01 Engine System LG958L

LG958L Training Material
Chapter III Engine

Tuesday, May 19, 2015
RELIABILITY IN ACTION
CONTENTS
Overview of Engine System
Basic Structural Principle of DDE Engine

Engine block group
Crank-link mechanism
Valve mechanism
Fuel system
Cooling system
Lubrication system
Electronic control system

Cause Judgment and Troubleshooting for Common
Malfunctions of Engine System
2
Chapter III Structural Theory of LG958L Engine System (DDE)

Section I Overview of Engine System
I. Introduction of Main Parameters

I. Model Explanation
BF6M1013-22 T3-0268
Turbocharged model
Number of cylinders: 6
22
High speed 4-stroke
10X horsepower
0268 Ordering number
Water cooling system
13
Stroke: 130mm
10
T3
Upgrade number
Euro-III model
LG958L is equipped with Dalian Deutz BF6M1013-22T3 engine. 1KW=1.36HP
2. Introduction of Main Parameters
Engine type
6-cylinder, inline, water-cooled,

turbocharged and inter-cooled,
direct injection, and -shaped
combustion chamber
Minimum idling speed

rpm
600
Engine power (kw)
169
Compression ratio
18:1
Fuel type
Diesel
Cylinder pressure bar
Engine rated speed
2200 r/min
Working sequence of
cylinders
30-38
1-5-3-6-2-4
Cylinder bore/ stroke
108/130mm
Fuel injection pump
Electronically controlled
monoblock pump
Minimum fuel
consumption
210g/kWh
Fuel injector
Oil cooling mode
Recirculating water cooled
Thermostat opening
temperature
Opening pressure of 210230bar
Displacement
7.146
Rotation direction
Counter-clockwise, when
observed towards flywheel
83
Thermostat full open

temperature
95
Cylinder sleeve type
Wet cylinder sleeve
II. Product Characteristics
1. The monoblock pump structure adopted is proved by European market for 12 years,
featuring good product continuity and stable performance.
The electronically controlled monoblock pump is directly arranged on the cylinder block and
is directly driven by camshaft so that the high pressure is established instantly within the
pump. The short high pressure oil pipes feature universality and easy repair.
2.
With compact structure and small volume, its lighter by 100~150kg compared
with like products and features simple structure and easy repair as the repair
and maintenance points are arranged on the same side of the engine.
3.
With minimum fuel consumption under full load in the worlds leading level, its
lower by 5g/KWh and saves fuel by 3~5L per 100km compared with like
products.
Ambient noise curve of

engines from industry
benchmark competitors
Ambient noise curve of

BF6M1013 engine
4.
The engine adopts monoblock pump structure, which is located within

the cylinder block and is directly driven by the camshaft. With good
rigidity and low noise (only 96dB under full load), its the model with
lowest noise among the domestic industry benchmark competitors.
Internal noise of cab: The internal noise meets the standard ISO 6396
and is comparable with passenger cars.
5. The parts feature good universality, high serialization level, and easy matching of complete
vehicle. The oil sump adopts symmetric design so that positions can be swapped. The water
pump and fan are separated against mutual interference. There are multiple arrangement
schemes available for the turbocharger, such as middle upward arrangement, middle
downward arrangement, and rear arrangement, depending on the users needs.
Section II Basic Structural Principle of DDE Engine

I. Engine Block Group
The engine block group includes cylinder block, cylinder sleeve, cylinder head, valve chamber
cover cap, and oil sump.
Function of engine block group: The engine block is the primary assembly structure for engine.
It bears the moving parts of the engine and the internal and external acting forces during the
working of the engine and is fitted with all kinds of accessories. Therefore, the engine block must
have enough strength to bear all kinds of acting forces under rated load or even a certain
overload. It must have enough strength to minimize the deformations of all parts during the
working of engine and have good anti-corrosion performance against coolant, lubricating oil,
and flammable gas.
10
1. Cylinder head
The DDE engine cylinder head adopts integral structure. The cylinder head is installed
on the top of the cylinder block to seal the cylinder from the top and constitute the
combustion chamber. As it comes into frequent contact with high temperature and high
pressure combusted gas, the cylinder head is subject to high thermal load and
mechanical load. The cylinder head is also fitted with intake and exhaust valve seats and
valve pipe bore for installation of intake and exhaust valves and intake and exhaust
pipelines.
The cylinder is fixed onto the cylinder block by 18 bolts (for 4-cylinder engines) and 26
bolts (for 6-cylinder engines). The cylinder head bolts must be tightened as per specified
sequence, in order to ensure the uniform force application on the cylinder head.
Before tightening the cylinder head bolts, apply engine oil onto the threaded parts.
Tightening torque for cylinder head bolts: 30N.m for 1st step, 80N.m for 2nd step, and
90 angle for final step.
11
Intake valve
Exhaust valve
Intake manifold
Exhaust manifold
The cylinder head is cast with intake and exhaust ports, of which the intake
ports are connected with intake pipes and the exhaust ports are connected
with exhaust pipes. The intake and exhaust valve for every cylinder can be
determined depending on the positions of the intake and exhaust ports.
12
2. Cylinder block
Tunnel cylinder block
Gantry cylinder block
General cylinder block
The engine block is the basic framework for the engine. It not only bears the
acting force of high pressure and high temperature gas, but also it's fitted with
almost all engine parts. Therefore, the cylinder block must have sufficient strength
and rigidity.
(1) Depending the different mounting planes of the cylinder block and oil sump,
the cylinder block is commonly classified into following three types:
The DDE engine adopts gantry cylinder block.
13
(2) Advantages of DDE cylinder block
The DDE cylinder block adopts German standard high strength gray cast iron. With integral noise and
vibration reduction design, it reduces the noise by 3dB(A) compared with like products. The design of
cylinder block takes the easy repair and maintenance into sufficient consideration. Its built through
best optimized design via finite element method. The cylinder block is cast with low pressure fuel line,
which is functioned as fuel inlet line of monoblock pump for non-electronically controlled engine and
as fuel return line of monoblock pump for electronically controlled engine, to achieve more reasonable
layout of complete unit, prevent leakage, and preheat the fuel.
The design of cylinder block takes the easy repair and maintenance into sufficient consideration so
that all external accessories, except the starter and turbocharger, are arranged on the same side of
the engine.
14
(3) Structure of cylinder block
This place is the

