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Installation Guidelines for TIER III Engines of

Series 2012 / 2013
DEUTZ engines are installed at the system manufacturer in compliance with the DEUTZ installation guidelines. The
“Guideline for the Installation of Liquid-cooled Diesel Engines” with section number 0399 1960 (German) or 0399
1961 (English) 3rd edition (October 2002) is valid for the above series up to emission level TIER II.

Changes are made to the engines for compliance with the future emission requirements in line with TIER III, primarily
in relation to the injection system, the use of improved control units and the introduction of an exhaust gas
recirculation, which make an amendment to the above installation guideline necessary.

This TPI supplements the relevant chapter of the aforementioned installation guideline and, along with this, serves
as a planning document for engines of the above series with emission level III for the system manufacturer and the
DEUTZ marketing departments.

Table of contents:
The following summarises the chapter numbers of the installation guideline with changes relevant to Tier III:

1. Engine cooling system

1.33 Amount of heat to be dissipated Q
3. Combustion air system
3.2 Intake vacuum
3.6 Combustion air lines
3.9 Crankcase ventilation
3.10 Charge air cooling
4. Exhaust gas system
4.2 Permissible resistances in the exhaust gas system
5. Fuel system
11. Cold use
16 Electrics / Electronics
16.15 Electronic engine equipment
16.15.2 Installations and operating instructions
16.15.4.1 Heating element system

1. Engine cooling system

1.3.3 Amount of heat to be dissipated Q:

The amount of heat to be dissipated increases owing to the equipment in TIER III engines with exhaust gas
recirculation. The values cited take into account the “inner exhaust gas recirculation”, regulated and unregulated.

As a specific heat factor for supercharged engines with charge air cooling, the following applies as an approx.
value :

⎛ kW − Heat ⎞
c 2 ≈ 0,53....0, 60 ⎜⎜ ⎟⎟ for the liquid coolers *
⎝ kW − Engine power ⎠
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As a specific heat factor for the charge air cooler (LLK), the following applies as an approx. value:

⎛ kW − Heat ⎞
c 3 ≈ 0,17....0, 25 ⎜⎜ ⎟⎟ for the charge air coolers,
⎝ kW − Engine power ⎠

* Engines with torque increases over 25% must be fitted with an oversized cooler, so that the coolant is sufficiently cooled
during operation at max. torque. A higher specific heat factor must therefore be assumed for cases with special torque curves
– Please contact installation advice if necessary.

The amount of heat to be dissipated Q(kW) is then ascertained with the engine power P (kW) and the
specific amount of heat c2,3 according to the following equation:

Q = C2,3 x P (kW).

This heat flow is transported to the cooler via the coolant (or combustion air) where it is released into the
atmosphere.
We recommend always using the maximum engine power according to ISO 3046 or ISO 1585 for the power P, in
order to take into account installation restrictions or application requirements.

For concrete power settings, the amounts of heat to be dissipated for the cooler design can be found in TPI 0199-99-
305 or requested from DEUTZ "Technical Sales". The sales documents are currently complete.

Engines with exhaust gas level TIER III are still only provided with an external (conventional) cooling
system.

3. Combustion air system

3.2 Intake vacuum:

No revision.

3.6 Combustion air lines:

Particular attention must be paid to the required line, hose and clamp quality of the charge air lines. The above
installation guideline applies.

3.9 Crankcase ventilation:

Engines of the above series are supplied as standard with open crankcase ventilation. Although an oil separation
occurs at the vent line connection, the escape of gases containing oil cannot be avoided. These can be trapped
using ventilated containers. Release of the gas must not, however, be impeded.

