pumped – should be approx. 30% or maximum 50% of the total compressor operating time.

Duty cycles over 60% are significantly too high and can lead to premature compressor failures. The
maximum duty cycle values are to be determined by measurements of the delivery and idling times
over longer operating times, approx. 25 operating hours, if necessary.

When designing the compressed air supply system, it must be ensured that the pressure controller
with its control system is adapted to the air compressor. The pressure controller and downstream air
dryer usually form a structural unit here. The use of air dryers is always recommended in order to keep
water out of the complete compressed air system.

The installation guidelines of the manufacturers must be observed. All parts of the air compressor
installed according the customer interface as well as their correct functioning are the responsibility of
the machine manufacturer. DEUTZ AG does not accept any responsibility for a defective and
incorrectly functioning compressed air system.

In order to keep the thermal load of the cylinder heads of the air compressors low, the dynamic
pressure in the pressure line between the compressor and pressure controller may not exceed the
permissible value during the shutdown phase of the compressor.

The maximum permissible operating pressure must also be complied with.

DEUTZ recommends equipping the compressed air system with a compressor shutdown. DEUTZ
provides air compressors with energy-saving system (ESS).

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Tab. 7-8 Technical data of the DEUTZ air compressors

Technical data of the DEUTZ air compressors All engine series

Max. permissible operating pressure see TIS

Max. permissible intake negative pressure 50 mbar

Max. dynamic pressure in pressure line 0,7 bar

Max. temperature at pressure nozzle see TIS

If the ESS is not required, the connection of the control line to the air compressor must be closed with
a locking screw with a 2 mm bore. The ventilation bore ensures that the control piston remains clearly
in its position and the full delivery capacity is always enabled.

7.5.3.2.1 Compressed air system with energy-saving system

According to the DEUTZ scope of supply the DEUTZ air compressor is available with
ESS.

The cylinder head of the air compressor is equipped with an energy-saving system (ESS). The energy-
saving system means that the power consumption is significantly reduced in the idling phase of the
compressor. This has a positive effect on the fuel consumption of the engine and the service life of the
air compressor.

This system requires a control signal from the pressure controller and is activated upon reaching the
end pressure in the air tank. The control line must be vented in delivery mode. No pressure may build
up in the control line.

The valve piston closes the valve seat during the delivery phase. The piston of the air compressor
sucks the air to be compressed through the intake bore and releases the compressed air again
through the outlet bore. The air compressor works like an air compressor without ESS in the delivery
phase.

In the ESS phase, the valve piston is lifted from the valve seat by the control pressure against the
spring force. The control pressure comes from the pressure controller. In this way, a connection is
established between the compression chamber and a closed space in the cylinder head. During the
first cycle of the ESS phase, the piston of the air compressor sucks the air to be compressed through
the intake bore. The air is then delivered into the closed space. The compressed air in the closed
space expands again in the compression chamber during the next cycle.

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4
0. Saugleitung / Suction line
0 2
3

1 1. Kolben des Luftkompressors

/ Piston of the air compressor

2. Druckleitung / Pressure line

Schaltbild / circuit diagram
Ansteuerung eines ESS-Kompressors mit Druckregler /
Control of an ESS-compressor with pressure regulator
3. Geschlossener Raum /
Zum Verbraucher / Closed room
To the consumer
Druckregler /
Pressure regulator

Kompressor/ Compressor
4. Steuerleitung / Control line

Druckleitung Saugleitung

5. Zum Verbraucher / to the

Steuerleitung consumer

Fig. 7-4 Air compressor with ESS

In this state, the air compressor works in a closed circuit process, only friction, leakage flow and heat
loss require minimum drive energy.

Air compressors with ESS and pressure controller must be adapted to one another with the result that
the selection of the pressure controller has to be evaluated by the manufacturer of the air compressor.

7.5.3.3 Design of the lines

All lines connected to the air compressor must be connected to be permanently strong and airtight,
they must be routed without tension and they must be clean inside (free of foreign bodies, rust, scale
etc.).

The diameters of the connections to the air compressors can be found in the sales drawings.

7.5.3.3.1 Intake line

The intake air for the air compressor must always be taken from the combustion air line between the
combustion air filter and exhaust turbocharger. DEUTZ recommends always taking the intake air
vertically from above, if possible. This extraction point must always be in the direction of flow of the
combustion air before the connection for the crankcase breather. This measure is necessary so that
no oil is sucked in from the compressor and the spacing to the exhaust turbocharger is sufficiently
large to keep the effect of the pulsating compressor intake air to the exhaust turbocharger low. The
required distance is 150mm.

In some air compressors, the intake line is routed as a gusseted tube on the engine side and is part of
the DEUTZ scope of supply. If the intake line of the air compressor is not routed on the engine side,
this must be carried out by the OEM. The following data applies here.

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Tab. 7-9 Diameter and length of the intake line

Min. diameter for a line length to 0.3m ≥ 18 mm

Min. diameter for a line length to 1m ≥ 22 mm

Max. line length of the intake line 1m

7.5.3.3.2 Pressure line

The connection of the pressure line to the cylinder head of the air compressor should be carried out by
the customer using a straight pipe union according to DIN 2353 with metallic sealing ring. The
continuing pressure line should be routed in the first part as straight as possible or at least without
sharp changes in direction in order to prevent potential coke deposits in the bends.

To keep vibrations of the air compressor, for example due to its mounting on the elastically borne
engine, from the downstream compressed air system and prevent damage to the connections as well
as pipe fracture, part of the pressure lines must be made elastically, for example using pressure hoses.

A compression strength must also be ensured at 250°C when using pressure hoses.

The maximum permissible temperature of the air flow in the pressure nozzle of the compressor may
not exceed the specified value. The temperature at the pressure nozzle is influenced very significantly
by the backpressure, by the type of cooling of the compressor, by the intake air temperature and by
the duty cycle (Einschaltdauer - ED) of the compressor.

The pressure line must always be routed with an incline so that no condensation water flows to the air
compressor or remains in the pressure line.
Tab. 7-10 Diameter and length of the pressure line

Min. diameter of the pressure line ≥ 15 mm

Recommended maximum line length 4m

Pressure lines which exceed the recommended maximum length of 4m require an evaluation by the
compressor manufacturer. The evaluation serves for compliance with the temperature limits at the
downstream devices and their function during summer / winter operation.

7.5.3.4 Power take-off at the fixed drive of the air compressor

The power take off on the air compressor is only permitted for the DEUTZ power steering
pump assembly.

The fixed drive of the air compressor is provided for connection of the power steering pump.

The technical data for the power steering pump can be found in the TIS or the sales documents.

The data for the relevant engine series can be found in the TIS under Engine Series, Accessories list
and PTO.

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If the necessary information is not available, the responsible technical sales support must be
contacted.

A pressure limiting valve must be installed in the hydraulic steering circuit to protect the power steering
pump.

7.5.4 Climate compressor

The DEUTZ engines are optionally available with mounted air-conditioning compressor.

The mounted climate compressor is driven via the belt drive on the flywheel side. All necessary data
on the climate compressor, such as tightening torques, circuit diagram and operating pressures can be
found in TIS or the sales documents.

The data for the relevant engine series can be found in the TIS under Engine Series, Accessories list,
V-belt-pulley and Climate Compressor.

If the necessary information is not available, the responsible technical sales support must be
contacted.

The DEUTZ scope of supply includes: Climate compressor, brackets on engine, belt drive with the
relevant belt pulleys. The mounting is completed at the factory and does not require any reworking by
the customer.

The DEUTZ scope of supply does not include: Cabling and associated plug connections as well as all
parts of the air-conditioning system. These components are to be provided and installed by the
machine manufacturer.