fuel line on the
cylinder block
and is the fuel
return line of
monoblock
pump for
electronically
controlled
engine.
1. Cylinder block 2. Main bearing bolts 3. Locating pin 4. Screw plug 5. Sealing gasket
6. Screw plug 7. Screw plug 8. Screw plug 9. Bushing 10. Bushing 11. Water jacket plug
13. Screw plug 14. Guide bushing 23. Guide bushing
24. Screw plug
15
The 1013 main oil line regulator valve is installed on the lower plane of the cylinder
block. To replace the regulator valve, tap a threaded hole with M8 screw tap and
screw in puller to take out the regulator valve at the time of disassembly. There is an
opening extent of regulator valve when no engine oil pressure is available. The higher
the engine oil pressure is, the larger the opening extent is.
16
3. Cylinder sleeve
The cylinder structure in which the cylinder is directly bored in the cylinder block is
referred to integral cylinder. The integral cylinder features good strength and rigidity and
is capable of bearing high load. However, the integral cylinder features high material
requirements and high cost. If the cylinder is manufactured into independent cylindrical
parts (namely cylinder sleeve) and then installed into cylinder block.
(1) Classification of cylinder sleeve
For water-cooled engines, depending on whether the cylinder sleeve comes into contact
with coolant, the cylinder sleeve is classified into dry type and wet type.
Characteristics of dry type cylinder sleeve:
After the cylinder sleeve is installed into the cylinder
block, its outer walls do not come into contact with the
coolant directly. Instead, its outer walls come into direct
contact with the walls of cylinder block, with thin wall
thickness (generally 1~3mm). It features the
advantages of integral cylinder block, namely good
strength and rigidity. However, the machining is
relatively complicated, as the finish machining is
required for both inner and outer surfaces, and it
brings about inconvenient disassembly and assembly
and poor heat radiation.
17
Characteristics of wet type cylinder sleeve:

After the cylinder sleeve is installed into the cylinder block, its outer
walls come into direct contact with the coolant and the cylinder
sleeve only comes into contact with the cylinder block by a belt on
the top and bottom respectively, with the wall thickness generally at
5~9mm. It features good heat radiation, uniform cooling, and easy
machining. Generally, the finish machining is required only for inner
surface and no machining is required for the outer surface coming
into contact with the coolant, featuring easy disassembly and
assembly. However, its disadvantages include lower strength and
rigidity against dry type cylinder sleeve and easy occurrence of
water leakage. Therefore, some leak-proof measures shall be taken.
The engine fitted on LG958L adopts wet type cylinder sleeve.
(2) Measures for wear reduction of cylinder sleeve
Correct start and startup. At the cold start of diesel engine, rotate the engine for several times
to lubricate the friction surfaces before start. Then, idle run the engine for warm-up and do not
depress the throttle pedal. Do not start up the machine when the coolant temperature is less
than 40C. During the running, try to maintain the diesel engine within normal temperature
range and travel at moderate speed. Correct choice and use of lubricating oil. Choose the
lubricating oil with best viscosity depending on the seasons and performance requirements of
diesel engine. Enhance the maintenance works for fuel filter, oil filter, and air cleaner to
minimize the ingress of mechanical impurity into the cylinder.
18
4. Cylinder gasket
(1)
(2)
19
The cylinder gasket is installed between cylinder head and cylinder block and is
functioned to seal the contact surface between cylinder head and cylinder block
to prevent leakage of air, water, and oil. In addition, the gap between the plane
of piston crown and cylinder block is generally 10.1mm and can be adjusted by
adding or removing cylinder gasket.
Structure characteristics: The material of cylinder gasket must have certain

elasticity to compensate the unevenness of the fitting surface and ensure the
sealing. In addition, the cylinder gasket must have good heat resistance and
pressure resistance against ablation and deformation under high temperature
and high pressure. At present, the copper sheet cotton structure cylinder
gasket is mostly applied. Some engines adopt the cylinder gasket with woven
wire net or perforated steel plate framework and asbestos and rubber adhesive
pressed on both sides.
(3) Calculation method for thickness of cylinder gasket for DDE engine
The DDE engine adopts metal cylinder gasket, which is classified into three
thickness classes identified by the number of bores at the edge of the cylinder
gasket. To choose appropriate cylinder gasket, its required to measure the piston
protrusion. Based on the maximum measurement of piston protrusion, choose the
cylinder gasket of corresponding thickness.
Piston protrusion
[0.280.54mm
20
Mark of cylinder
gasket
one bore
[0.540.64mm
two bores
[0.640.75mm
Three bores
Measurement method for piston protrusion
[1] Remove the oil dirt from the surfaces of cylinder block, place the
measurement bar and cushion block on the sealing surface of
crankcase, on which the cylinder sleeve is installed, and set the pointer
of dial gauge to mark 0.
21
[2] Place the dial gauge and measurement tool at the measuring points of piston, rotate the
engine to move upward the piston, and observe the variation of dial gauge pointer. When
the pointer reaches maximum reading and starts to reduce, stop the rotation of engine
and read the reading of the dial gauge. In such case, the reading is the piston production.
[3] At the time of measurement, choose the 95mm circle on the piston as the measuring
point and keep the measuring point consistent with the direction of piston pin. All pistons
shall be measured and the maximum value shall be chosen.
22
The height difference between the

cylinder block plane and the piston
crown is used as the basis to determine
the thickness of the cylinder gasket. At
the replacement of piston, measure the
value of each piston in turn. Take the
maximum value and look up the required
cylinder gasket thickness S as per the
diagram above.
At the time of measurement, the piston
must at the absolute top dead center.
The height difference between cylinder
gasket plane and piston crown = -
(The range of top gap is 0.9~1.1mm.)
23
5. Oil sump
The oil sump of DDE engine adopts symmetric design to ensure easy installation. Two
oil drainage plugs are fitted to ensure easy oil drainage, as the oil can be drained from
both left and right sides. With the application of really low force, the oil sump is
generally is stamped from thin steel sheet and its shape depends on the overall
arrangement of the engine and the capacity of the engine oil. The oil drainage plug is
fitted on the bottom of the oil sump. Generally, the oil drainage plug is fitted with
permanent magnet to absorb the metal particles from the lubricating oil and reduce
the engine wear. The gasket is fitted on between upper and lower crankcase fitting
surfaces to prevent the leakage of lubricating oil.
24
5. Gear chamber cover
DEUTZ engine adopts the design thinking of separated gear chamber cover (including
rear oil seal) and flywheel housing. The flywheel housing is functioned for connection
with complete vehicle and the gear chamber cover is functioned to seal the gear
chamber and prevent the leakage of engine oil and is also functioned for ventilation of
crankcase. This structure greatly reduces the weight and types of flywheel housing and
feature good universality. The flywheel housing is fitted with two locating sleeves (21)
for orientation purpose at the installation of gear chamber cover.
25
II. Crank-link mechanism

1. Brief
Piston pin
1st compression ring
Circlip
2nd compression ring
Connecting rod small

end bushing
Connecting rod
Connecting rod large
end upper bushing
Main bearing upper
bushing
Crankshaft
Crankshaft sprocket
Crankshaft timing
toothed belt pulley
Crankshaft pulley
Thrust plate
Oil control ring