3.10 Charge air cooling:

Table 12:
Permissible resistance in the charge air system for vehicle and installation engines.
Engine Line Cooler Total resistance
mmWS mbar kPa mmWS mbar kPa mmWS mbar kPa

2012 / 2013 500 50 5.0 1000 100 10,0 1500 150 15.0

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4. Exhaust gas system

TIER III version engines are equipped with an exhaust gas recirculation system. A distinction is made between
integrated and external exhaust gas recirculation. With the integrated solution, a distinction is made between
unregulated (advance cam) and regulated exhaust gas recirculation (VVA = variable valve activation). The variants
require different re-cooling power.
The industrial engines will primarily be given the integrated unregulated exhaust gas recirculation.

4.2 Permissible resistances in the exhaust gas system:

Table 1
Permissible exhaust gas backpressure for vehicle and installation engines
Engine only silencer Overall exhaust gas system
(including silencers, lines,
catalytic converters, particle filters etc)
mmWS mbar kPa mmWS mbar kPa
from 4-cylinder
upwards 570 57 5.7 1000 100 10,0
2012 / 2013

Remark: Table 2, electric assembly engines, remains unchanged.

5. Fuel system

The revised version of Chapter 5 on the fuel system applies for TIER III engines, see the Annex to this TPI. The
installation guideline is currently only applicable for engines up to emission level TIER II.

The change became necessary through use of the DEUTZ common rail system.

The following are the most important data on the design:

Intake line inside diameter up to 6m line length = 12mm

Diameter of the return line approx. 0.7 to 1.0 x intake line diameter

Fuel pre-filter: Only filter with water separation corresponding to DEUTZ scope of supply, filter type Racor.
A Racor filter with thermostat valve is used in the filter head. The fuel return is routed via the pre-filter.

Fuel main filter: Only filter in line with DEUTZ scope of supply

Permissible fuel temperature: 70°C, short-term up to 90°C

Resistance in the intake line: clean filter up to -0.35bar, polluted filter up to -0.55bar
Resistance of the return line: up to 0.5bar

Circulating fuel volume: approx. 5 l/min

Fuel coolers may be necessary, depending on the specific application.

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11. Cold use

Glow plugs are optionally available as a cold-start facility.

16. Electrics / Electronics

16.15 Electronic engine equipment:

Improved control units are used in TIER III engines. There will be two variants, type EDC 16 and type EDC 7. The
latter can also be mounted on the engine.

16.15.2 Installation and operating instructions:

The data contained in the installation specification for the engine series essentially applies. The installation
specification for the installation of electronic systems in DEUTZ diesel engines TN 0399 1990 / 0399 1991 is revised
and supplemented by the new control units.

The following information must be observed in regard to the TIER 3 control units:
For electrical welding work on the vehicle, unit or engine, the plus and minus cable must be disconnected at the
battery to protect the electronic control units. Both ends of the cable must then be connected to each other.
After this the plugs on the control unit must be removed.

This must always be carried out if plugs on the control unit are to be removed or attached.

16.15.4.1 Heating element system

Only glow plugs are used as a cold-start facility in TIER III engines. This control is via the abovementioned electronic
engine governor.

VV-TS VV-TQ

Akbarian Benke

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Annex to Chapter 5, TIER III fuel system

5. TIER III – FUEL SYSTEM

5.1 General

Sufficient supply of the injection pump with fuel at all times is the prerequisite for perfect starting and power
performance in diesel engines.
DEUTZ diesel engines are designed for diesel fuels in accordance with DIN EN 590.
The following are released:
• Diesel fuel with additives according to EN 590, added by the oil company, as far as the EN 590 /2004 will be
complied.
• Diesel fuel according to JIS K 2204: 1 und 31), with lubricity according to EN590 /2004 (positive test results
required).
• Diesel fuel according to ASTM D 975:1D und 2D 2), with lubricity according to EN 590 (positive test results
required).
1) Japanese Standard 2) US-Standard

All other fuels are not released.

systems for storing, filling and transporting flammable liquids.

The respective statutory provisions must be observed for the construction and operation of
5.2 Fuel supply pump (tank – supply pump allocation)

5.2.1 Permissible resistances

The fuel supply pumps integrated in the engine are gear pumps which are driven by V-rib and flat belts and which
provide various transmission ratios through different pulley diameters.