The component responsibility of DEUTZ AG only refers to the parts of the climate compressor
mounting included in the DEUTZ scope of supply as well as the mechanical design of the drive.
Customer interfaces and system limits are the electrical connection for the electromagnetic coupling
as well as the hydraulic connections at the compressor.

All parts of the air-conditioning system mounted after the customer interface as well as their correct
functioning are the responsibility of the device manufacturer. DEUTZ AG does not accept any
responsibility for a defective and incorrectly functioning air-conditioning system. This also excludes the
warranty for potential damage to the climate compressor and add-on parts if this is caused by an
erroneous installation or operation of the air-conditioning system. The specifications of the climate
compressor and air-conditioning system manufacturer must be followed in all cases.

7.5.5 Hydraulic pump

The DEUTZ engines are optionally available with mounted hydraulic pump.

The installed hydraulic pump is mounted on an auxiliary drive.

All necessary data concerning the available hydraulic pumps can be found in the TIS or the sales
documents.

If the necessary information is not available, the responsible technical sales support must be
contacted.

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The DEUTZ scope of supply includes: Hydraulic pump and drive components. The mounting is
completed at the factory and does not require any reworking by the customer.

The DEUTZ scope of supply does not include: Pressure limiting valve, hydraulic connections and
associated connections as well as all parts of the hydraulic system. These components are to be
provided and installed by the machine manufacturer.

The component responsibility of DEUTZ AG only refers to the parts of the hydraulic pump mounting
included in the DEUTZ scope of supply as well as the mechanical design of the drive. Customer
interface and system limits are the hydraulic connections at the hydraulic pump.

7.5.6 Vibration damper

The 3.6 engine series are not equipped with torsion vibration damper.

The torsional vibration damper serves for damping the torsional load in the crankshaft. It must be
possible to dissipate vibration energy in the form of heat to the environment from the torsional vibration
damper at the free crankshaft end of an engine.

To prevent damage to the vibration dampers, it must be ensured that the resultant heat energy in the
vibration damper is dissipated by cooling.

In the case of encapsulated installations it is therefore particularly important for a circulation of as cool
air as possible to occur at the front crankcase end.

Further information can be found in section 2.10 Cooling Air Guide.

7.6 Add-on parts on the SAE housing

The bearing load must be checked when mounting couplings, transmissions, converters or hydraulic
pumps on the engine.

The add-on parts can be made freely suspended on the engine if the following limit values for the
reversed bending moment between the engine crankcase and flywheel housing (SAE housing) are not
exceeded.

The reversed bending moment describes the dynamic load of the SAE housing from the static weight
and the spacing of the add-on parts multiplied by the acceleration to be expected in operation.

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1. Motor / Engine

2. SAE-Gehäuse / SAE-housing

5 3. Kupplungsglocke / Bell-
1
MB housing

2 4. Getriebe / Transmission
4
3
5. Biegemoment MB / Bending
moment MB

6. Lagerkraft Motorlager vorne

/ Reaction force of the engine
mounting, front
F

8 7. Lagerkraft Motorlager
6 7 hinten / Reaction force of the
engine mounting, rear
l

Formelzeichen / formula symbols 8. Gewichtskraft des Getriebes

MB = Biegemoment / Bending Moment [Nm]
F = Kraft / force [N] / Weight force of the
l = Länge / Distance [m] transmission

Fig. 7-5 Schematic representation of the add-on parts on the SAE housing

Depending on the material and design, different permissible reversed bending moments can apply,
which are shown in the table below.
Tab. 7-11 Max. permissible bending torques at the SAE housing

Engine series Max. permissible reversed bending moment MB

TCD 3.6 L4 ±4000Nm

If the above reversed bending moment is exceeded at the SAE housing, the mounting must not be
made on the flywheel housing but instead on the bell housing or on the transmission housing.
Alternatively, a subframe (support) must be mounted between the flywheel housing and transmission
housing on which the mounting is then mounted.

For limitation of the bending moment which may be applied laterally into the SAE housing, the notes in
section Track width of the engine mounting must be complied with.

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8 Electrics
All relevant data on the electrics and the electrical engine components is described in this section.

8.1 General

The 3.6 liters engine series are standardly equipped with 12V power supply. According to
the DEUTZ scope of supply the engine series are optionally available with 24V power
supply.

The functionality, reliability and durability of electronic / electrical components or systems essentially
depends on their installation and their handling and care.

The service life of electronic and electrical components depends on the ambient temperature, amongst
other things, which means the permissible application temperature range is always predefined. It must
therefore be noted that although a permanent operation of the component at the upper limit of a
specified temperature range is permissible, the service life is ultimately reduced.

The electromagnetic compatibility (EMC) of the electronic components is ensured according to

Directive 89/336/EEC upon proper installation corresponding to the Deutz instructions for every
system.

Despite the above precautions against electromagnetic radiation, the operator must ensure that the
electromagnetic interferences in the operating environment (powerful transmitters, transformer stations
etc.) do not exceed the limits defined in Directive 89/336/EEC.

The implementation of the electrical cabling, the quality of the cables and their electrical connections
are of fundamental importance for the function of the electronic devices, as they represent the main
interference cause.

The cabling of the individual components is a component of the DEUTZ circuit diagrams.

More detailed information on the installation of electronic and electrical components can be found in
the DEUTZ installation guidelines for electronics.

It is generally to be ensured that the engine control unit is supplied with voltage for a sufficiently long
period. The coasting time of the control unit must be noted in particular.

Both poles of the battery must be disconnected to protect other electronic components during welding
work.

So-called external starting via an additional, external battery is dangerous without a connected internal
battery. Disconnecting the cables from the poles can result in high inductivity peaks (arcs, voltage
peaks) and the installed electronics can be destroyed. DEUTZ recommends using corresponding
protective circuits as protection against voltage peaks.

All open electrical connections must be protected with a corresponding cap or similar – if
this is not yet done by Deutz.

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8.2 Electric starter

The electric starter converts the electrical energy saved in the battery into mechanical energy. The
electric starter can only provide its power if a battery with corresponding capacity is available as a
current source. The starter is decisive for the rating of the battery owing to its short-term high current
consumption.

Ideally, the starter should be selected corresponding to the rotational torques of the engine and power
take-off required during starting, whereby the design is to be such that not more than the rated power
of the starter is taken at +20°C.

Depending on the size of the electric starter, a corresponding maximum permissible battery is
assigned. Different starter short-circuit currents result, depending on the battery size or its battery cold
test current and the electric starter. The starter short-circuit currents serve for the design of the
permissible starter cabling.

Starters can be implemented with and without insulated return line.

The electric starter must be protected against splash water, road dirt, fuel, oil and high temperatures.
Starters may not be cleaned with high-pressure steam jets. DEUTZ recommends providing a shielding
plate or air baffle as a protective measure.

The permissible temperatures at the starter can be found in the following table. The values may not be
exceeded.
Tab. 8-1 Permissible temperatures at the electric starter

Permissible permanent temperature at starting housing 100°C

Permissible short-term temperature at starter housing 130°C

Maximum permissible temperature at engaging magnet of starter n.a.

Maximum short-term temperature at engaging magnet of starter n.a.

Short-term temperature peaks at the pole housing and at the engaging magnet of the starter are
defined with a time of maximum 15 minutes, and the sum of the events may be approx. 5% of the
entire operating time.

The contacts of starter terminals 30, 31 and 50 must be protected against unintentional short-circuiting
(jump protection).

Starters may turn over a max. of 30s long uninterrupted. After this, a waiting time of at least 1min
(cooling time) is necessary until the next turn-over. The next start may turn over a max. of 30s long
uninterrupted. After this, a waiting time of at least 20min is necessary. This procedure may be
repeated with 20min breaks. No interruptions may be made during the turn-over.

The engine is started via the engine control unit and serves to make sure that starting is not possible
while the engine is running. Besides tracking the start into running, the start into a slowing engine is
also prevented.