Piston
Connecting rod bolt
Flywheel
Speed sensor pulse gear
Connecting rod large end
lower bushing
Connecting rod cap
Connecting rod nut
Main bearing lower bushing
The crank-link mechanism is the main part for the engine to generate and output the
power.
Function: It converts the force applied by the combusted gas onto the piston crown to
the torque of crankshaft and outputs the mechanical energy.
Structure: Its composed of the piston rod group and crankshaft flywheel group.
Crankshaft and main bushing: The DEUTZ engine adopts fully balanced cast steel
crankshaft, with full support.
26
2. Piston rod group

Piston pin
Circlip
Connecting rod
bearing bushing
cap
Bolt
Piston ring
Piston
Rod
Rod bushing
The piston rod group includes piston, piston rings, piston pin, rod, and rod
crankshaft.
Function: It transmits the power acquired from the combustion process to the
crankshaft.
27
(1) Piston top surface

Flywheel end mark
Printed drawing number
Weight group mark
28
Printed manufacture date

The manufacture date is in
format of Year-Month-Day
year
2001
code
1
year
2013
code
D
month
1
code
A
2002
2003
2
3
2014
2015
E
F
2
3
B
C
team
weight of the
piston(g)
(986994]
2004
2005
4
5
2016
2017
G
H
4
5
D
E
(994,1002]
2006
2007
6
7
2018
2019
J
K
6
7
F
G
2008
2020
(1002,1010]
2009
2021
2010
2011
A
B
2022
2023
N
P
10
11
K
L
2012
2024
12
(2) Piston rings
The piston rings include the 1st compression ring, 2nd compression ring, and oil
control ring in turn from the top to bottom. Two compression rings are mainly
functioned to seal the cylinder and the oil control ring is only functioned to
uniformly apply the lubricating oil to the cylinder walls for lubrication during the
vertical movement of the piston and at the same time scrape the excessive
lubricating oil into the oil sump.
29
Two compression rings have the

directionality. During the installation,
the compression ring marked with top
shall face towards the piston crown.
During the installation, the openings of
three piston rings shall stagger for a
certain angle with each other and shall
avoid the 45 range in the direction
of the piston pin.
30
(3) Connecting rod

The mass of the connecting rod assembly (connecting
rod, connecting rod small end bushing, and connecting
rod bolts) shall be controlled within 1865~1965g. The
connecting rod assembly is grouped by mass into 10
groups, with the mass difference no more than 10g
between any two neighboring groups.
Group
mark
A
1865~1875
Group
mark
F
1915~1925
1885~1895
1935~1945
1905~1915
1875~1885
1895~1905
C
E
31
Mass (g)
G
I
Mass (g)
1925~1935
1945~1955
1955~1965
(3) Precautions for assembly of connecting rod
(1) The fracture-splitting process is adopted for the parting surface of connecting rod body cap. The fracturesplitting surface shall be free of cracking or loose metal particles. It's disallowed to reversely install the
connecting rod body and cap, or it will impair the indented junction surface.
(2) While assembling the connecting rod, the boss on the connecting rod shall face towards the flywheel end.
(3) The connecting rod is stamped with number. During the assembly, pay attention to align properly to
prevent reverse installation. Once reversely installed, the indented junction surface will be impaired.
(4) There is a boss on one end of the connecting rod bushing. During the assembly, align with the bushing
cap to prevent reverse installation.
32
3. Crankshaft flywheel group

(1) Brief
Connecting rod
journal
Counterbalance
Main
journal
Crankshaft flange
Front of
crankshaft
Rear of
crankshaft
Connecting rod journal
lubricating orifice
Main journal
Lubricating orifice
Crankshaft gear
The crankshaft flywheel group includes the crankshaft, flywheel, and all parts
installed on the crankshaft (crankshaft timing gear, bushing, thrust plate, and
pulley).
Function: It transmits the power to the engine oil pump, water pump, air
compressor, fuel pump, fan impellor, and flywheel and outputs the power.
33
Crankshaft and main bushing: The DEUTZ engine adopts fully balanced
cast steel crankshaft, with full support.
34
(2) Precautions for Assembly
[1] There are total 7 crankshaft bushing caps, which are marked with numbers
1, 2, 3, 4, 5, 6, and 7 respectively counting from the flywheel end. Pay
attention to the sequence and do not wrongly install at the time of
installation.
35
[2] The crankcase is fitted with

guide posts to ensure the
smooth
installation
of
crankshaft bushing caps.
36
[3] The crankshaft bushing caps are fitted

with reverse installation proof boss so that
the caps cant be properly assembled
once reversely installed.
[4] The 2nd crankshaft bushing cap is fitted with 2 pairs of thrust plates (total 4 plates) to
prevent the axial runout of crankshaft. The axial runout range of crankshaft is
0.1~0.3mm. At the installation of the thrust plates, the oil line shall face towards the
crankshaft. The other two thrust plates shall be installed on the crankshaft in
spacing of 180 from the above two thrust plates.
37
Pay attention to prevent

reverse installation
Oil groove
[5] There are two oil grooves on the crankshaft bushings so that the
lubricating oil lubricates the bushings via oil grooves. While installing the
bushings, pay attention to align the external boss of bushing with the
bushing cap to prevent the reverse installation.
38
[6] During the installation of engine oil pump, pay attention to correspond the key
within engine oil pump to the key slot of the crankshaft and keep level the
mounting plane of engine oil pump with the cylinder block plane.
39
[7] While assembling the crankshaft, align the timing mark on the crankshaft
gear with the timing mark on the camshaft. The timing mark of camshaft is
on the top of camshaft gear and the timing mark of crankshaft is at the
tooth space of the crankshaft gear. When its properly timed, the tooth
top with timing mark is engaged with the tooth space with timing mark.
40
III. Valve mechanism

1. Brief
The rocker subassembly of engine is mainly composed of tappets, push rods, intake
and exhaust valves, and rockers.
1. Push rod 2. Tappet 3. Rocker fastening bolts 4. Rocker seat 5. Rocker 7. Washer
8. Retainer 9. Fastening nut 10. Adjustment screw 11. Rocker group 12. Rocker seat
13. Spring 14. Washer 15. Intake valve 16. Exhaust valve 17. Spring seat 18. Valve pipe
19. Intake valve seat 20. Exhaust valve seat
41
2. Camshaft
1. Camshaft 2. Camshaft bushing 3. Sensing pin 4. Camshaft gear 5. Bushing 6. Idler