Maximum permissible overpressure at the pump inlet (intake side): up to + 0.1 bar at engine
nominal speed and max.
engine power

Maximum permissible vacuum at the pump inlet:

(intake side) including suction height and line resistance of the intake line, pre- - 0.35 bar at
filter with hand supply pump for new filter state: engine nominal speed.

Maximum permissible vacuum at the pump inlet:

(intake side) including suction height and line resistance of the intake line, pre- - 0.55 bar
filter with hand supply pump for max. polluted filter state: at engine nominal speed.

Suction height:
With low fuel tanks, the suction height (height difference) between the suction point in the tank and the fuel supply
pump inlet is derived from:
[0.35 bar – actual vacuum (bar) at the pump inlet at filter new state] x 10 = suction height (m)

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Annex to Chapter 5, TIER III fuel system

Example:
At 5 L/min throughput the inherent resistance of the new pre-filter is approx. 0.1 bar
If the line resistance including pipe bends and bolted connections is approx. 0.02 bar
this would give an overall intake line resistance of approx. 0.12 bar.
The suction height would then be: 0.35 - 0.12 = 0.23 x 10 = 2.3 m
Maximum permissible backpressure at the return line of the fuel control unit +0.5 (bar)
(FCU) at engine nominal speed

5.2.2 Tank beside engine

Figure 1: Figure showing Deutz Common Rail System TCD 2012 –L4/6 2V, TCD 2013-L4/6 2V (replaceable filter)

Fuel supply pump

With belt and
geared drive

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Annex to Chapter 5, TIER III fuel system

Figure 2: Figure showing Deutz Common Rail System TCD 2013 – L4/6 4V, TCD 2012 – L4/6 2/4V (cup filter)

Fuel supply
pump with belt
drive

max. 70°

Main filter with

pressure sensor,
heating (opt.)

Notes on the fuel overview:

• The gap "a" between the return and intake line in the tank must be selected as large as possible.
Recommendation: a > 500 mm
• It is important to prevent warm and foamed fuel from the return from the finding its way directly back into the
intake line.
• The line cross-sections given in the fuel overview of engines TCD 2012-2V/4V and TCD 2013 must not be fallen
below at any point in the system outside the engine!
• The recommendations for the supply line (intake line) must be observed in order to avoid vapour bubbles in the
fuel – which can lead to cavitation damage to the injection components – see Chapter 5.3

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Annex to Chapter 5, TIER III fuel system

Fuel main filters:

Replaceable filter
Cup filter Hengst M+H
TCD 2012 - 50% 50%
TCD 2012 - 100 0%
TCD 0% 100
Figure 3: Division of the main filters

Diesel engine series TCD 2012 / 2013 are provided with cup filters or replaceable filters for the fuel circuit. Figure 3:
Division of the main filters
shows the distribution over the series.
A return from the cup filter to the fuel tank ensures that fuel can drain off and that the filter elements are disposed of
in an environmentally-friendly manner during maintenance work on the filter system (filter change). This line also
functions as ventilation for the fuel system and must be connected to the fuel tank to ensure this function of the cup
filter.

In the case of the fuel filter, the fuel outflow only functions via the internal return if the outflow opening of the cup filter
for the fuel is located above the fuel level in the tank.

If the outflow for the fuel from the cup filter (via which the fuel return line of the engine is also routed) is located below
the overall fuel level in the tank (in particular for tanks over the engine), a reverse cock with a separate outflow must
be installed in the outlet line for fuel maintenance, via which the fuel from the housing of the cup filter can be drained
off and trapped in a vessel.

At the same time, the supply line must be blocked with a second stopcock so that no fuel can continue flowing from
the tank.

