丢失文件名的文件

Installation Guide for Diesel Engines
Ship segment
Types 1013 / 1015
From the library of Barrington Diesel Club

Ship segment BFM 1013M / BFM 1015M
These guidelines are not operating instructions for the final machine user.
They apply to all manufacturers of products that use a DEUTZ diesel engine
as drive unit in their products.
Thus, the guidelines are not user information as defined by
DIN norm 8418, but fulfil a similar purpose, because their observance ensures
the engine function and thus protects the product user from danger which
could result from engine use.
Operating safety and a long service life can only be expected from perfectly
installed engines. This also allows maintenance work to be carried out simply
and quickly.
These guidelines provide information for mounting and name limit values to be
observed.
The guidelines only refer to the function of the engines and not to laws and
ordinances applicable to the product in which the engine will be installed.
Thus the equipment manufacturer is responsible for the regulations to be
observed.
The multitude of installation possibilities does not allow for generally

applicable, rigid rules. Experience and special knowledge are necessary in
order to ensure optimal installation.
Therefore, we recommend an installation consultation with an authorised

sales partner during the planning stage.
Dealer stamp
Responsible for the contents:

DEUTZ AG
Deutz-Müllheimer-Str. 147–149
51057 Cologne
Phone: (02 21) 8 22 – 31 45
Telefax: (02 21) 8 22 – 56 72
Telex: 8812-D khd d
Order No.: 0312 0378 en
12/01
Table of contents
1 Installation planning
1.1 Engine room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.1.1 Engine dimensions 1013 . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
1.1.2 Engine dimensions 1015 . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
1.2 Tilt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
1.3 Foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
2 Engine installation
2.1 Rigid bedding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.1.1 Engine alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2.1.2 Angular deviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2.1.3 Parallel displacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
2.2 Elastic bedding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
3 Power take-off
3.1 Torsional vibration calculation . . . . . . . . . . . . . . . . . . . . . 3-1
3.2 Coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
3.3 Power take-off, flywheel side . . . . . . . . . . . . . . . . . . . . . . 3-8
3.3.1 Attachments to the engine . . . . . . . . . . . . . . . . . . . . . . . . 3-8
3.3.2 Mounting the gearbox to the engine . . . . . . . . . . . . . . . . . 3-9
3.3.3 Installing universal shafts . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
3.3.4 Radial power take-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
3.3.4.1 Engine 1013 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
3.3.4.2 Engine 1015 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
3.4 Front power take-off (Front PTO) . . . . . . . . . . . . . . . . . . . 3-24
3.4.1 Axial power take-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-24
3.4.2 Permitted rotational dimensions . . . . . . . . . . . . . . . . . . . . 3-27
3.5 Secondary outputs on the engine . . . . . . . . . . . . . . . . . . . 3-28
3.5.1 Secondary output possibilities . . . . . . . . . . . . . . . . . . . . . 3-28
3.5.1.1 Engine 1013 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-28
3.5.1.2 Engine 1015 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-31
3.5.2 Air compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33
3.5.2.1 Line connections. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33
3.5.2.2 Pressure regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
3.5.2.3 Volumetric capacity and power consumption . . . . . . . . . . 3-35
3.5.2.4 Dimension diagram, BFM1013M/C. . . . . . . . . . . . . . . . . . 3-36
3.5.2.5 ZF Steering booster pump . . . . . . . . . . . . . . . . . . . . . . . . 3-37
3.5.3 Hydraulic pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-38
3.5.3.1 Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-38
3.5.3.2 Calculated values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-39
3.5.3.3 Operating data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-39
3.5.3.4 Characteristic curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-40
3.5.4 Untreated water pumps . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43
3.5.4.1 Engine 1013 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43
3.5.4.2 Engine 1015 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-44
12/01 i
4 Engine room ventilation

4.1 Calculation of the air requirement for
engine room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
4.1.1 Overall radiated heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
4.1.2 Radiated engine heat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
4.1.3 Radiated generator heat . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
4.1.4 Radiated heat of the auxiliary equipment . . . . . . . . . . . . . 4-3
4.1.5 Ventilation quantities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
4.2 Installation notes for ventilating the engine room . . . . . . . 4-5
4.2.1 Additional installation notes for using
engines in fast ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
5 Combustion air system