7. Idler 8. Guide sleeve
The valve tappets of the Deutz engine are directly driven by camshaft and
the camshaft also drives the monoblock pump. The camshaft of Deutz
engine is fully supported. The BF6M engine is fitted with 6+1 bushings and
BF4M engine is fitted with 4+1 bushings. All bushings are same, except the
bushing near the flywheel end.
42
3. Main parts
Valve
Intake manifold and preheating plug

43
Rocker and push rod
Tappet
4. Arrangement of valves
The cylinder at the flywheel end is the 1st cylinder and there are 1st cylinder exhaust valve, 1st
cylinder intake valve, 2nd cylinder exhaust valve, 2nd cylinder intake valve, 3rd cylinder exhaust valve,
3rd cylinder intake valve, 4th cylinder exhaust valve, 4th cylinder intake valve, 5th cylinder exhaust
valve, 5th cylinder intake valve, 6th cylinder exhaust valve, and 6th cylinder intake valve in turn from
left to right.
As the engine equipped on 958L incorporates the EGR function, while adjusting the valve
clearance, its necessary to find out the compression top dead center for valve adjustment
cylinder by cylinder. The intake valve clearance is 0.3mm and the exhaust valve clearance is 0.5mm.
44
IV. Fuel System
1. Brief
The fuel line pressure measuring point for low pressure chamber shall be the
downstream of fine filter outlet. The fuel pressure shall be 4.2bar at 1,500~1,899rpm,
5bar at 1,900~2,300rpm, and 5bar at 2,300rpm. When measured at the cylinder block
outlet, the measurement shall be lower than normal pressure by 1bar. When measured
at inlet of fuel delivery pump, the fuel pressure shall be no higher than -0.3bar. The
temperature of return fuel shall not exceed 80C and the amount of return fuel shall be
more than 8L.
1. Fuel tank
2. Fuel line to diesel pump
3. Diesel pump
4. Fuel line to diesel filter
5. Diesel filter
6. Fuel line to fuel injection pump
7. Fuel injection pump
8. Fuel line to fuel injector
9. Fuel injector
10. Fuel return pipe
11. Fuel pipe bolt with pressure control valve
12. Fuel line of fuel return tank
13. This distance shall be as large as possible.
45
Fuel operation diagram
Fuel tank
Fuel-water separator
Fuel delivery pump
Fuel fine filter
Monoblock pump
Fuel injector
46
2. Main parts
Fuel delivery pump
Electronically controlled monoblock pump

47
Fuel return check valve
Fuel injector
3. Low pressure fuel line
The diesel from the diesel tank flows to the fuel delivery pump via fuel-water separator and,
after being filtered by diesel filter, flows via external connector into the metal low pressure fuel
line that is connected with the electronically controlled monoblock pump. Each pump is
connected with external fuel inlet pipe separately. The fuel return passage is cast on the
cylinder block.
As the fuel supply amount of the fuel delivery pump is more than 10 times of the fuel outlet
amount of the monoblock pump, a great amount of excessive fuel flows back to the diesel
tank via fuel return check valve and return pipe to completely bleed the air from the fuel line
by a great amount of returning fuel and radiate the monoblock pump by a great amount of
returning fuel flowing through the monoblock pump.
48
3. High pressure fuel line
The fuel in the low pressure fuel line enters into the monoblock pump. Under the
action of the monoblock pump, the high pressure fuel is formed from the
monoblock pump to the fuel injector via really short high pressure fuel pipe. When
the pressure reaches 220bar, the fuel injector opens to inject the atomized fuel into
the combustion chamber, which mixes with the air to form flammable air mixture.
49
4. Electronically controlled monoblock pump

(1) Brief
50
Advantages: The monoblock pump is one of the latest

technologies, which ensures that the combustion is more
adaptable to the needs of working condition to achieve more
sufficient combustion and higher efficiency and lower the
exhaust contamination and fuel consumption. It also boast
following advantages:
Compact structure and good rigidity, as its directly driven
by camshaft via tappets.
Up to 1,600bar fuel injection pressure.
Smaller installation space.
Short and standardized high pressure fuel pipe.
Good and freely adjustable speed regulation performance
and applicability for engines of different applications.
Easy replacement of pump.
Function: Under different working conditions of the engine, it
supplies high pressure fuel at fixed timing and fixed quantity as
per the requirements of complete unit so that all cylinders can
function normally to output the required power and torque and
at the same time meet the emission standard. It plays a vital role
for the performance, working reliability, and durability of the
engine and is the core part of the fuel supply system.
(2) Working Principle

Injection module
1 - Fuel injector body
15 Solenoid valve spring
2 Transition connecting high

pressure pipe
16 Valve housing with coil and

magnetic iron core
3 High pressure fuel pipe
17 Output disc
4 High pressure fuel pipe connector 18 Intermediate disc

5 Travel stop
19 Seal ring
6 Solenoid valve needle valve
20 Fuel inlet (low pressure)
7 Disc
21 Fuel return
8 Pump body
22 Fixed part of fuel pump plunger
9 High pressure chamber
23 Plunger return spring
10 Fuel pump plunger
24 Tappet body
11 Engine block
25 Spring seat
12 Roller pin
26 Roller body
13 Cam
27 Roller
14 Spring seat
When the solenoid valve is cut off, the fuel return passage opens and the monoblock pump cant establish
high pressure. The fuel return passage closes and the fuel pressure can rise rapidly only when the solenoid
valve is turned on. The high pressure fuel flows into the fuel injector through a really short high pressure fuel
pipe for fuel injection. When the solenoid valve is cut off, the fuel return passage opens for rapid pressure
relief and the fuel injection is stopped. The power-on duration of the solenoid valve determines the
recirculating fuel supply amount. The working process of electronically controlled monoblock pump is
mainly classified into four stages: fuel injection process, bypass process, injection process, and unloading
process.
51
[1]
[2]
52
Fuel suction process: The solenoid valve

is not powered on. When the plunger
moves downward, the fuel pressure
within the pump chamber is less than
the fuel pressure of low pressure fuel
line. In such case, the fuel of low
pressure system enters into the high
pressure injection system via the fuel
inlet on the plunger sleeve.
Bypass process: When the plunger moves

upward, the fuel in the plunger chamber is
compressed. However, if the solenoid
valve is still under cut-off state, the fuel
pressure within the plunger chamber
depends on the opening pressure of the
fuel return check valve, which is far lower
than the opening pressure of fuel injector,
so that the fuel will return to the fuel tank
via fuel return passage.
[3] Fuel injection process: During the fuel supply