The permissible tightening torques for nuts and screws of terminals 30, 31 and 50 can be found in the
sales documents.

No additional consumers may be connected at terminal 50.

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All lines of the starter must be fastened after approx. 30 cm.

Only DEUTZ spare parts may be used when replacing a starter.

The insulation strength of the cables must withstand the max. current at ambient temperatures of
+100°C without damage.

The battery must be disconnected before assembly work on the engine in the starter area or on the
starter itself.

Unless expressly indicated in individual cases, starters are not suitable for use in explosive
environments.

8.2.1 Design of the electric starter

All relevant data for the design of the electric starter is described in this section.

8.2.1.1 Assignment of electric starter to battery size

The assignment between the electric starter and battery size must be selected depending on the cold
start limit temperature of the engine.

Fig. 8-1 Cold start limit temperature and circuit diagrams of the batteries

The cold test current of the battery and the short-circuit current of the electric starter are indicated
corresponding to the figure below. The relations of the battery and starter size apply correspondingly
to the temperatures indicated and a battery discharge of 0 %.

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Leistung Nenn- Zul. Gesamtkapa- Gesamtkälteprüf- Starterkurz- Schaltbild Zul. Kabelwider-

Starter / spannung / zität Batterie / strom nach DIN schlussstrom Batterien / stand +20°C /
Power of Rated Perm. Total bei -18 °C / Total +20°C / Starter Wiring Perm. Wiring
Starter Voltage Capacity of Cold Start Current Short Circuit Diagram of Resistance 20°C
Battery at -18°C (DIN) Current +20°C Batteries

[kW] [V] [Ah] Ikp [A] Ik [A] [m]

3,2 Letrika 12 110 450 C 1±0,5

143 570 1720 C 1±0,5

3,5 Letrika 24 2x66 300 1090 A 1±0,5

4,0 Letrika 12 110 450 C 1±0,5

143 570 C 1±0,5

176 790 2150 C 1±0,5

220=2*110 900=2*450 D 1±0,5

4,0 Letrika 24 2*66 300 A 1±0,5

2*88 395 A 1±0,5

2*110 450 1520 A 1±0,5

Fig. 8-2 Assignment of electric starter and battery size

The highest starter short-circuit current indicated in every line yields the maximum permissible battery
for the corresponding starter.

The short-circuit current at + 20 °C (battery acid) is adopted as maximum starter current; this results in
the largest cable cross sections according to the calculation.

The short-circuit current of a starter depends on the size (cold test current), temperature and charging
state of the battery used.

Greater battery capacities should not be used in conjunction with the individual starter sizes, as the
starter can otherwise be overloaded thermally and mechanically. To prevent this, the supply line
resistance must be selected so that at least the permissible minimum total resistance is attained.

The greatest available and current individual battery capacity is equal to 210 Ah/700A.

Note:

If greater battery capacities with greater cold test currents - than indicated here - are nevertheless
used, larger supply line resistances will then be necessary when complying with the minimum
permissible total resistance from the internal resistance of the battery and supply line resistance. If
necessary, consult DEUTZ Application Engineering or the starter manufacturer (Iskra. MELCO) for this.

The biggest battery capacity is absolutely necessary if the max. cold start limit temperature of the
engine (see above or assignment starter – engine type see TIS) has to be reached, whereby the
minimum supply line resistance of the starter main line (supply and return line) with 1 mW – for
MELCO starters 2 mW – must be complied with to attain the cold start limit.

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8.2.1.2 Design of the starter cabling terminal 30 and 31

We recommend determining the requisite minimum cross section of the starter main line (between
starter and battery) with the maximum short-circuits current IK occurring at the starter, in order to rule
out restrictions in the battery selection.

The calculation below is not permissible for classified on-board systems. Only the data of the relevant
classification companies is to be observed for this.

The minimum cross section is determined by calculation with reference to the line heating at a short-
term permissible line load of 30 A/mm² according to the following relation:

𝐼𝐾 𝐼𝐾 lk = short-circuit current of starter at +20°C [A]

𝑞= = (𝑚𝑚2 )
𝐼𝐿 30
lL = permissible line load [A/mm2]

This minimum cross section q may not be fallen below.

The total resistance of the system comprising the line resistances of the supply and return line,
transition resistances and battery internal resistance must be observed for the design of the starter
main line.

RTotal = RPermissible line to + RPermissible line back + RTransition + RInternal battery

Depending on the starter size, a cable resistance R Cable must be complied with, which is within the
specified limits.

If the minimum total resistance is fallen below, there is a risk of mechanical and thermal damage to the
starter. Upon exceeding the maximum permissible total resistance, malfunctions and power losses in
the starter are to be expected.

Power losses in the starter lead to poor cold starting performance of the diesel engine (e.g. failure to
reach the cold start limits due to too low a rotational speed), amongst other things. The starter reaches
its highest output at minimum permissible cable resistance.

For Melco and Iskra starters, only the cable resistance (without consideration of the battery internal
resistance and the transition resistances) is calculated and the batteries indicated in the table Fig. 8-2
Assignment of electric starter and battery size must be used.

Calculation of the line resistance:

The line resistances can be determined according to the table “Copper line cross sections” for a
previously calculated minimum cross section (consideration of the line heating).

Parts of the body or frame are often used as the return line. Here the same resistance value as that of
the supply line from the battery to the starter is to be applied as an initial approach.

If a ground return line via engine and frame is selected, special attention must be paid to ensuring that
shunt resistances due to ground straps are avoided. The cross section of the ground straps should
receive at least the cross section of the plus line.

It must be ensured that the ground cable "from the battery to ground at the diesel engine" is always
connected directly in the vicinity of the starter (potential limitation).

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Calculation of the transition resistance:

The transition resistances differ considerably and cannot be calculated as a whole. A follow-up
measurement is particularly recommended in applications with many transitions or when using a
battery disconnection switch.

An internal resistance of 0.05 mOhm can approximately be set per interface.

Calculation of the battery internal resistance:

The battery internal resistance at +20°C is not usually known, but can be calculated from the cold test
current IKP indicated on the battery according to DIN 43539 (30 sec discharge time, 9V minimum
voltage):

The following applies for 12V systems: RiBatt +20°C = 2400 x 0.687 / IKP

The following applies for 24V systems: RiBatt +20°C = 4800 x 0.687 / IKP

Besides the DIN standard, the cold test current is often also indicated according to SAE, BCI or DIN
EN (10 sec discharge time, 7.5V minimum voltage).

The value for the battery cold test current is according to SAE, BCI and DIN EN 60095-1 (will be
superseded by DIN EN 50342) greater than according to DIN 43539 by a factor of 1.66. This is to be
considered in the above equations.

In rare cases, IEC (60 sec discharge time, 8.4V minimum voltage) is applied. Here the value in respect
to DIN 43539 is greater by a factor of 1.15. The data applies only for lead acid batteries.

8.2.1.3 Design of the control line to the electric starter terminal 50

The data applies for any operation of the starter.

The dimensioning of the cables is carried out via the logging of individual electrical resistances,
contact resistances as well as individual currents of additional consumers.

The effective control line resistance determined in this way must be checked by current and voltage
measurements with specified resistances (instead of the individual relay).

8.2.1.4 Required nominal cross section of the control line for engines without cable harness as per
DEUTZ scope of supply.

The nominal cross section of the control line is realized by determining the supply line resistance of
the control line between the battery plus pole via the starter switch to terminal 50 (starter switching
relay).

The limit values to be complied with for the line resistances Rmax of the control lines depend on the
size and type of starter.