5.2.3 Tank under engine

With greater suction heights, a service tank positioned higher can be used, for details see installation guideline.
Alternatively, a ring main can be provided instead of the service tank. Here the pressure in the ring main may act
fully on the inlet of the fuel supply pump, as long as
+ 0.1bar is not exceeded.
If this pressure is exceeded, a throttle must be provided between the bleeding point on the ring main and the fuel
supply pump. A maximum throughput of 5L/min must be ensured for this.

5.2.4 Tank above engine

For elevated fuel tanks, the upper edge of the tank may not be more than 1m above the fuel supply pump.
If the tank has to be positioned higher, a throttle must be installed (pressure limitation to +0.1 bar in front of engine
fuel supply pump at full load operation).

For further details see installation guideline.

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Annex to Chapter 5, TIER III fuel system

5.3 Routing and dimensioning the fuel lines

The fuel lines made from scale-free steel pipe not included in the scope of supply for the engine must be carefully
cleaned before routing.

The use of rubber hoses is preferred, as these are advantages for installation on account of their flexibility, simple
handling and robustness. Fuel lines made from plastic can also be used conditionally on the intake side. On account
of the limited thermal stability (approx. 120°C continuous temperature), appropriate care must be taken when routing
the rubber hoses and, in particular, the plastic lines (note ambient thermal influences).

Well-known manufacturers are:

Voss D-51688 Wipperfürth Tel.: (02267) 63-0

ContiTech Techno-Chemie GmbH D-61184 Karben Dieselstrasse 4

Banjo bolts and angle pieces must not be used in the suction line and should also be avoided in the return line.

For further details on the intake line, return line and vacuum resistance of the hoses, see installation guideline.

5.4 Fuel heating, fuel coolers

Fuel coolers of this type are most easily integrated in the cooling system of the engine (air side) and circulated with
returning fuel. The installation location in the fuel system is in the return line between the pre-filter and the tank.
Installation in the return line after the fuel control unit is not permitted.

Recommendation:
Max. permissible flow resistance of the fuel coolers (fuel ≤ 0.15 bar
side):
At a fuel volume flow of (at nominal speeds between 2300 approx. 5 L/min
1/min {2013} - 2400 1/min {2012}):
The limit value for the overall resistance of the return system must not be exceeded by the fuel cooler.

5.5 Fuel tanks

For details see installation guideline.

5.6 Fuel filtering / Water separation

Main filtering:
The main fuel filtering is achieved via a fine filter (main filter) attached to the engine.

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Annex to Chapter 5, TIER III fuel system

Pre-filtering:
The fuel filtering and water separation in the intake line (= fuel pre-filtering) is absolutely essential in order to ensure
the service life of the injection system and extend the useful life of the main filter.

The common rail injection system must be equipped with a pre-filter with water separator and high degree of filter
fineness. As a result, only filters recommended by DEUTZ may be used.
Suppliers of pre-filters with integrated water separators:
• Parker Hannifin, filter type RACOR * 41564 Kaarst Tel.: (02131) 513357

The pre-filter mentioned above is available in the DEUTZ scope of supply and is specified as compulsory for the
following engine applications. It is not identical to the former Racor filter for the TIER 2 installations.

Essential difference: The fuel return is routed via the thermostat valve integrated in the filter head, see schematic
diagram. The thermostat valve has the function of rapid fuel heating.

Corresponding to the DEUTZ scope of supply, this filter version has a water collection tank with electric water level
monitoring in order to supply water at the correct time.

The water level must be monitored continuously.

The filter manufacturer also provides the filter with a heater for winter operation.