stroke of the plunger, when the electronic
control issues the fuel injection control pulse
at a specific moment, based on the sensor
signals collected, and powers on the
electromagnet via drive circuit. In such case,
the fuel inlet and return passages are closed
and an enclosed volume is formed within the
plunger chamber. Following the rise of the
plunger, the fuel within the enclosed volume
is compressed and the pressure rises rapidly.
When the pressure is higher than the opening
pressure of the fuel injector, the needle valve
opens and the fuel is injected into the
cylinder.
Note: The resistance of the solenoid coil for the

solenoid valve of monoblock valve is approximate
0.9. If less than 0.4, the coil is probably short
circuited. The fuel injection timing is controlled by
the power-on moment and the fuel injection
amount is calculated by the power-on duration to
realize the control of fuel injection amount.
53
[4] Unloading process: When the control

pulse is terminated, the electromagnet is
cut off and the fuel return passage
opens so that the fuel overflows via fuel
return passage, the high pressure fuel
unloads to the low pressure system via
valve port, and the pressure of high
pressure fuel line drops. When the
pressure drops to the opening pressure
of needle valve, the fuel injection is
completed.
54
V. Cooling system
1. Brief
(1) The integral cooling system is adopted, featuring compact structure and easy
installation.
(2) High reliability and low operation cost.
(3) High cooling efficiency and low required power
(4) 1.5bar pressure in cooling system after the running of engine. The antifreeze must
be used as the normal coolant temperature is above 100C. In addition, as the
thinnest cast thickness of engine block water passage is only 4mm, the use of
antifreeze can prevent he blockage of water passage due to water scale.
55
2. Thermostat
The thermostat is functioned to change the recirculation strength of the water (route
and flow rate) depending on the engine load and water temperature. In addition, it
can shorten the hot start time of engine and reduce the fuel consumption and wear
of engine parts.
The DDE engine adopts paraffin thermostat, with opening temperature at 83C and
full opening temperature at 95C.
56
(1) Minor recirculation
Before the hot start of the cold engine, the water temperature is below 83C. In such case, the main
valve closes and the bypass valve opens so that the coolant can directly flow back to the water inlet
of water pump via bypass pipe and is compressed into the water jacket by the water pump. In such
case, the water only recirculates in a small scale between water jacket and water pump without
flowing through the radiator. In such case, as the cooling strength is low, the water temperature can
rise rapidly to ensure that all parts of the engine can warm up uniformly and rapidly or prevent the
under-cooling of the engine. Due to short flow route and low flow rate of the coolant, this
recirculation is referred to as minor recirculation, namely thermostat water pump engine
radiator water jacket thermostat.
57
(2) Major recirculation
When the water temperature within the engine rises to 95C, the main valve opens fully and the bypass
valve fully closes so that the coolant flows completely into the radiator. In such case, the cooling strength
is increased to drive down the water temperature or keep it from being too high. In such case, as the
coolant flow route is long with high flow rate, its referred to as major recirculation, namely thermostat
water pump engine oil radiator water jacket radiator thermostat.
When the coolant within the engine is between two above-mentioned temperatures, both the main valve
and bypass valve partially opens so that the major recirculation and minor recirculation of coolant coexist.
In such case, the coolant recirculation is referred to as mixed recirculation.
58
(3) Major and minor recirculation routes

Minor
recirculation inlet
1
Water return
port 2
Major
recirculation
water port 4
Water pump water

inlet 5
Engine block
water passage
3
Water pump
water inlet 6
Water passage 7 from

water pump to engine
block
59
Minor recirculation route

Minor recirculation
inlet 1
Water
pump
Water pump outlet

5
Water passage 7 to
engine block
Water return port 2
Cylinder
head
Engine block water

passage 3
Engine oil radiator
Major recirculation route
60
Water pump inlet 6
Water
pump
Water pump outlet

5
Water tank radiator
Major recirculation
water port 4
Water
return port
2
Water passage 7 to
engine block
Cylinder
head
Engine oil radiator

Engine block water
passage 3
VI. Lubrication System

1. Brief
Structure of lubrication system: Oil sump, engine oil pump, engine oil
radiator, engine oil filter, pressure limiting valve, main oil passage, and
engine oil pump suction pipe.
Function of lubrication system: The lubrication system is functioned to

continually convey a sufficient amount of clean engine oil at appropriate
temperature to the friction surfaces of all drive parts during the running of
the engine and form an oil film between friction surfaces to realize fluid
friction, in order to reduce the friction resistance, lower the power
consumption, and relieve the wear of engine parts and promote the
working reliability and durability of the engine.
Lubrication mode: Pressure lubrication, splash lubrication, and lubrication
by lubricating grease.
Functions of lubricating oil: Lubrication, cooling, cleaning, sealing, and
rusting-proof.
61
Diagram of lubricating oil circuit
1. Oil sump 2. Intake manifold 3. Engine oil pump 3a. Oil return valve 3b. Relief valve 4. Engine oil radiator
4b. Engine oil radiator bypass valve 5. Engine oil filter 6. Main oil line 7. Main bearing 8. Connecting rod
bearing 9. Camshaft bearing 10. Oil passage to fuel injector orifice 11. Fuel injection orifice for cooling of
piston 12. Tappet control orifice for rocker pulse 13. Push rod 14. Rocker 15. Oil return passage to oil sump
16. Engine oil sensor 17. Oil passage to exhaust turbocharger 18. Exhaust turbocharger 19. Oil passage to
compressor or hydraulic pump 20. Compressor 21. Hydraulic pump 22. Oil return passage of compressor or
hydraulic pump 23. To oil sump 24. From turbocharger to crankcase
62
2. Engine oil pump

DEUTZ engine oil pump is of rotor type. Installed within front hood of engine
and directly driven by crankshaft, it features as below:
Installed within front hood to ease the disassembly.
Directly driven by crankshaft, without additional drive parts.

Small installation space.
Large diameter, more teeth, and stable oil supply of pump.
The rotor of oil pump is installed onto the crankshaft by three unevenly
distributed keys and the pumped oil amount is controlled by the tooth
width of oil pump rotor. The oil supply amount of the oil pump is 50L/min
for 4-cylinder engine and 75L/min for 6-cylinder engine. The oil supply
amount is 90L/min for oil delivery pump of BF6M1013ECP.
Upon detection of low engine oil pressure during normal running of vehicle,
check the engine oil pump. Upon detection of clear internal wear or scratch,
replace the engine oil pump.
63
Oil pressure chamber
Oil suction chamber
64
Oil inlet
3. Engine oil radiator
Radiator
Radiator cap
65
The engine oil radiator is built in the

coolant circuit and is under series
connection on the upstream of the main
oil line to control the temperature of
lubricating oil by means of the
temperature of coolant. As the coolant
temperature
can
be
controlled
automatically, the engine oil temperature
can also be controlled to a certain extent.
Therefore, the engine oil temperature can
be controlled within normal range. When
the engine oil temperature is high, the
engine oil is cooled by the coolant. When
the oil temperature is low at the start and
warm-up of the engine, the engine oil
absorbs heat from the coolant to rapidly
increase the engine oil temperature, lower
the flow resistance, and help the
lubrication.
4. Route of lubricating oil