The following supply line resistances are permissible in the control line between terminal 50 and the
battery plus pole at a functional temperature limit of 120°C:

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Starter motor
Nominal Control cable cross section in [mm²]
Type Power [kW]
voltage [V]
Letrika All All Required minimum cross section of the
control cable = 1,5mm²,
Relay-holding current = 2A

From Tier IV onwards, the engine start will be controlled via the engine control unit (EMR4). The
control cable from the EMR4 to the starter is integrated in the engine cable harness. The connection
between the starter switch and EMR 4 must be made by the customer (customer-end cable harness).

If the engine is started via customer electronics, it must be ensured that the customer electronics
remain active at 6V (taking into consideration the voltage losses upon engine start and the relevant
standards (EMV, ISO 7637)).

8.3 Battery

High currents are taken from the batteries during starting in the case of electrically started engines.

If batteries are used with higher cold test current than approved, this can result in
mechanical and thermal damage to the electric starter. Damage as a result of non-
approved batteries shall be at the expense of the machine manufacturer.

Besides the battery capacity, the cold test current (for more details see DIN 43539, Part 2) is definitive
for the cold start performance of the engine. Data concerning this is available on the batteries.

If the cold test currents are too low, the cold start performance will deteriorate; the starter function is
no longer guaranteed.

In general, it must be ensured during installation that the max. ambient temperature of the battery is
not exceeded. The permissible temperatures of the battery manufacturer apply. DEUTZ recommends
the values from the table below as a guide value for the ambient temperature.
Tab. 8-2 Guide value for the ambient temperature of the battery

Ambient temperature of the battery max. 60 °C

The permissibility of the battery installation in the engine compartment must be confirmed by
temperature measurements.

The installation space of the batteries must generally be well ventilated - electric switches must not be
mounted in the vicinity of the battery owing to spark formation and potential explosion hazards.

Batteries must be installed so as to be easily accessible, because maintenance work will be necessary
if batteries that are not maintenance free are used.

The batteries must always be fastened so that spontaneous movements are impossible.

Special vibration-proof batteries must be used in machines subject to high vibration loads.

As a rule, the data or information of the battery manufacturer as well as his maintenance specifications
always apply.

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Normal lead batteries of motor vehicles are not permissible as starter batteries for electrical units in
the scope of application of VDE 0108. Nickel-cadmium accumulators or similar batteries are specified
here for example.

8.4 Line cross sections of selected consumers

For reasons of strength, the cross section of control lines, electrical lines or supply lines
must be at least 1.5 mm².

The permissible voltage drop must be considered when dimensioning the line cross sections.
Type of line Admiss. voltage Admiss. voltage Remarks
drop in plus line drop in total circuit
Rated voltage 24 V 12V 24 V 12 V

Charge line from three-phase 0.65V 0.3V 0.8V 0.65V Current upon rated voltage
generator and rated power
Terminal B + to battery

Control cable from three-phase At max. exciting current

generator to regulator 0.2V 0.1V -- 0.2V - see remark 1
(Terminals D+, D-, DF )

Other control cables from

switch to relay, horn etc. 1.0 V 0.5V 2.0 V 1.5 V Current upon rated voltage

Note 1: All three control lines with the same lengths and same resistance if possible.

The table below shows the copper cross sections according to DIN ISO 6722, Part 3 (PVC insulation)
Rated cross Resistance per Diameter Diameter with Admissible permanent
section meter of line isolation** current*
length [mm] at ambient temperature
[mm²] [m/m] [mm] + 30°C + 50°C
at + 20 °C [A] [A]
0,75 24,7 1,3 2,5 ( - ) - -
1,0 18,5 1,5 2,7 (2,1) 19 13,5
1,5 12,7 1,8 3,0 (2,4) 24 17
2,5 7,6 2,2 3,6 (3,0) 32 22,7
4 4,71 2,8 4,4 (3,7) 42 29,8
6 3,14 3,4 5,0 (5,0) 54 38,3
10 1,82 4,5 6,5 (6,4) 73 51,8
16 1,16 6,3 8,3 (8,0) 98 69,6
25 0,743 7,8 10,4 129 91,6
35 0,527 9,0 11,6 158 112
50 0,368 10,5 13,5 198 140
70 0,259 12,5 15,5 245 174
95 0,196 14,8 18 292 207
120 0,153 16,5 19,7 344 244

* as per DIN VDE 0298, Part 4.

** Smaller external diameters available with other insulation material (bracket values for material
TPE-E, line 13Y as per DEUTZ company standard 823 600-2, temperature-resistant from -
40°C...+150°C, e.g. for engine cable harness).

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8.5 Alternator

8.5.1 General

Alternators and controllers must be protected against thermal radiation and splash water.

The permissible maximum temperature of the alternators depends on the design. In general, the
following maximum values apply for the alternators offered in our scopes of supply:

Housing Cooling air temperature

110°C, for short time 130°C
up to 15min. after switch off,
Three-phase AC generator not necessary
measured 2cm to 5cm after
alternator

T max.

2cm – 5cm

Fig. 8-3 Measuring points at the alternator

The mounted controller and connection terminals can be provided with a protective cap for protection
(e.g. against stone chippings).

We recommend mounting dust-proof alternators in order to prevent premature wear of the carbon
brushes.

Good accessibility must be ensured when installing the alternator so that the belt tensioning can be
readjusted and maintenance work can be performed.

Self-excitation of the alternator:

To ensure the self-excitation of the alternator, a 3-Watt lamp is necessary for 14V and 28V alternators
or if e.g. using diodes a corresponding resistor is necessary at terminal D+ as a series resistor.

When connecting alternators in parallel, it must be ensured that the same controller types and
controller voltages (V) are used - with temperature compensation and alternator speed. In the case of
differing alternator or controller temperatures, overlapping of the characteristic curves can lead to
different capacity utilizations (service lives) of the alternators. A fresh air intake prevents this and also
entails a significant extension in the alternator service life. The parallel connection of alternators with
additional diodes is to be avoided.

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When cleaning the alternator with steam-jet or water high-pressure cleaners, it must be ensured that
the steam or water jet is not held directly onto or into the alternator openings or ball bearings. After
cleaning, the engine should be operated for 1 to 2 minutes so as to remove any water from the
alternator.

8.5.2 Charge balance

The selection of the alternator size is oriented to the energy requirements of all continuously
connected consumers or intermittently activated consumers. It must be noted that a reserve must
always be available for charging the battery despite all consumers.

Determination of the required total electrical power Pelec [kW] of all consumers then results in the
required power for a 24 volt system:

I = Pelec / 24 [A]

This current value is then used to decide based on alternator characteristic curves what minimum
speed a selected alternator has to rotate in order to cover the current requirement – for characteristic
curve see TIS.

The aim should be to already cover the current requirement of all devices activated continuously or for
a longer time at engine idling operation. This must be ensured with the determination of the
transmission ratio of n-engine / n-alternator – although it must also be ensured that the limit speed of
the alternator is not exceeded at maximum engine speed.

8.5.3 Operating conditions

Alternator manufacturers issue technical customer documentation for the use of the alternators, which
also concern the device manufacturers besides the engine manufacturer who usually mounts the
alternator.

DEUTZ is not able to check the complete requirements according to the customer documentation of
the alternator manufacturer when conducting the engine installation check. The alternator
manufacturer is therefore jointly responsible in respect to compliance with this customer document.

Notes on the section “Application range and operating conditions" of the customer documentation are
given below.

8.5.3.1 Application range, restricted use

All applications (machine-engine-combinations), for which the alternator is released by the

manufacturer are listed in the relevant application data sheet.

If the alternator is used for other application purposes / in other applications, the customer shall
assume responsibility for a correct application.

The following limited terms of liability therefore apply in this case.

We shall provide warranty for the absence of faults in the products corresponding to the relevant state
of the art. The warranty is restricted according to our discretion either to the acceptance of material
costs for defective products or the free repair of the defective product by us.