5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5.2 Intake vacuum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
5.2.1 Maximum permitted intake vacuum . . . . . . . . . . . . . . . . . . 5-2
5.2.2 Measuring the intake vacuum . . . . . . . . . . . . . . . . . . . . . . 5-4
5.2.3 Monitoring the intake vacuum . . . . . . . . . . . . . . . . . . . . . . 5-4
5.3 Air filter systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
5.3.1 Dry air filter (paper air filter) . . . . . . . . . . . . . . . . . . . . . . . . 5-5
5.3.2 General instructions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
5.4 Calculating the air flow rate . . . . . . . . . . . . . . . . . . . . . . . . 5-6
5.4.1 Laboratory service life for paper air filters . . . . . . . . . . . . . 5-6
5.4.2 Required information for air filter dimensioning . . . . . . . . . 5-6
5.5 Combustion air lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
5.5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
5.5.2 Pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
5.5.3 Corrugated hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
5.5.3.1 DEUTZ factory standard H 3482, part 1 . . . . . . . . . . . . . . 5-11
5.5.4 Rubber sleeves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
5.5.5 Rubber moulded parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
5.5.5.1 DEUTZ delivery regulation 0161 0093 US 8039-35 . . . . . 5-12
5.5.6 Hose band clamps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
5.5.7 Clean air line ducts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
5.5.8 Layout of combustion air lines . . . . . . . . . . . . . . . . . . . . . . 5-16
6 Exhaust gas system

6.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
6.2 Permissible resistances in the exhaust gas system . . . . . 6-3
6.3 Dimensioning exhaust gas lines . . . . . . . . . . . . . . . . . . . . 6-4
6.4 Exhaust gas back pressure measurement . . . . . . . . . . . . 6-7
6.5 Elastic exhaust pipe joints . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
6.6 "Wet" exhaust gas lines (Mixing vessel) . . . . . . . . . . . . . . 6-10
6.7 Water infiltration protection . . . . . . . . . . . . . . . . . . . . . . . . 6-12
6.8 Insulating the exhaust gas line . . . . . . . . . . . . . . . . . . . . . 6-13
6.9 Particle filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
6.10 Determining the exhaust gas line resistances
for turbo-charged engines . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
ii 12/01
7 Fuel system
7.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
7.2 Fuel, feed pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
7.2.1 Intermediate tank/Day service tank . . . . . . . . . . . . . . . . . 7-4
7.2.2 Closed circular pipeline. . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
7.3 Fuel lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
7.3.1 Fuel connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
7.3.1.1 Metal pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
7.3.1.2 Fuel connection, engine 1013 . . . . . . . . . . . . . . . . . . . . . 7-13
7.3.1.3 Fuel connection, engine 1015 . . . . . . . . . . . . . . . . . . . . . 7-14
7.4 Fuel heating, fuel cooler . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
7.5 Fuel tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
7.6 Fuel filtering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18
8 Engine cooling system

8.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
8.2 Coolant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
8.2.1 Range of application and purpose . . . . . . . . . . . . . . . . . . 8-2
8.2.2 Water quality. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
8.2.3 Protectant (concentrate) . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
8.2.4 Coolant preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
8.3 Cooling systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
8.3.1 Fresh water cooler for keel cooling. . . . . . . . . . . . . . . . . . 8-7
8.3.1.1 Compensator reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
8.3.2 Types of cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9
8.3.2.1 Thermo-syphon cooling . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9
8.3.2.2 Ship hull cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
8.3.2.3 Pipe cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-11
8.3.2.4 Plate coolers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-11
8.3.3 Cooling with raw water . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12
8.3.3.1 Raw water filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12
8.3.3.2 Raw water pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12
8.3.3.3 Raw water lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12
8.3.3.4 Corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-14
8.4 Pipelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
8.4.1 Line dimensioning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
8.4.2 Pipeline designs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-18
8.4.3 Line routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-19
8.5 Designing cooling systems . . . . . . . . . . . . . . . . . . . . . . . . 8-20
8.5.1 Technical specifications . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21
8.5.2 Heat quantity to be dissipated . . . . . . . . . . . . . . . . . . . . . 8-26
8.5.3 Additional heat quantities to be dissipated for 1013
with charger air cooling. . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27
8.5.4 Circulating amount of water in cooling circuit . . . . . . . . . . 8-28
8.5.5 Circulating amount of water in sea water cicuit or
charge air circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-28
8.6 Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-29
8.6.1 Direct heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-29
8.6.2 Indirect heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-32
8.6.3 Heating connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-33
8.6.4 Heat exchanger for heating . . . . . . . . . . . . . . . . . . . . . . . 8-35
8.6.5 Auxiliary heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-35
12/01 iii
8.7 Engine pre-warming. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-36

8.7.1 Engine 1013. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-36
8.7.2 Engine 1015. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-37
8.7.2.1 IKL-pre-warming unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-37
8.8 Gearbox oil cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-40
8.8.1 Cooling with raw water. . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-40
8.8.2 Keel cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-40
8.8.2.1 1013. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-40
8.8.2.2 1015. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-40
9 Lubrication system
9.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
9.2 Partial flow fine filter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
9.3 Changing the oil level markings for tilted engine mounting 9-3
9.4 Pre-lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
10 Speed adjustment
10.1 1013. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
10.1.1 Large-scale speed adjustment range (Main drive) . . . . . . 10-2
10.1.2 Small speed adjustment range (Aggregate) . . . . . . . . . . . 10-3
10.2 1015. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
10.2.1 Large-scale speed adjustment range (Main drive) . . . . . . 10-4
10.2.2 Small speed adjustment range (Aggregate) . . . . . . . . . . . 10-5
10.2.2.1 Control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5
10.2.2.2 RPM sensor, excessive speed protection, and actuator . . 10-7
10.2.2.3 Cable routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8
11 Sound insulation and sounddamping