Fan end
Engine
oil filter
Engine oil
radiator
66
1. Oil sump
2. Engine oil radiator bypass
valve
3. Engine oil filter bypass
valve
4. Engine oil collector
5. Engine oil pump
6. Supercharger
7. Main oil passage pressure
limiting valve
1
4
7
2
67
68
Route of lubricating oil circuit

Lubricating
oil from
engine oil
pump
Oil passage
3
Oil passage
1
Main Oil
passage 4
Oil
passage 2
Radiator
Engine oil
filter element
Oil passage 5, for lubrication of camshaft

Oil passage 6 for lubrication of
crankshaft and oil passage 7 for
lubrication of connecting rod and
piston
69
Oil passage for tappet

and push rod
Rocker
VII. Electronic control system
1. Composition of electronic control system
Sensor
70
Electronic control unit (ECU) Electronically controlled

monoblock pump
71
2. Sensors
(1) In the level of complete unit, ensure that the crankshaft sensor, camshaft
sensor, and engine oil pressure sensor work normally, or the complete
unit cant be started.
Crankshaft speed
sensor
Turbocharge
d air pressure
sensor
72
Camshaft speed sensor
Engine oil
pressure
sensor
Air pressure
sensor, within
ECU
Turbocharge
d air
temperature
sensor
Fuel
temperat
ure sensor
Coolant
temperature
sensor
Throttle pedal position sensor
(2) Function of camshaft speed sensor:
The
crankshaft
sensor needs
15s to find
out the top
dead center.
At the time of start, the determination of the 1st cylinder compression top dead center
can be taken as the reserved function of crankshaft speed sensor.
73
(3) Crankshaft speed sensor
The crankshaft speed sensor is installed on the front of the engine.
By measuring the tooth signal on the engine flywheel, it provides instant

speed of engine to the ECU for accurate timing and fuel amount control on
the engine.
74
(4) Fuel temperature/water temperature sensor
The water temperature/fuel temperature sensor provides the engine

coolant/fuel temperature signal to the ECU and its sensing unit is a negative
temperature coefficient thermistor. The ECU continually collects the real-time
water temperature and fuel temperature to correct the fuel injection amount.
75
(4) Fuel temperature/water temperature sensor
The intake pressure temperature sensor provides to the ECU the intake
temperature and intake pressure information at the downstream of enginecooler. The pressure sensing unit is a silicone diaphragm and the temperature
sensing unit is a negative temperature coefficient thermistor. The ECU collects
the intake pressure and temperature information to correct the fuel injection
amount.
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76
(5) Engine oil pressure sensor
This sensor real-time detects the engine oil pressure information and
transmits to the ECU. When the engine oil pressure is out of normal range,
the ECU will restrain the engine power or control the flameout of the engine.
77
3. Main functions of ECU
(1) Start control

For an engine, to ensure the start reliability and
start smoke number emission requirements,
the fuel injection timing and start torque must
be set as per the method below:
Fuel injection timing = f (speed, fuel injection
amount, and coolant temperature)
Start torque = f (speed, coolant temperature,
and start time).
The start control function is under activated
state, till the engine speed exceeds the start
end speed and the engine enters idling control.
The driver can operate the engine only under
the idling control state. The start end speed is
subject to the coolant temperature and
atmospheric pressure.
78
(2) Fuel injection timing adjustment
The adjustment of fuel injection timing is intended to meet the emission

regulations and fuel economy requirements as well as consider the cold start
and low noise. The adjustment of fuel injection timing is related to the
engine performance and additional correction.
Fuel injection timing = f (speed, fuel injection amount, cooling temperature,
intake pressure, and atmospheric pressure)
(3) Malfunction Diagnosis
The electronic control unit incorporates the real-time self-diagnosis function.

Upon detection of malfunction, the ECU will save the malfunction
information and current environmental information into the ECU. At the
same time, the malfunction indicator lamp on the instrument panel flashes
to remind the driver of getting repaired by the service station. At the service
station, the repair personnel will connect special diagnostic tool to the ECU
and read out the malfunction information.
79
(4) Cold start auxiliary control
Under cold temperature, to improve the cold start performance of the

engine, the ECU will determine whether the intake preheating is required
and the required preheating duration depending on the current engine
temperature, which is realized through the control on the intake preheating
relay.
(5) Engine protection function
Its intended to protect the engine under certain extreme conditions.

Under the working conditions such as over-high coolant temperature and
under-low engine oil pressure, the engine power will be lowered or it will
even lead to engine flameout, in order to protect the engine.
80
Section III Cause Judgment and Troubleshooting for Common

Malfunctions of Engine System
I. Diagnosis and troubleshooting procedure for malfunctions of DDE engine
1. Thoroughly consider the malfunction cause by considering the engine as an integral

unit.
2. Thoroughly understand the information from the operator: Abnormal noise, working
condition and environment, change of oil pressure or water temperature, abnormal
dust or smoke at occurrence of malfunction, consumptions of engine oil, fuel, and
coolant and their recent changes, smoke density, fuel in use, presence of engine
surge during idling or full speed running, presence of long-term idling, recent
temporary repair and repair information, previous occurrence of similar malfunction,
information of part replacement, and status after previous treatment.
81
3. Conduct necessary checking: Engine

cleanliness, belt tension, presence
of external leakage of engine oil,
fuel, or water, levels of engine oil,
water, and fuel, engine sound,
presence of jitter, and presence of
smell, carbon deposit, oil mud, and
other abnormality beneath the
rocker cap at the time of
disassembly.
4. Conduct correct analysis.
5. Conduct correct repairs.
6. Verify whether the repairs fulfilled
actually solve the malfunction.
82
II. Diagnosis and troubleshooting principle for malfunctions of engine
1. Upon detection of malfunction, firstly check whether the operation and

maintenance instructions are strictly followed and check for presence of
substituting the maintenance with repair.
2. Poorly manufactured parts (such as hollow filter element), especially the
counterfeit products procured due to temptation of cheap prices, will greatly
shorten the service life of diesel engine.
3. At the occurrence of malfunction, exclude one by one
from simpleness to difficulty.
4. Do not replace any part easily before the malfunction
cause is found.
5. Pay attention to disconnect the battery during repair, in
order to prevent the start of engine.
83
III. Analysis of malfunction cases
1. Cause for difficult start or start failure
(1) Malfunction of starter electric lock
(2) The temperature is less than start limit temperature