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A more extensive warranty and liability, in particular a liability for direct or indirect consequential
damage is not assumed.

In the case of claims from product liability above the amount of the material costs for the product
causing the damage, the customer shall waiver recourse to us or exonerate us.

8.5.3.2 Storage

The alternators must be handled properly in all cases. They must be stored in a dry, air-conditioned
location, if necessary. Storage temperature: -40°C ... +130°C

The alternator must not fall or be exposed to shocks not normal to operation.

8.5.3.3 Mounting and installation position

The mounting conditions and installation location are a component of the release. A subsequent
modification can impair the function and reduce the service life of the alternator (modified vibration
stress, modified position of the water drain holes etc.). The installation location is documented in the
offer drawing or the application data sheet.

8.5.3.4 Electrical connections

The assembly of the cable lug for the onboard power supply connection to B+ (M6, M8, and M10 bolts)
must be connected so that a minimum clamping force of 4KN is ensured over the entire alternator
service life.

If the alternator is connected with a specific and released connector, only this connector may be used.
No warranty for consequential damage can be accepted if another connector is used. It must be
ensured that the cable is supported in a suitable way so as to absorb resultant vibrations. Information
can be found in the connector drawing.

Mixing up the battery connections leads to destruction of the alternator and is therefore
impermissible!

Disassembly of the battery cable can lead to a loosening of the alternator-side B+ nuts located below.
It is absolutely necessary to retighten the nuts firmly in this case. The OEM must ensure that relevant
third parties (vehicle workshops, end users...) are informed about this in a suitable form.

8.5.3.5 Alternator drive

The alternator drive is via a V-belt or V-ribbed belt.

Depending on the agreement, the alternator is supplied with or without belt pulley.

If the belt pulley is installed by the customer, it must be ensured that the tightening torque of the belt
pulley nut is complied with within the specified tolerances. Otherwise there is a risk that the belt pulley
combination will become detached or the rotor will be damaged.

The belt should be tensioned with a separate tensioning pulley in the interest of a permanently
constant belt tensioning.

The belt can also be tensioned by swiveling the alternator. In this case, the OEM must ensure that
third parties (vehicle workshops, end users...) are informed about the correct procedure for setting the
belt tension. If the maximum permissible belt tension is exceeded, an adequate service life of the ball
bearings cannot be ensured.

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The description and calculation of the approved belt drive as well as the pretension to be used is
documented in the operation manual.

8.5.3.6 Cooling

The alternator is cooled with two internal fans. The cooling medium is air with low dust content.

The air enters the alternator axially from both sides, while the air exits radially.

The cooling air supply and discharge of the alternator in the machine may not be
impaired impermissibly.

Sufficient cooling of the alternator is only ensured if the specified direction of rotation is complied with.
The direction of rotation is marked by a direction arrow on the rating plate.

8.5.3.7 Operating conditions

The operation of the alternator is only permissible with connected battery. An emergency operation
without battery is permissible in special cases, the service life of the alternator is limited to a particular
degree here. Maximum operating time without battery: 5 hours – but damage is possible.

8.5.3.8 Foreign body and splash water protection

Foreign body and splash water protection of the alternator corresponds to protection class IP54K (9K)
as per DIN 40050, Part 9, issue May 1993. Protection against accidental contact is not applicable, as
the belt drive and connection terminals are not protected on the alternator side.

If using high-pressure cleaners, it must be ensured that the maximum permissible loads
are not exceeded. An alternator load extending beyond this can considerably reduce
the service life of the ball bearings.

The OEM must ensure that workshops and end users are appropriately informed.

8.5.3.9 Maintenance

The alternator is maintenance free. Functional inspection and repair must only be carried out by
authorized bodies.

8.6 Cold starting device

The engines can be equipped with a heating flange cold starting aid as option.

The heating flange is a component for heating the combustion air via an electrically operated heating
wire with high energy density. Due to the high heating up level of the combustion air, the cold-start
performance and the resulting emissions of a diesel engine are drastically improved. The heating
flange ‘component’ is installed in the clean-air pipe (engine without charge air cooler) or in the cold
charge air pipe (engine with charge air cooler) at engine inlet.

The device are controlled by the electronic engine control unit.

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8.7 Support of engine wiring plug

The engine wiring plug has to be supported latest after 200mm on the same vibration level as the
engine. Thereby it will be avoided that movements of the wiring can affect and damage the plug.

In the following figure a support is shown which has been developed by DEUTZ for this purpose.

1. Motorübergabestecker /
Engine Connector

2. Halterung
1 Motorkabelbaum/
Fixation of Engine Wiring
Harness
2

Fig. 8-4 Engine wiring plug and support

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9 Exhaust System
This section provides information on the components of the exhaust system.

9.1 General

A corresponding exhaust aftertreatment system is required to comply with the exhaust stage.

The modular structure of the exhaust aftertreatment system as well as the components used for the
relevant engine series can be found in the installation guideline EAT-System Tier4 final.

Installation guideline EAT-System Tier 4 final applies for the design of the exhaust aftertreatment and
its pipework.

The loads on the turbocharger can be found in the installation guideline EAT-System Tier4 final.

A thermal insulation of the exhaust manifold and the exhaust turbocharger is generally not permissible.

The permissible exhaust back pressure depends on the particular engine series and the power of the
engine and can be found in TIS under Engine Series, Accessories list, Basic dataset and specific
Engine Data.

The exhaust back pressure of the engine series TCD 3.6 T4f must be in a given
window (min/max back pressure) This is mandatory to achieve the emission limits
(EGR rate). If necessary the Customer has to install a related restriction in the exhaust
line.

If the necessary information is not available, the responsible technical sales support must be
contacted.

The permissible temperature loss via the exhaust system can be found in the installation guideline
EAT-System Tier4.

9.2 Exhaust gas recirculation

The 3.6 liters engine series is standardly equipped with external cooled, controlled
Exhaust gas recirculation.

For engines with externally cooled exhaust gas recirculation, the EGR cooler is vented internally in the
engine. An additional venting line for the EGR cooler is not necessary.

The temperature at the EGR actuator must be complied with in the case of engines with controlled
exhaust gas recirculation.
Tab. 9-1 Limit values for the exhaust gas recirculation

Max. temperature at the EGR actuator max. 110°C

Component
Temperature

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9.3 Engine brake

According the DEUTZ scope of supply for the 3.6 liters engine series, exhaust brake
flap and compression release brake are not available.

The engine braking power of the respective engine series can be found in the TIS under Engine
Series, general documents and Braking Power.

If the necessary information is not available, the responsible technical sales support must be
contacted.

The exhaust brake flap and decompression brake may not be used in combination. Either an exhaust
brake flap or a decompression brake may be used.

DEUTZ Application Engineering can be contacted for further information on the brake system.

9.3.1 Exhaust brake flap

The engine braking power can be increased by an exhaust brake flap. However, this brake is not
suitable as a sole service brake. A maximum duty cycle applies for the brake flap, if necessary.
Tab. 9-2 Engine brake flap duty cycle

Engine brake flap duty cycle n.a.

No fuel may be injected when operating the brake flap, this is to be ensured via the engine control unit.

Engine brake flaps must be adapted to the relevant engine series and designed correspondingly.

The use of a customer-end exhaust brake flap requires a detailed examination and release by DEUTZ
AG, which can be performed at a price in exceptional cases.

The permissible exhaust gas backpressure must also be complied with.

9.3.2 Decompression brake

A customer-end solenoid valve is required for actuation of the decompression brake in the case of
engine series with integrated decompression brake (brake valve). The solenoid valve must be
actuated via the engine control unit.

For this, the solenoid valve, which releases the compressed air for operation of the braking device, is
activated via the engine control unit.

The solenoid valve is not a component of the DEUTZ scope of supply and must be procured by the
machine manufacturer.