11.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
11.2 Sound insulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
11.3 Sound absorption. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3
11.4 Material for sound insulation and sound absorption . . . . . 11-4
11.5 Additional measures for enclosing the engine . . . . . . . . . . 11-6
12 Electrical system
12.1 Batteries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1
12.2 Dimensioning the cables between
starter and battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
12.2.1 Minimum cross section corresponding to cable heat rise . 12-3
12.2.2 Required nominal cross section
corresponding to total resistance. . . . . . . . . . . . . . . . . . . . 12-3
12.3 Starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-8
12.4 Control line to starter
and starter lock relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10
12.4.1 Dimensioning of control line to starter
(Battery - Start switch - Terminal 50) . . . . . . . . . . . . . . . . . 12-10
12.4.2 Start block relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-11
12.5 Generators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-12
12.6 Dimensioning various
cable cross-sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-14
12.6.1 Lead dimensioning for heat rise. . . . . . . . . . . . . . . . . . . . . 12-14
12.6.2 Lead dimensioning for voltage decay . . . . . . . . . . . . . . . . 12-14
iv 12/01
12.7 AC generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-15

12.8 Lifter solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-16
13 Engine monitoring
13.1 Monitoring via Deutz panels . . . . . . . . . . . . . . . . . . . . . . . 13-2
13.1.1 Panel 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-5
13.1.2 Panel 2 and 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-12
13.2 Monitoring with panels not furnished by Deutz . . . . . . . . . 13-21
14 Maintenance requirements
14.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1
14.2 Maintenance requirements . . . . . . . . . . . . . . . . . . . . . . . . 14-1
15 Installations
15.1 Installation checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1
15.2 Calculation of torsional vibration. . . . . . . . . . . . . . . . . . . . 15-3
15.3 Connection dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . 15-5
12/01 v
vi 12/01
List of figures
Fig. 1: Type 1013

Fig. 2: Minimum spacing Type 1013
Fig. 3: Type 1015
Fig. 5: Positioning and shape tolerances for elastic support
Fig. 6: Measuring the angular deviations
Fig. 7: Calculating the shim thickness
Fig. 8: Measuring the centricity
Fig. 9: Checking the flange parallelism
Fig. 10: Measuring with free shaft ends
Fig. 11: Floor supports for elastic engine bedding 1013
Fig. 14: Floor supports 1015
Fig. 17: For spring deflection see ill.18
Fig. 18: Engine bedding for eleastic motor supports 1013 and 1015
Fig. 19: Centre of gravity positions
Fig. 20: Elastic systems BF 4 M 1013 M / C
Fig. 21: Elastic systems BF 6 M 1013 M / C / P
Fig. 22: BF 6 M 1015 M / MC
Fig. 23: elastic system S J = 0.873 kgm² ( Without JZm )
Fig. 24: BF 8 M 1015 MC
Fig. 25: elastic system S J = 0.984 kgm² ( Without JZm )
Fig. 26: Flywheels and SAE housing
Fig. 27: Engine 1013, Flywheel set 9049
Fig. 33: Z-bending
Fig. 34: W-bending
Fig. 35: Radial power take-off on the coupling side (Free side)
Fig. 36: * Calculation of power "F1 or F2, resp.," for V-belt drive:
Fig. 37: Permitted supplementary bending moment (Radial power take-
off, opposite coupling side) engine: BF 4/6 M 1013M/MC/MCP
Fig. 38: Spacing, type 1015
Fig. 39: Composition of forces
Fig. 40: Bending moment BF6M1015M/C, Drive side
Fig. 41: Angle counting drive side/flywheel side
Fig. 42: Bending moment BF6M1015M/C, free side
Fig. 44: Angle counting free side/front
Fig. 45: Front power take-off 1013
Fig. 47: Secondary outputs 1013
Fig. 48: Secondary outputs A and B
Fig. 49: Secondary output D
12/01 i
Fig. 50: Connecting the pressure line