(3) Malfunction of starter interlock
(4) Blockage of fuel delivery pump inlet passage
(5) Working failure of cooling fan/broken or loose belt (belt-driven fuel delivery pump)
(6) Battery depletion or malfunction
(7) Loose or oxidized wires of starter motor
(9) Incorrect valve clearance
(10) Leakage of high pressure fuel pipe
(13) Air content in diesel system
(14) Dirty diesel filter and diesel strainer
(8) Damage or engagement failure of starter motor

(11) Malfunction of preheating plug
(15) Incorrect engine oil grade or viscosity
(16) No signal from sensor to ECU
(19) ECU malfunction
84
(12) Damage of fuel injector
(16) Disqualified diesel
(18) Malfunction of starter relay
[1] Functional block diagram of starter system

Function block
diagram of system
Sensor input:
1. Crankshaft position
2. Camshaft position
3. Coolant temperature
4. Intake temperature
and pressure
5. Engine oil pressure
Actuator:
Electronically controlled
monoblock pump
85
Electronic
control unit
ECU
Setting point:
Foot throttle position
sensor
Hand throttle position
sensor
Functional selection switch
Port:
Power supply
Diagnostic port
CAN bus
Display functions:
Speed
Torque
Warning signal
Malfunction indicator
lamp
[2] Fuel line judgment

Malfunction symptom: While driving the rotation of engine with starter, there is no
exhaust gas or start symptom of the engine.
Judgment method: Cylinder interruption method.
1. Outflow of diesel: It indicates that the malfunction occurs at the high pressure
fuel line.
2. Air in out-flown diesel: The malfunction occurs in low pressure fuel line or fuel
return line.
3. No outflow of diesel: The malfunction occurs at low pressure fuel line.
86
Replace if no rotation
Normal
Replace if broken
Adjust if loose
Blocked
Observe fuel
amount
Leakage of low
pressure fuel line
Normal
87
Check fuel delivery pump pulley

Repair
Check fan belt

No outflow of diesel
after cylinder
interruption
Broken check valve spring

Stagnation of fuel return check valve
Soft check valve spring
Wear of housing
Check and adjust regulator valve
Pressure of manual fuel supply
Low fuel supply of fuel delivery pump
88
No pressure
Outflow of fuel after cylinder
interruption
Check fuel delivery pump
II. Unstable running or start failure

(1) Working failure of cooling fan/broken or loose belt (belt-driven fuel
delivery pump)
(2) Incorrect valve clearance
(3) Leakage of high pressure fuel pipe

(4) Damage of fuel injector
(5) Air content in diesel system
(6) Blockage of diesel filter and diesel strainer

(7) Disqualified diesel
(8) ECU malfunction
(9) Malfunction of speed sensor
89
III. Insufficient engine power
(1) Check the maximum idling speed with speedometer
Depending on the configuration of the engine, the maximum idling speed shall be
higher than the rated speed by 6~8%. The basic calculation equation is as below:
Maximum idling speed = Rated speed 1.07
If the maximum idling speed is insufficient, check whether the throttle pedal can reach
the maximum throttle position.
(2) Check the fuel injector for presence of leak through or cavitation due to insufficient
primary fuel line pressure.
(3) Check the low pressure fuel line system. The insufficient pressure of low pressure
fuel line will directly lead to insufficient power or ablation of fuel injector.
The minimum fuel supply pressure of low pressure fuel line in 5bar system (unloaded):
1500-1899/min >4.2bar
>2500/min >5.3bar
1900-2500/min > 5.0bar
The pressure measuring point of the low pressure fuel line shall be the downstream of
the fuel outlet of the fine filter (namely at the fuel inlet of crankcase). If no
measurement space is available in this point, measure at the upstream of the fuel
return valve (namely at the fuel outlet of the crankcase). Caution: Under rated speed,
the pressure measured at the fuel outlet of crankcase is lower than the fuel pressure at
fuel inlet of crankcase by approximate 1.0bar.
90
Causes for insufficient pressure of low

pressure fuel line:
- Blockage of fuel strainer and fine filter.
- Failure of fuel return valve.
- Over-high flow resistance in fuel delivery
pipeline from fuel tank to fuel delivery
pump.
- Sufficient fuel supply pressure in fuel delivery pump.

- Excessive flow resistance in fuel delivery pipeline from fuel return valve
to fuel tank. In event of excessive resistance, the fuel return amount will
be insufficient and the fuel temperature will rise (the fuel temperature
shall not exceed 80C).
91
Checking Method:
(1) Provided that the filter element is not blocked, if the fuel pressure cant
be reached, check or replace fuel return valve.
(2) If the pressure is still insufficient, check the fuel delivery line for presence
of over-high flow resistance. Method:
Supply the fuel on the upstream of fuel delivery pump directly with a fuel
barrel, in order to determine the over-high resistance due to fuel supply
pipeline and strainer from the fuel tank to fuel delivery pump.
Requirement: The fuel pipe inside diameter on the upstream of the fuel
delivery pump shall be no less than 12mm and the fuel pressure at the inlet
of fuel delivery pump during the maximum idling speed shall be more than 0.5bar (or -0.35bar for Euro-II compliant engines).
(3) If the pressure is still insufficient, check the fuel return amount. Method:
Disassemble the fuel return end of the fuel return pipe from the fuel tank and
insert into an empty barrel. Measure the fuel return amount of the engine
under the maximum idling speed for 1min. The amount shall be above 8L.
92
IV. Black smoke

Root cause: Due to incomplete combustion of diesel, the incompletely
combusted carbon forms free carbon, which is floating within the combusted
gas and is exhausted along with the exhaust gas to form black smoke.
Malfunction Cause:
(1) Blockage of air cleaner and excessive intake
resistance.
(2) Excessive fuel supply amount of fuel injection
pump or over-high uneven fuel supply among
cylinders.
(3) Blockage of inter-cooler.
(4) Poor injection of fuel injector
(5) Low cylinder pressure.
(6) Poor quality of diesel.
(7) Insufficient cylinder pressure.
93
Diagnosis and troubleshooting method for black smoke:

(1) Disassemble the air cleaner and check and clean the
inter-cooler.
If the black smoke of diesel engine disappears, it
indicates that the air cleaner is too dirty and shall be
cleaned.
(2) If the air cleaner is normal and the black smoke is present during idling of the
diesel engine, it indicates excessive fuel supply amount under idling condition.
Check the fuel injection pump.
(3) If the fuel supply of the fuel injection pump is normal, check the fuel supply
timing of the fuel injection pump.
(4) If the fuel supply timing is correct, check the working condition of cylinders by
single cylinder interruption method. If the speed variation is not obvious and
the black smoke symptom disappears after the fuel interruption of certain
cylinder, it indicates the poor working of this cylinder, probably the excessive
fuel supply amount of branch pump, poor mist injection quality of fuel injector,
or under-low cylinder pressure. After the cause is determined, resolve the
cause.
(5) If no problem is detected in above-mentioned items, the diesel quality is
probably too bad, which leads to incomplete combustion. Replace the diesel.
94
V. White smoke
1. Cause: The diesel within the combustion chamber is vaporized and not
combusted and is drained in milk white from the exhaust pipe or the water
content in the diesel is vaporized in the cylinder to form steam, which is
exhausted in white from the exhaust pipe.
Malfunction Cause
(1) Water content in diesel or water leakage due to burst cylinder gasket or
cracked cylinder head or cylinder block, leading to water ingress of cylinder.
(2) Low cylinder pressure.
(3) Under-low working temperature.
(4) Poor injection quality of fuel injector.