If a decompression brake is intended for the relevant engine series, the data on the connection of the
solenoid valve to the engine control unit can be found in the DEUTZ connection diagram.

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Measuring Installation Examination

10 Measuring Installation Examination

All relevant data for the measuring installation examination are described in this section.

10.1 Preparation

For the temperature and pressure measurement, it is necessary to consider the measuring points on
the following pages. The charge air, coolant and combustion air lines should be prepared for the
temperature and pressure measurement as shown in the figure below. It is important to make sure that
the pressure sensor should be mounted upstream in front of the temperature sensor.

1. Messstelle Temperatur /
Measurement point
temperature

2. Messstelle Druck /
Measurement point pressure
1 2
5

3. Messstelle Abgas /
Measurement point Exhaust
gas
4
4. Bohrungen mit 4 mm
Durchmesser / Drilled hole
with 4 mm diameter

6
5. Leitung / Pipe
3
6. Verlängerung der Messstelle
zur Kühlung ca. 600 mm/
Extension of the measurement
point for cooling circa 600 mm

Fig. 10-1 Preparation of the measuring points

The pressure can be measured best in a straight pipe as shown above. If this is neither possible nor
reasonable the pressure can be measured in an elbow as well. Therefore it is required to mount the
measuring point in the neutral axis of the elbow. Any other measuring point will generate faulty
measurements.

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1. Neutrale Faser /
Neutral Axis
1

2. Messstelle Druck /
Measurement point pressure
2

Fig. 10-2 Measuring Point Elbow

10.2 Implementation

The engine installation has to be design in a way that the temperatures of the components supplied by
DEUTZ are not exceeded during permanent operation of the engine at rated load (or at max. torque)
so that all engine and EAT relevant temperatures and pressures are according to the DEUTZ defined
valid values.

The temperature test is therefore carried out at engine full load (rated power of the engine at rated
speed) over a time period of minimum 45 minutes or until all temperatures values are stable.

If a permanent mode of operation of the engine in its maximum torque is also to be expected owing to
the device application, an additional test run in this operating point must also be performed.

If the engine full load cannot be achieved in the test because the device is not able to do this in terms
of working capacity (device capacity utilization at 100% engine full load), testing must be conducted at
the maximum device capacity utilization possible. This must be noted as “practical capacity utilization”
in the results analysis.

A sufficient dimensioning of the cooling system is evaluated via the determination of the actual cooler
application limit dependent on the ambient temperature and pressure and the tested engine- and
machine load. Therefore the engine load and speed have to be recorded with a frequency of approx.
1Hz. These measuring values are available on the Customer-CAN. Furthermore it is necessary to note
the percentage of glycol of the coolant at the time of the temperature measurement.

Before beginning the test, the coolant thermostat must be converted to a forced-opening thermostat.

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Tab. 10-1 Forced-opening thermostat

Engine series DEUTZ part number Forced-opening stroke

TCD 3.6 L4 9mm

The coolant must have a mixing ratio glycol-water of 35:65 to 50:50.

If a controlled fan is installed, the fan should be set during the temperature measurement to the
maximum adjusted fan speed.

Besides the temperature limit values and permissible pressure values in chapter 10.4 Limit values for
temperature and pressure the limit values from the document list in the section documents have to be
observed, too.

The “hot shut-down” test must be carried out to complete the temperature examinations:

For this, the coolant temperature is raised up to the warning limit by covering the engine radiator
during the engine is operating under load. Afterwards switch off the engine directly without a cooling
phase. The test is deemed to be passed if no coolant (water) escapes via the venting valve of the
compensation tank and the coolant system remains leak-proof.

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10.3 Measurement points overview

The measuring points are basically always attached to the DEUTZ-side interfaces or shortly after the
interfaces.

1. Umgebungsluft /
Temperatur /temperature 1 Ambient Temperature
°C
2. Kühlluft / Coolant
4 9 Temperature after Cooler

5 3. Kühlluft vor Kühlernetz /

2 EAT Cooling Air before Cooling Net
7
4. Verbrennungluft vor
Luftfilter / Combustion Air
before air Filter
6 8
5. Verbrennungsluft vor
Motoreintritt / Combustion Air
before engine inlet
6. Ladeluft Motoraustritt/
3 Charge Air engine outlet

7. Ladeluft Motoreintritt /
Charge Air engine inlet

8. Abgas nach Motor /

Exhaust Gas after Engine
9. Abgas vor EAT /
Motorraum / engine compartment
Exhaust Gas before EAT

Fig. 10-3 Measurement points temperature part 1

Temperatur / temperature 3 1. Kühlmittel Motoraustritt /

Coolant engine outlet

2. Kühlmittel Motoreintritt /
Coolant engine inlet
1

4 3. Motorraum /
Generator Engine Compartment
5
2
Starter 4. Generator /
Generator

5. Starter /
Starter

6. Kraftstoff im Tank /
7 Fuel in Tank
6 ECU
7. ECU /
ECU

Fig. 10-4 Measurement points temperature part 2

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Druck / pressure 1 1. Umgebungsdruck /

hPa Ambient Pressure

2
2. Verbrennungsluft vor
EAT Motoreintritt / Combustion Air
before engine inlet
4
5
3 3. Ladeluft Motoraustritt /
Charge air engine outlet

4. Ladeluft Motoreintritt /
Charge Air engine inlet

5. Abgasgegendruck /
Exhaust Back Pressure
Motorraum / engine compartment

Fig. 10-5 Measurement points pressure part 1

Druck / pressure 1. Kühlmittel Motoraustritt /

Coolant engine outlet

1
2. Kühlmittel Motoreintritt /
Coolant engine inlet

2
3. Kraftstoff im Vorlauf
(Kundenschnittstelle) /
4 3 Fuel in Suction Line (customer
interface)

4. Kraftstoff im Rücklauf
(Kundenschnittstelle) /
Fuel in Return Line (customer
interface)

Fig. 10-6 Measurement points pressure part 2

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10.4 Limit values for temperature and pressure

10.4.1 General

The short-term temperature is defined differently by our suppliers (from 3 minutes to 30 minutes); the
corresponding drawings and specifications must be consulted for this.

The diverse engine components are usually suitable for minus operating temperatures of –30°C, and
storage temperatures of –40°C.

10.4.2 Engine cooling system

The following limit values apply for the temperatures and pressures of the engine cooling system.
Tab. 10-2 Temperatures in the engine cooling system

Compon Measuring site Max. perm. Max. short- Remark

ent / temp. / °C term temp.*
Medium / °C

Cooling At cooling inlet of

air the device

Cooling Before charge air Ambient temp. For suction fan

air cooler +5

Cooling Between fan and Ambient temp. For pusher fan

air engine in fan range +15

Coolant Behind engine see TIS This temperature value is

outlet important for the evaluation
of the cooling system
(application limit)

Coolant Before engine inlet -

Engine At a distance of 0.2 Different Different For logging the sensor,

compartm to 0.4 m above permissible permissible cable harness, connector
ent engine surface temp. – see temp. – see plug temperatures and
components components diverse components
Tab. 10-3 Pressures in the engine cooling system

Component Measuring site Limit Remark

or medium value

Coolant Before inlet into water see TIS At 95°C coolant temperature and min. coolant
pump level in compensation tank, measurement with
openly blocked thermostats.