Fig. 51: Delivery rate, air compressor 300 ccm
Fig. 52: Power consumption, air compressor 300 ccm
Fig. 53: Dimension diagram, BFM1013M/C
Fig. 54: Performance data, ZF steering booster pump
Fig. 55: Calculated values
Fig. 56: Pressure definitions
Fig. 57: Permitted operational pressure in [cm³/k]
Fig. 58: Permanent operational pressure
Fig. 59: 8 ccm/revolution
Fig. 62: 22.5 ccm/revolution
Fig. 63: Untreated water pump 1013
Fig. 64: Performance data untreated water pump
F7B nPump = 1.297 x nEngine
Fig. 66: Performance data untreated water pump
F95B nPump = 1.21 x nEngine
Fig. 67: Types of engine room ventilation
Fig. 68: Measuring the intake vacuum
Fig. 69: Elbows, sleeves, hose band clamps
Fig. 70: BF6M1015M/C Position and spacing of exhaust gas lines on en-
gine. For spacing of 90° elbow ref. to appendix
Fig. 71: BF8M1015MC Position and spacing of exhaust gas lines on en-
gine. For spacing of 90° elbow ref. to appendix
Fig. 72: Permissible exhaust gas back pressure for
ship drive engines
Fig. 73: Permissible exhaust gas back pressure for electric unit
engines, drives for pumps, compressors
Fig. 74: Measuring the exhaust gas back pressure
Fig. 75: Hole for measuring the exhaust gas back pressure
Fig. 76: Position for measuring the exhaust gas back pressure
Fig. 77: Water inlet above the water line
Fig. 78: Water infiltration protection
Fig. 79: Diagram of exhaust gas line resistances
Fig. 80: Fuel diagram BFM1013
Fig. 82: Fuel, intermediate tank
Fig. 83: Fuel, closed circular pipeline
Fig. 84: Fuel tank, high-positioned
Fig. 85: Installation guide – Manual feed pump:
Fig. 86: Connections for monitoring of jacketed injection lines
BF 6 M 1015 M / C
BF 8 M 1015 MC
Fig. 88: Incorrect connection, metal pipes
Fig. 89: Correct connection, metal pipes
Fig. 90: Connections, BFM1013
Fig. 92: Fuel connection
Fig. 94: Fuel routing
Fig. 95: Fuel filter with moisture separator
ii 12/01
Fig. 96: Reversible fuel filtering

Fig. 97: Flow diagram (with dual filter per side)
Fig. 98: Fuel filtering
Fig. 99: Compensator reservoir
Fig. 100: Thermo-syphon cooler
Fig. 101: Pressure loss in smooth water pipelines
Fig. 102: Crimps and pipe joints
Fig. 103: Elastic screwed pipes
Fig. 104: BF6M1015M Keel cooling
Fig. 105: BF6/8M1015MC Keel cooling
Fig. 106: BF6M1015M Raw water cooling
Fig. 107: BF6/8M1015MC Raw water cooling
Fig. 108: Engine coolant circuit, direct heating
Fig. 109: Engine coolant circuit, indirect heating
Fig. 110: Heating connections 1013
Fig. 113: Engine pre-warming 1013
Fig. 114: Electric pre-warming unit for water
Fig. 115: Engine and pre-warming unit
Fig. 116: Reversible lubrication oil filter as example 1013
Fig. 117: Speed adjustment 1013
Fig. 118: Fine speed adjustment 1013
Fig. 119: Bowden cable engine 1015
Fig. 120: GAC regulator
Fig. 121: GAC regulator, terminal strip
Fig. 122: Diagram Starter 12V 3.1 kW single-phase,
24 V 4.0 kW single-phase
Fig. 123: Diagram Starter 24 V 4 kW 2-phase,
24 V 5.4 / 6.6 kW 2-phase
Fig. 124: Dimensioning of starter control cable
Fig. 125: Diagram Generator 28V 55 / 80 A 2-phase
Fig. 126: Terminal allocation of central plug connector
Fig. 127: Pin utilization plug half panel
Fig. 128: Electrical equipment version 1
Fig. 129: RPM counter
Fig. 130: Warning point selection
Fig. 131: Customer - Engine
Fig. 132: Control box
Fig. 133: Instrument panel
Fig. 134: Terminal strip in control box
Fig. 136: Entry of engine type in control box high line
Fig. 139: Instrument panel A, B, C, and distribution box
Fig. 140: Distribution box (for 2 or 3 panels per engine)
Fig. 141: Connection cable
Fig. 142: Code No. Type and application
12/01 iii
iv 12/01
Tables
Tab.1: Size when completed 1013