Installation instructions:
• Always ensure that this fuel pre-filter is installed in line with maintenance requirements, i.e. easy to view and
accessible for the operator and with sufficient room for assembly work.
• The installation position of the fuel pre-filter must always be vertical, water outflow downwards.
• The fuel pre-filter must always be installed between the tank and the engine supply pump or between the hand
feed pump and the engine supply pump.
• When selecting and installing the fuel pre-filter with water separator, it must be ensured that the max. permissible
intake resistance for the engine-side supply pump is not exceeded.
• With a filter position above or below the fuel tank, a stopcock must be installed in front of the filter inlet, as
otherwise the fuel can flow out when opening the filter (maintenance).
• A clearance of 50mm must be provided below the RACOR filter, to allow the filter element to be removed
(maintenance).
• The water level sensor transmits a signal to the engine control unit that further processing is in progress there
and displays an error message to the operator. The cable harness plug must therefore always be connected to
the sensor on the pre-filter for correct operation. If an indication is displayed, the intake tank must be emptied
with the manual water drain valve in order to prevent damage to the injection system.
• The pre-filter must be connected to the DEUTZ cable harness by the customer. The following mating connectors
are required:
Mating connector for connecting the plug to the pre-filter:
Receptacle housing. RB2 Jetronic Cod.1, housing 0419 4627, bush contacts 0419 0848
Connection on the cable harness side:
Tyco JPT 2pol. pin housing. 04199280 on base 0419 9249, for individual parts see base.
• The maintenance instructions of the manufacturers of pre-filters with water separators must be observed.

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Annex to Chapter 5, TIER III fuel system

Outline of Racor pre-filter, TIER III engines

Water level sensor

connection,
for mating
conenctor see

Figure 4: Fuel line connection to pre-filter

5.7 Fuel filtering for extreme applications

For engines or unit applications under very difficult conditions such as
• poor fuel quality, i.e. increased dirt levels in the fuel,
• high level of dust in the atmosphere or when refuelling,
• high capacity utilisation of the engines,
the filter change intervals must correspondingly be reduced to max. 500 operating hours (half the otherwise normal
replacement interval).

The pollution level of the filter is continuously monitored by a pressure sensor in the main filter and the control unit
displays an error message to the operator if the pressure falls below the permissible level.

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Annex to Chapter 5, TIER III fuel system

5.8 Representation of fuel connections in relation to air tightness

When bolting the lines of the ND system, always ensure that the connections provide air tightness during engine
operation. Figure 5 provides constructive information on the aspects to be observed during mounting.

Use insert sleeve for plastic tubes

Figure 5: Representation of fuel connections in relation to air tightness

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Annex to Chapter 5, TIER III fuel system

5.9 Connecting elements in the intake line

Figure 6 and 7 shows, as an example, the connecting elements required to establish a low-resistance intake line
system – such elements are included in the DEUTZ scope of supply for line inside diameters of 12mm and 14mm.

5.10 Engine operation at low temperatures

For engines operating in regions of extreme cold, special measures are also required for the fuel supply, which partly
have to be taken into account in the unit construction.

Particularly affected by this are:

• The dimensioning and routing of the lines
• The design of the line connections and line bends
• The filter system and its arrangement
• The fuel tank arrangement and, if necessary, heating
Fuel heating is required to prevent blockage of the filter by fuel flocculation at very low temperatures. For this, an
additional heating cartridge must be inserted in the pre-filter. The main filter can be fitted with a heating adapter in
the cartridge version, or with a heating screw-in element for the cup version.

The reliability of the fuel admixtures (petroleum) for flow improvement at low temperatures or the use of so-called
Artic fuels must be discussed and agreed on in individual cases with the Technical Sales department of DEUTZ AG.

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Annex to Chapter 5, TIER III fuel system

The hand pump is

integrated in the Racor
pre-filter

Separ filter not

available, only the
special TIER III Racor

Figure 6: Representation of the connecting elements for establishing a low-resistance intake system (line lengths up to
6 m, line inside diameters: Ø12 mm

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Annex to Chapter 5, TIER III fuel system

The hand pump is

integrated in the Racor
pre-filter

Separ filter not available,

only the special TIER III
Racor filter

Figure 7: Representation of the connecting elements for establishing a low-resistance intake system (line lengths up to
15 m, line inside diameters: Ø14 mm

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