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Coolant Behind engine outlet see TIS System resistance derived from difference p1 –
p2 (see Fig. 10-7)

10.4.3 Combustion Air System

The following limit values apply for the temperatures and pressures of the combustion air system.
Tab. 10-4 Temperatures in the combustion air system

Component / Measuring site Max. perm. Max. short- Remark

Medium temp. / °C term temp.*
/ °C

Combustion air At filter inlet

Combustion air Before Ambient

turbocharger inlet temp. +10

Charge air After 210°C 250°C for 250h

turbocharger
outlet

Charge air At engine inlet see TIS For rated load, rated
speed and max. torque,
in relation to 25°C
ambient temperature

Tab. 10-5 Pressures in the combustion air system

Component or Measuring site Limit value Remark

medium

Combustion air Before TC Inlet 15mbar - When filter cartridge is new

negative pressure 30mbar

Charge air Behind turbocharger Measurement always at engine full

load

Charge air Before engine inlet p3 – p4, see Measurement always at engine full
TIS load

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10.4.4 Fuel system

The following limit values apply for the temperatures and pressures of the fuel system.

In the event of a fault in the fuel system, the maximum fuel temperature in the return can be reached
short term. The inlet range into the fuel tank must also bear this temperature. The fuel temperature in
the supply line may not exceed 90°C.
Tab. 10-6 Temperatures in the fuel system

Component / Medium Measuring Max. Max. short-term Remark

site perm. temp.* / °C
temp.
/ °C

Fuel In tank 80°C 90°C

Fuel Before 80°C 90°C

supply pump

Fuel In return 130**

Fuel Lines -40/100 130

Fuel pressure sensor 140

Fuel supply pump Environment 120 140

Fuel main filter Environment 100 120

Fuel pre-filter (DEUTZ) Environment 100

Fuel measuring unit 120 140 without engine

ambient temperature operation

Rail, pressure sensor 130

Rail, injection system Environment 120 140

Tab. 10-7 Pressures in the fuel system

Component or Measuring site Limit Remark

medium value

Fuel upstream inlet of -0.1bar rel. Measuring at low idle speed and clean
supply pump to +0.1bar filters
rel.

Fuel return line max.1,8 Measuring at low idle speed and clean
bar abs. filters

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10.4.5 Engine components

The following limit values apply for the temperatures of the engine components.
Tab. 10-8 Temperatures of the engine components

Component / Medium Measuring Max. Max. short- Remark

site perm. term temp.*
temp. / °C
/ °C

EGR actuator Environment 150

Alternator Cooling air 110 130

Cable to sensors 120

Cable harness corrugated 135

tube

V-ribbed belt Environment 120 140

Compressor (water cooled) Environment 85 95

Coolant sensor 130

Crankcase venting valve Environment 135

Crankshaft speed sensor 130

Charge pressure / 130

temperature sensor

Lines 150

Engine bearing 120 DEUTZ BS

Engine control unit (EMR 4) Environment 80

Camshaft speed sensor 130

Relay (glow plug, heating 100 120 Bosch

flange)

Relay (glow plug, heating 120 Kissling

flange)

Relay (glow plug, heating 125 Tyco

flange)

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Vibration damper Environment 85 Measured 100mm axially

from damper

Vibration damper Component 115 Measured at upper ring

Starter Environment 130

Starter Housing 100 130

Inlet throttle flap Component 120

Connector, central connector, 130

cable harness

10.4.6 Further measured values

The following limit values apply for the further measured values.
Tab. 10-9 Temperatures of further measured values

Component / Medium Measurin Max. Max. short-term Remark

g site perm. temp.* / °C
temp.
/ °C

Exhaust gas Behind

temperature exhaust
turbocharg
er

Battery Environme 50...60 Not a DEUTZ part

nt

Brake flap actuating Environme 145

cylinder nt

Engine oil in sump 125

Oil pressure sensor 125

Ambient temperature Free This temperature value is

environme important for the evaluation of
nt (in the cooling system
shade) (application limit)

Ignition starter switch Environme 90 Not a DEUTZ part

nt

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Tab. 10-10 Pressures of further measured values

Component or Measuring site Limit value Note

medium

Free atmosphere At time of

temperature
measurement

Exhaust gas back Behind exhaust see TIS Min. and Max. Values
pressure turbocharger

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Maintenance and Care Work

11 Maintenance and Care Work

The correct engine installation must not only ensure the technical requirements but also easy
accessibility of the parts on which maintenance work is to be carried out.

If this accessibility is not ensured, there is always a risk that this work will not be carried out or at least
not at the correct time interval. This will then inevitably lead to increased wear and premature failure of
the engine.

In general, the data in the operating instructions applies for maintenance and care work.

The self-adhesive maintenance pictures (see also in the operating instructions) with the
notes on the engine maintenance work or filter replacement work must be attached at a
clearly visible location in the area of the operating personnel.

11.1 Maintenance work

11.1.1 General maintenance work

Maintenance work that is to be carried out with direct accessibility, if possible without the removal of
parts, metal sheets and without other difficulties:

• Checking oil level in engine

• Changing engine oil
• Cleaning fuel pre-filters (drain water)
• Replacing lubricating oil and fuel filter cartridges
• Checking and cleaning air filters
• Cleaning cooling system
• Checking V-belt tensioning
• Battery care work
• Venting fuel lines
• Checking coolant level
• Replenishing DEF

11.1.2 Extended maintenance work

The following maintenance work must be carried out over the service life of the engine, which means
accessibility to the components in the engine compartment must be ensured.

• Checking alternators and controllers

• Checking starter
• Checking injection pump
• Setting valves
• Checking and replacing injection nozzles
• Checking and replacing exhaust gas turbocharger
• Changing coolant
• Coolant pump
• Crankshaft sealing ring

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Appendix

12 Appendix

12.1 Technical Bulletins

Tab. 12-1 Overview of the Technical Bulletins

Technical Bulletin Number

Coolant TR 0199-99-01115/8

Engine Lubricating Oil TR 0199-99-01217/1

Fuel TR 0199-99-01218/0

DEF TR 0199-99-01164/1

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Appendix

12.2 List of Manufacturers

12.3 List of Tables

Tab. 2-1 Coolant volumes of the engines ................................................................................................ 5
Tab. 2-2 Thermostat with control range .................................................................................................. 6
Tab. 2-3 Connection diameters for the engine cooling system ............................................................... 8
Tab. 2-4 Design data of the engine liquid cooler ................................................................................... 10
Tab. 2-5 Maximum permissible resistance for the additional coolers ................................................... 13
Tab. 2-6 Design data of the compensation tank.................................................................................... 17
Tab. 2-7 Design data of the compensation line ..................................................................................... 18
Tab. 2-8 Design data of the venting lines from the cooler ..................................................................... 19