Tab.2: Weight 1013
Tab.3: Size when completed 1015
Tab.4: Weight 1015
Tab.5: Max. permitted tilt position in [degrees]
Tab.6: Measuring the angular deviations
Tab.7: Measuring the angular deviations
Tab.8: Bedding allocation for elastic engine bedding (Marine)
Tab.9: Firing angle BF6M1015 M / MC
Tab.10: Firing angle BF8M1015 MC
Tab.11: Power take-off, flywheel side
Tab.12: Maximum permitted bending moment
Tab.13: Spacing
Tab.14: Front power take-off BF 4/6 M 1013 M/C/P
for 4-screws fastening (also valid for 6-screws fastening)
Tab.15: Mass moment of the individual attachments of radial power take-
off (kgmm)
Tab.16: Permitted rotating masses BFM 1015 M
Tab.17: kW ratings based on nengine= 2300 min-1!
Tab.18: Secondary outputs 1015
Tab.19: Technical data, ZF steering booster pump
Tab.20: Technical data, hydraulic pumps
Tab.21: Secondary output PTO
Tab.22: Pressure definitions
Tab.23: Intake vacuum paper air filter Elektro-aggregate engines
Tab.24: Combustion air quantity
Tab.25: Performance table to determine A- and B- performance
Tab.26: Performance table to determine A- and B- performance
Tab.27: Tightening torques according to factory standard H 735
Tab.28: Tightening torques according to factory standard H 3461
Tab.29: Minimum diameter of intake line
Tab.30: Exhaust gas volumes
Tab.31: Exhaust gas temperatures
Tab.32: Flow volume of the fuel pump [l/h]
Tab.33: Pipe diameter is dependent on the pipe length
Tab.34: Antifreeze agents approved by Deutz
Tab.35: Engine fluid concentration
Tab.36: Voltage potential of various materials
Tab.37: Intake and delivery side
Tab.38: Pipeline lengths
Tab.39: Crimp
Tab.40: Technical data for dimensioning of cooling systems
Tab.41: Heat quantity to be dissipated
Tab.42: Additional heat quantities to be dissipated
for 1013 with charger air cooling
Tab.43: Circulating amount of water in cooling circuit
Tab.44: Circulating amount of water in sea water circuit
Tab.45: Engine fluid quantities
Tab.46: Cooling capacity for ship gearbox, fresh water
Tab.47: Cooling capacity for ship gearbox, raw water
12/01 1
Tab.48: Permitted forces/moments at the adjustment lever stop

Tab.49: Absorption materials
Tab.50: Allocation of starters and batteries,
and dimensioning of starter/battery cables
Tab.51: Copper lead cross sections acc.
to DIN ISO 6722 part 3, PVC insulation
Tab.52: Explanation of descriptions in diagrams
Tab.53: Generator temperatures
Tab.54: System description monitoring panel 1, 2, or 3
Tab.55: Monitoring limit values
2 12/01
Formular Table
Formula 1: Vertical alignment, angular deviation

Formula 2: Horizontal alignment, angular deviation
Formula 3: Vertical alignment, parallel displacement
Formula 4: Horizontal alignment, parallel displacement
Formula 5: Bearing load at point A
Formula 6: Bearing load at point B
Formula 7: Overall centre of gravity / Drive centre of gravity
Formula 8: Maximum permitted bending moment
Formula 9: Force calculation
Formula 10: Bending moment, drive side
Formula 11: Bending moment, free side
Formula 12: Engine torque
Formula 13: Overall radiated heat
Formula 14: Radiated engine heat
Formula 15: Radiated generator heat
Formula 16: Radiated heat of the auxiliary equipment
Formula 17: Ventilation mass
Formula 18: Service life, filter insert
Formula 19: Minimum diameter D
Formula 20: Exhaust gas volumes
Formula 21: Cooling capacity, fresh water
Formula 22: Cooling capacity, raw water
Formula 23: Acustic principle
Formula 24: Cable cross-section
12/01 1
2 12/01
1 Installation planning
1
Installation planning
1.1 Engine room
In order to ensure that the engine is operational in its environment, overall
planning is necessary. This planning must ensure that sufficient space is
available for the engine connections. Furthermore, care must be taken to
provide sufficient space, appr.1 m wide, around the engine, or around the
entire engine assembly for operation and maintenance purpose. This
prerequisite is nor required for special installations in high-speed vessels, or
in yachts. For these cases, DEUTZ specifies the necessary measures in which
the responsibility for installation is assumed by the installing company.
Double engines A minimum distance of 2000 mm is desirable for double engines; free
passage between engines should be 600 mm.
Each one of the engine compartments has to be provided with an opening
sufficiently large to facilitate passage of engine and/or engine assembly
without dismantling.
The size of the engine room is further determined by permitted cooling or
ventilation air speeds.
12/01 1-1
1.1.1 Engine dimensions 1013

1
Fig. 1: Type 1013
Size when completed in [mm]

Engine type A B C D E
BF4M1013M 1219 712 916 300 616
BF4M1013MC 1219 712 916 300 616
BF6M1013M 1483 712 961 345 616
BF6M1013MCP 1483 712 961 345 616
Tab. 1: Size when completed 1013
Dry weight in [kg]

Engine type Cooling with raw water Hull cooling
BF4M1013M 560 540
BF4M1013MC 580 560
BF6M1013M 730 710
BF6M1013MCP 760 740
Tab. 2: Weight 1013
There must be sufficient free space around the engine for maintenance and
repair work. The minimum dimensions in [mm] are to be taken from Fig. 2 .
1-2 12/01
1.1.2 Engine dimensions 1015

1
Fig. 3: Type 1015
Size when completed in [mm]

Engine type A B C D E
BF6M1015M 1205 1305 1021 361 660
BF6M1015MC 1480 1305 1021 361 660
BF8M1015MC 1673 1305 1021 361 660
Tab. 3: Size when completed 1015
Dry weight in [kg]