(5) Poor diesel quality.
(6) Late fuel supply moment of fuel injection

pump.
95
Diagnosis and troubleshooting method for while smoke:
(1) During the running of diesel engine, loosen the air bleeding screw or high pressure fuel
pipe connector on the monoblock pump and check the fuel flow for presence of water
drops. IF no water drop is present, it indicates that the white smoke in exhaust pipe is
caused by the water content in diesel. Fully drain the water from fuel tank, diesel filter,
and high and low pressure fuel lines.
(2) If there is no water in diesel, open the water tank and observe the water tank for
presence of air bubble. If the air bubble is present, it indicates the ingress of coolant into
the cylinder. Disassemble the cylinder head, find out the malfunction portion, and repair
or replace.
(3) If there is no ingress of water into cylinder, check the cylinder pressure. If the cylinder
pressure is too low, check and repair.
(4) While traveling in winter, if the diesel engine is frequently working under low
temperature, it will lead to presence of white smoke in exhaust pipe. Check whether the
shutters are closed securely and the insulation sleeve is good. Otherwise, the repair is
required.
(5) If no problem is detected in above-mentioned items, check the fuel injection quality of
the fuel injector.
(6) If the fuel injection quality meets the requirements, check the fuel supply timing and
adjust as specified. The diesel quality is of certain influence on the white smoke of diesel
engine exhaust pipe. If necessary, replace with new fuel for comparison testing.
96
RELIABILITY
96 IN ACTION
VI. Blue smoke

A great amount of engine oil that enters into the combustion chamber is
vaporized to oil gas and exhausted from exhaust pipe before being combusted.
Malfunction Cause:
(1) Excessive engine oil in oil sump.
(2) Penetration of engine oil into combustion chamber due to damaged oil seal
of turbocharger.
(3) Serious permeation of engine oil in cylinder.
(4) Wear of valve stem and pipe, leading to excessive gap and failure of valve
pipe seal.
97
Diagnosis and troubleshooting method for blue smoke:

(1) Check the engine oil level in oil sump. If above specified level, drain the
excessive engine oil.
(2) If the engine oil level is normal, disassemble the fuel injector and check
the oil dirt and carbon deposit of the fuel injector. In event of serious oil
dirt and carbon deposit, it indicates the serious permeation of engine oil
on cylinder or excessive gap of valve stem and pipe. Disassemble the
cylinder head to find out the cause and resolve the malfunction.
(3) Check the working status of seal rings of intake and exhaust valve pipes.
(4) Check the sealing status of turbocharger.
98
VII. Engine oil pressure warning

Step 1
Check the oil sump for under-low (over-high) oil level or shortage of oil and
check for qualified engine oil trademark.
Step 2 Check the engine oil filter and cooler for excessive resistance.
Step 3
Check for over-high water temperature of cooling system and check for
over-high engine oil temperature.
Step 4
Check turbocharger, strainer, engine oil pipeline, and connector gasket for
presence of blockage or rupture.
Step 5
Check the pressure limiting valve of main oil line for excessive or insufficient
adjustment.
Check the bushings for excessive gap or damage, check whether the engine
Step 6 working hours reach the overhaul period, and check the parts for serious
wear.
99
VIII. Over-high water temperature

The water temperature is high when the diesel engine runs under high load.
Step 1 Check whether the oil sump level, water tank level, and water pump belt are
normal.
Step 2 Check whether the thermostat and connecting water pipes are normal.
Step 3
Step 4
Check the water temperature gauge and water temperature sensor for
normal functioning.
The checking of fan found out that the external surfaces of the water tank are
really dirty and the radiator port is completely blocked by dirt.
IX. Oil-water mixture

1. Damage of engine oil radiator sealing
gasket or engine oil radiator.
2. Damage of cylinder gasket.
3. Cracking and blister of cylinder block.
100
RELIABILITY
100 IN ACTION
THE
END
101

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01 Engine System LG958L

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LG958L Training Material

Chapter III Engine

Basic Structural Principle of DDE Engine

Electronic control system

Chapter III Structural Theory of LG958L Engine System (DDE)

I. Introduction of Main Parameters

High speed 4-stroke

0268 Ordering number

Water cooling system

LG958L is equipped with Dalian Deutz BF6M1013-22T3 engine. 1KW=1.36HP

2. Introduction of Main Parameters

6-cylinder, inline, water-cooled,

Minimum idling speed

Engine power (kw)

Cylinder pressure bar

Engine rated speed

Cylinder bore/ stroke

Fuel injection pump

Oil cooling mode

Recirculating water cooled

Opening pressure of 210230bar

Thermostat full open

Cylinder sleeve type

Wet cylinder sleeve

II. Product Characteristics

Ambient noise curve of

Ambient noise curve of

The engine adopts monoblock pump structure, which is located within

Section II Basic Structural Principle of DDE Engine

Tunnel cylinder block

Gantry cylinder block

General cylinder block

The DDE engine adopts gantry cylinder block.

(2) Advantages of DDE cylinder block

(3) Structure of cylinder block

This place is the

(1) Classification of cylinder sleeve

Characteristics of wet type cylinder sleeve:

Structure characteristics: The material of cylinder gasket must have certain

Measurement method for piston protrusion

The height difference between the

5. Gear chamber cover

II. Crank-link mechanism

1st compression ring

2nd compression ring

Connecting rod small

Oil control ring

2. Piston rod group

(1) Piston top surface

Weight group mark

Printed manufacture date

(2) Piston rings

Two compression rings have the

(3) Connecting rod

(3) Precautions for assembly of connecting rod

3. Crankshaft flywheel group

(2) Precautions for Assembly

[2] The crankcase is fitted with

[3] The crankshaft bushing caps are fitted

Pay attention to prevent

III. Valve mechanism

1. Camshaft 2. Camshaft bushing 3. Sensing pin 4. Camshaft gear 5. Bushing 6. Idler

Intake manifold and preheating plug