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Tab. 2-9 Design data of the venting line from the engine ..................................................................... 19
Tab. 2-10 Max. permissible coolant extraction for the heating system ................................................. 22
Tab. 2-11 Design data of the heating pipes .......................................................................................... 23
Tab. 2-12 Design data of the heating heat exchanger .......................................................................... 24
Tab. 2-13 Design data for the coolant lines ........................................................................................... 25
Tab. 3-1 Tightening torque for hose clips with clamping jaws ............................................................... 47
Tab. 3-2 Tightening torque for hose clips with worm gear .................................................................... 47
Tab. 3-3 Permissible intake negative pressure when air filter is dirty ................................................... 48
Tab. 3-4 Permissible intake negative pressure when air filter is clean ................................................. 49
Tab. 3-5 Permissible switching points of the intake negative pressure monitoring ............................... 49
Tab. 3-6 Max. heating of the intake air .................................................................................................. 50
Tab. 3-7 Design data for the charge air cooling system with air-to-air-radiator .................................... 53
Tab. 3-8 Design data for the charge air cooling system with air-coolant-radiator ................................. 55
Tab. 3-9 Design data for the electrical coolant pump ............................................................................ 55
Tab. 4-1 Fuel circulating volume of the fuel system .............................................................................. 61
Tab. 4-2 Data on the electric fuel supply pump ..................................................................................... 63
Tab. 4-3 Guide value for pipe internal diameters in relation to the pipe length ..................................... 67
Tab. 4-4 Design data of the fuel cooler ................................................................................................. 74
Tab. 4-5 Permissible fuel pressures of the fuel system ........................................................................ 75
Tab. 4-6 Permissible fuel temperatures of the fuel system ................................................................... 75
Tab. 5-1 Design data for the remote lubricating oil filter ....................................................................... 77
Tab. 5-2 Lubricating oil throughput of the relevant engine series ......................................................... 77
Tab. 5-3 Design data for lines of the dry sump lubrication .................................................................... 78
Tab. 6-1 Data on the engine frame ....................................................................................................... 82
Tab. 6-2 Permissible load on the DEUTZ engine bearings ................................................................... 85
Tab. 7-1 Maximum axial power take-off on the flywheel side ............................................................... 89
Tab. 7-2 Permissible axial force on the crankshaft ............................................................................... 90
Tab. 7-3 Maximum axial power take-off on the side opposite the flywheel ........................................... 91
Tab. 7-4 Options for the power take-offs ............................................................................................... 93
Tab. 7-5 Permissible power take-offs at the auxiliary power take-offs .................................................. 93
Tab. 7-6 Installation location of the DEUTZ air compressor ................................................................. 94
Tab. 7-7 Variants of the DEUTZ air compressors ................................................................................. 94
Tab. 7-8 Technical data of the DEUTZ air compressors ....................................................................... 96
Tab. 7-9 Diameter and length of the intake line .................................................................................... 98
Tab. 7-10 Diameter and length of the pressure line .............................................................................. 98
Tab. 7-11 Max. permissible bending torques at the SAE housing ...................................................... 101
Tab. 8-1 Permissible temperatures at the electric starter ................................................................... 103
Tab. 8-2 Guide value for the ambient temperature of the battery ....................................................... 108
Tab. 9-1 Limit values for the exhaust gas recirculation ....................................................................... 115
Tab. 9-2 Engine brake flap duty cycle ................................................................................................. 116
Tab. 10-1 Forced-opening thermostat ................................................................................................. 119

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Appendix

Tab. 10-2 Temperatures in the engine cooling system ....................................................................... 122

Tab. 10-3 Pressures in the engine cooling system ............................................................................. 122
Tab. 10-4 Temperatures in the combustion air system ....................................................................... 123
Tab. 10-5 Pressures in the combustion air system ............................................................................. 123
Tab. 10-6 Temperatures in the fuel system ......................................................................................... 124
Tab. 10-7 Pressures in the fuel system ............................................................................................... 124
Tab. 10-8 Temperatures of the engine components ........................................................................... 125
Tab. 10-9 Temperatures of further measured values .......................................................................... 126
Tab. 10-10 Pressures of further measured values .............................................................................. 127
Tab. 12-1 Overview of the Technical Bulletins .................................................................................... 129

12.4 Table of Figures

Fig. 1-1 Designation of the individual components on the flywheel side of the TCD 3.6 L4 Industry ..... 1
Fig. 1-2 Designation of the individual components on the side opposite the flywheel of the TCD 3.6 L4
Industry .................................................................................................................................................... 2
Fig. 1-3 Designation of the individual components on the flywheel side of the TCD 3.6 L4 Agri ............ 2
Fig. 1-4 Designation of the individual components on the side opposite the flywheel of the TCD 3.6 L4
Agri .......................................................................................................................................................... 3
Fig. 1-5 Example of the DEUTZ maintenance chart ............................................................................... 4
Fig. 2-1 Coolant circuit diagram............................................................................................................... 6
Fig. 2-2 Connections of the engine cooling system in the TCD 3.6 L4 ................................................... 8
Fig. 2-3 Arrangement of the liquid cooler in respect to cooling air heating ............................................. 9
Fig. 2-4 Schematic setup of a cooler bearing element .......................................................................... 12
Fig. 2-5 Schematic installation of an additional cooler before the engine inlet ..................................... 14
Fig. 2-6 Schematic installation of an additional cooler after the engine outlet ...................................... 14
Fig. 2-7 Line connections at the separate compensation tank .............................................................. 16
Fig. 2-8 Line connections at the cooler-integrated compensation tank ................................................. 16
Fig. 2-9 Representation of the coolant level monitor ............................................................................. 21
Abb. 2-10 Anschlüsse des Heizungssystems am TCD 3.6 L4 .............................................................. 23
Fig. 2-11 Line clips of the engine cooling system.................................................................................. 26
Fig. 2-12 Arrangement of the fan to the cooler ...................................................................................... 31
Fig. 2-13 Fan with engine-fixed fan ring ................................................................................................ 32
Fig. 2-14 Axial position of the fan in the hood ....................................................................................... 33
Fig. 2-15 Cooler-fan-connection with shielded fan ................................................................................ 33
Fig. 2-16 Design of the supply and exhaust air guide of the cooling air ............................................... 38
Fig. 2-17 Example version of short supply and exhaust air guide ......................................................... 39
Fig. 2-18 Calculation formula for engine radiant heat ........................................................................... 41
Fig. 2-19 Calculation formula for air volume requirement in the engine compartment ......................... 42
Fig. 3-1 Schematic representation of the combustion air system ......................................................... 43
Fig. 3-2 Connections of the combustion air system .............................................................................. 44
Fig. 3-3 Schematic representation of an air-air cooler .......................................................................... 53

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Appendix

Fig. 3-4 Location of the air-coolant-radiator .......................................................................................... 54

Fig. 3-5 Hose clips of the charge air system ......................................................................................... 59
Fig. 4-1 Schematic representation of the fuel system ........................................................................... 61
Fig. 4-2 Connections of the fuel system ................................................................................................ 62
Fig. 4-3 Fuel pre-filter with filter bracket ................................................................................................ 65
Fig. 4-4 Location of intake and return line in the fuel tank .................................................................... 70
Fig. 4-5 Arrangement of the fuel tank at engine level ........................................................................... 71
Fig. 4-6 Arrangement of the fuel tank with intermediate tank ................................................................ 72
Fig. 4-7 Arrangement of the fuel tank with fuel ring line ........................................................................ 72
Fig. 4-8 Arrangement of fuel tank above engine ................................................................................... 73
Fig. 6-1 Form and position requirements for the engine frame ............................................................. 81
Fig. 6-2 Determining the forces in the engine bearings ........................................................................ 83
Fig. 6-3 DEUTZ engine mounting .......................................................................................................... 84
Fig. 6-4 DEUTZ engine mounting .......................................................................................................... 87
Fig. 7-1 Arrangement of the propeller shafts ......................................................................................... 90
Fig. 7-2 Auxiliary power take-offs of the engines .................................................................................. 92
Fig. 7-3 Air compressor with ESS.......................................................................................................... 95
Fig. 7-4 Air compressor with ESS.......................................................................................................... 97
Fig. 7-5 Schematic representation of the add-on parts on the SAE housing ...................................... 101
Fig. 8-1 Cold start limit temperature and circuit diagrams of the batteries .......................................... 104
Fig. 8-2 Assignment of electric starter and battery size ...................................................................... 105
Fig. 8-3 Measuring points at the alternator .......................................................................................... 110
Fig. 8-4 Engine wiring plug and support .............................................................................................. 114
Fig. 10-1 Preparation of the measuring points .................................................................................... 117
Fig. 10-2 Measuring Point Elbow......................................................................................................... 118
Fig. 10-3 Measurement points temperature part 1 .............................................................................. 120
Fig. 10-4 Measurement points temperature part 2 .............................................................................. 120
Fig. 10-5 Measurement points pressure part 1 ................................................................................... 121
Fig. 10-6 Measurement points pressure part 2 ................................................................................... 121
System resistance derived from difference p1 – p2 (see Fig. 10-7).................................................... 123

Edition 11/2016 Revision index 07 133