Engine type Cooling with raw water Hull cooling
BF6M1015M 1080 1020
BF6M1015MC 1180 1110
BF8M1015MC 1380 1300
Tab. 4: Weight 1015
12/01 1-3
There must be sufficient free space around the engine for maintenance and
1 repair work. The minimum dimensions in [mm] are to be taken from Fig. 4 .
1-4 12/01
1.2 Tilt
The permitted tilt of the engine is particularly dependent on the design of the
1
oil pan. However, other components such as the exhaust turbocharger and
injection pump also are limiting factors.
A distinction is to be made between a long-term and a short-term tilt.
Engines of the 1013/1015 series fulfil the classification agency requirements
regarding tilt. The following table shows the possibilities of use for engines
1013/1015.
Engine type Oil pan Oil Maximum tilt [degree] Maximum space below crank shaft (mm)
capacity1) Flywheel on the side
in [l]
Kit Depht from Width on Material of
motor cross deepest oil pan
min max high low left right
point
BF4M1013M/C 9109 9 11 25 25 25 25 235 Cast iron

9111 9 11 30 30 30 30 235 Sheet metal
BF6M1013M/C/P 9110 13 16 30 30 30 30 290 Cast iron
9112 14 17 30 30 45 45 345 Sheet metal
BF6M1015M/C 9099 30 34 30 30 30 30 462 Sump on the Cast iron
face
9101 30 34 30 30 30 30 462 Sump on Cast iron
flywheel
9201 40 48 36 36 36 36 442 480 Cast iron
BF8M1015M/C 9100 40 45 21 21 21 21 360 480 Cast iron
9102 40 45 22.5 22.5 22.5 22.5 462 Sump on Cast iron
flywheel
9202 50 60 34 34 34 34 442 480 Cast iron
Tab. 5: Max. permitted tilt position in [degrees]
1) Oil capacity of the oil pan (first filling with filer, 2…5 litres more)
Remark:
The oil dipstick does not have to be altered in kits 9201 and 9202
for engines 1015M tilted up 10°, flywheel high/low.
For tilted orientation of the engine this must be taken into consideration for the
permitted degree of tilt.
12/01 1-5
Example: Engine BF6M1013 with oil plan kit 9110, installation tilt position 10°, flywheel
1 low.
Remaining permitted engine tilt:
Flywheel high: 30° + 10° = 40°
Flywheel low: 30° – 10° = 20°
right/left 30°/30°
NOTE:
When installing engines in a tilted position, observe the oil level
marking!
(see chapter 9.3).
1-6 12/01
1.3 Foundation
The engines 1013/1015 can be bedded rigidly or elastically.
1
In either case, the foundation must have a sufficient stiffness so that stress can
be absorbed without distortion of the foundation.
Rigid bedding The engine and foundation should form a unit with the rigid bedding whose
resonant frequency must be higher than the field frequency of the alternating
torques. An engine and a distortion-resistant foundation are in themselves
insufficient to set this unit on a soft substructure or on a soft ship hull due to its
design. The forces originating in the engine including foundation must be
carried to the hull dampened by large surfaced transfers.
Elastic bedding With elastic bedding, the forces of gravity or moments are largely absorbed by
the elastic bedding, so that only forces insignificantly larger than the force of
gravity have an effect on the foundation.
The foundations are to be dimensioned so that distortions due to forces from
dynamics and propeller thrust are avoided. The forces are dependent on the
type of ship and operating conditions (motion of the sea, high speeds,
accelerations) and reach many times the weight of the engine and drive with
impermissible stresses.
Longitudinal beam Thus, the longitudinal beam should be directed as far as possible from the
stern to the front, and be supported by floor plates and cross beams in order
to avoid transverse distortion to the longitudinal beam.
Foundation plate For rigidly and elastically bedded engines and for foundations or hulls made of
fibre-reinforced plastic, it is recommended to provide a foundation plate or an
equaliser made of steel or aluminium to stiffen the foundation. The connection
to the ship foundation or ship hull is to be designed so that the transmission of
propeller thrust is ensured.
12/01 1-7
1
Demands on the installation level A
The evenness of the installation level may fluctuate by

up to 0.5 mm
. (Range of support points)
The installation level must be within a parallelism

of 2.0 mm.
Fig. 5: Positioning and shape tolerances for elastic support
NOTE:
The installing company/shipyard is responsible for the stiffness of the
plate/foundation.
1-8 12/01
2 Engine installation
2
2.1 Rigid bedding
Engine installation
Rigid bedding can only be used if there is a stiff foundation. Rigidly bedded
ship engines must be aligned with the output.
As a matter of principle, parallelism and concentricity of the flanges to be
joined must be assured.
Alignment bearing play The bearing play alignment must be checked before every start up.
Permitted alignment bearing play:
• 0.1…0.3 mm for construvtion series BF4/6M1013M/C, and
• 0.205…0.392 mm for construction series BF6/8M /1015M/C.
The alignment must be such that the same play is to be found on both sides
of the alignment bearing. Remark: Requirements established by the drive
manufacturer must be complied with.
First, the entire play due to axial displacement of the crankshaft is determined
using a dial gauge. Then the crankshaft is moved into the centre position so
that the same play is present on both sides of the alignment bearing. Further
alignment can be then carried out. It must be observed that the elastic
coupling between the engine and transmission is installed stress-free in the
axial direction.
The transmission of propeller thrust via the engine alignment bearing is not
permitted. A separate thrust block must be provided for this on the shaft or in
the transmission.
Torsion of the hull An important factor influencing the alignment is the torsion of the hull. For this
reason, a final alignment can be performed only after all equipment is installed
in the ship and all tanks are at least 50 % full.
NOTE:
The installing company is responsible for the alignment!
12/01 2-1
2.1.1 Engine alignment

The alignment of the engine relative to the driving units is extremely important
for trouble-free and reliable operation. If the alignment is inaccurate or faulty,
there is the danger that vibrations and excessive stress from crankshafts,
2 engine bearings, drive shafts, and couplings can result which, in the worst
case, could lead to costly repairs.
Propeller system A first alignment should be performed for the propeller system before
Engine installation
launching. The alignment must be checked after launching and while the ship
is under stress. The ship must be loaded and the tanks must be full.
Because the hull can sit even further after the first hours of operation, the
alignment should be checked again.
An ongoing alignment check is recommended for extremely complex or
vibration sensitive installations.
Elastic bedding If elastic beddings (rubber) are part of installation, these must be pre-stressed
before alignment, as otherwise they can quickly set by several millimetres.
An inaccurate alignment of the engine to the propeller shaft can cause
damaging vibrations to the hull, damage to the steering mechanism, as well as
quick wear of the shaft and propeller system.
Elastic coupling The accuracy requirements for alignment are reduced when an elastic
coupling is installed between the engine and drive unit/component. The
degree of permitted deviations is to be taken from the information furnished by
the manufacturer (or supplier) of the coupling at hand.
Although relatively large deviations are permitted when installing an elastic
coupling, the alignment of the motor should be as accurate as possible, as this
reduces coupling vibrations and extends the service life of the coupling.
The elastic coupling allows only a certain angling between the driving and
driven shaft. It also achieves a certain compensation for torque irregularities
and counteracts any possible torsional vibrations. Stress and strain exerted
upon driven and driven parts can be considerable reduced through selection
of the corresponding hardness of the coupling.
Dimensioning of the coupling is normally implemented through calculation of
torsional scillation. Ref. to chapter 3.1.
Alignment of The alignment must be performed from the shaft driven, after this has been
engine and shafts checked for straightness.
The alignment is made easier if the engine suspension is provided with
adjustment screws for vertical and horizontal adjustment. Only shims can be
used to establish the final installation position.
Vertical alignment Insert shims between foundation and motor suspension.
Horizontal alignment Move the engine on the foundation.
Flanged shaft Make a rough alignment first, and then tighten the engine to the foundation.
Bring the flanges together. The collar of one flange must fit in the recess of
the other flange.
2-2 12/01
2.1.2 Angular deviation

Attach the dial gauge holder (1) to the output flange and put the dial gauge tip
against the axial surface of the other flange, as near to the periphery as
possible. The dial gauge (2) has to be 'Zero'-calibrated ("12 o'clock").
2
Engine installation
1
2
Fig. 6: Measuring the angular deviations
Insert a fixing screw in both flanges, but do not tighten. Twist both shafts
simultaneously, read the dial gauge every 90° during a full rotation, and enter
the measured values with correct sign in table 6.
Measuring point Measured value

position (make sure to use the correct sign!)
+ = toward the inside, – = toward the outside
12 o’clock mm ±0
3 o’clock mm
6 o’clock mm
9 o’clock mm
Tab. 6: Measuring the angular deviations
Using these values, the angular deviation of the shafts can be calculated.
12/01 2-3
Shim thickness
2
Engine installation
Fig. 7: Calculating the shim thickness

L Distance between the engine suspension
D Diameter of the flange where the dial gauge
is mounted
t Required shim thickness
Vertical alignment
Measured value (± 6 o’clock) x L

t=
D
Formular1: Vertical alignment, angular deviation
Horizontal alignment
Measured value (± 3 o’clock) - measured

t=
D
Formular2: Horizontal alignment, angular deviation
2-4 12/01
2.1.3 Parallel displacement

Put the dial gauge tip against the radial surface (= periphery) of the flange.
Move the flanges apart from each other so that the collar is releasedfrom the
recess (Fig. 8).
The dial gauge has to be 'Zero'-calibrated ("12 o'clock").
2
Driven shaft Raise / press down the driven shaft as far as the radial play will allow. Read
Engine installation
the dial gauge and enter the measured value using the correct sign in the
column for radial play (Tabelle 7).
If the driven shaft is very long, there must be compensation for the deflexion
due to its own weight.
To do this, raise the end of the shaft within the bearing play with a spring scale.
This displays the weight of the flange and the half-free shaft section. Using this
weight, the deflexion can be calculated.
Outgoing shaft The same applies to the outgoing shaft if it is very long or shows signs of play.
Again, the dial gauge has to be 'Zero'-calibrated ("12 o'clock").
Insert a fixing screw in both flanges, but do not tighten.
Fig. 8: Measuring the centricity
12/01 2-5
Twist both shafts simultaneously, read the dial gauge every 90° during a full
rotation, and enter the measured values with correct sign in table 7.
Measuring point Measured value

position (make sure to use the correct sign!)
2 + = toward the inside, – = toward the outside
+ = raise, – = press (*)
Engine installation
12 o’clock mm ±0
3 o’clock mm
6 o’clock mm
9 o’clock mm
radial play (*) mm

Tab. 7: Measuring the angular deviations
Using these values, the parallel displacement of the shafts can be calculated.
Vertical alignment
Measured value (± 6 o’clock) + measured value (± radial play)

t=
2
Formular3: Vertical alignment, parallel displacement
Horizontal alignment
Measured value (± 3 o’clock) + measured

t=
2
Formular4: Horizontal alignment, parallel displacement
2-6 12/01
Angularity between the shafts' lateral axes can also be examined when using
a feeler gauge (1) for repeated measurement of the distance between flange
faces on the outer edges of their entire circumferences.
For measurement the engine must be rigidly fastened on its foundation.
Subsequent to the measurement, tighten the engine fastening screws - except
flange screws – at the described torque, then implement final examination. 2
Engine installation
1
Fig. 9: Checking the flange parallelism
Flange-less shafts To check the alignment of flange-less shaft ends, measurements must be
made with the dial gauge tip at two positions which are spaced at least
200 mm from each other in the axial direction.
Turn the shafts simultaneously and read the dial gauge display (Fig. 10).
Fig. 10: Measuring with free shaft ends
Permissible deviations The deviation may be a maximum of 0.1 mm according to figures 8 (page 2 -
5) and 9 (page 2 - 7).
The requirements regarding alignment accuracy can vary from installation to
installation. A high degree of accuracy is always to be sought, thus the
permissible deviation as shown above does not always apply to all installation
cases.
12/01 2-7
2.2 Elastic bedding

As a rule, a correctly designed elastic bedding is preferred over other types of
beddings. An elastic bedding is optimized if the oscillation system, deriving
2 from the resonant frequency of the engine mass (engine including

attachments such as coupling, drive, etc.) and the elasticity of the bedding, is
at least 40 % less than the lowest excitation frequency of the engine.
Engine installation
Elastic elements A low resonant frequency requires soft, elastic elements. These have the
disadvantage of strong movements under the influence of external forces, that
can occur e. g. in tilted positions or during impacts.
Foundations The requirement for perfect designs of elastic beddings are foundations
whose stiffness must be significantly larger than that of the elastic elements.
Otherwise, the foundation functions as an additional spring. The elements
must be arranged so that they can be deflected under the influence of forces
appearing during operation (e. g., engine weight, torque support).
NOTE:
Sufficient free-floating between engine, foundation, base frame, etc., has
to be taken into consideration (20 mm minimum).
Elastic beddings co-ordinated with our engines are included in the scope of
delivery for individual engines. They are designed to save space and be
stressed by thrusts up to a certain degree.
We recommend the use of the elastic beddings offered in the scope of
delivery.
To compensate for the vibrations occurring in elastically bedded engines, all
pipelines leading to the engine must be elastically formed. Stiff connections
worsen the elastic bedding by increasing the resonant frequency and create
structure-born noise bridges to the connected structures.
2-8 12/01
Engine installation
12/01 2-9
2
Engine installation
2 - 10 12/01
Engine installation
View Y
on adjoining housing
View X
on engine front
12/01 2 - 11
2
Engine installation
Force (N)
Spring deflection (mm) SIM 300 B
Fig. 17: For spring deflection see ill.18
Maximum load
Hardn.
Engine Mass Bedding type on an element Remark
[Sh]
[kg]
BF4 M1013 SIM 300 Hardness
580...620 40 220
(without drive) A
700...800 40 220
(with drive) A
750...820 50 300
(without drive) R
950...1050 50 300
(with drive) R
1050...1250 60 460
(without drive) B
1300...1550 60 460
(with drive) B
1360...1450 60 460
(without drive) B
BF8 M1015 Individual
(with drive) SIM 300 Hardness examination
1700...1800 60 460
B required
Tab. 8: Bedding allocation for elastic engine bedding (Marine)
2 - 12 12/01
Engine installation
Fig. 18: Engine bedding for eleastic motor supports 1013 and 1015
NOTE:
When adding couplings, drives, converters, or hydraulic pumps to the
engine the dimensioning of the elestic bedding must be taken into
consideration.
12/01 2 - 13
Evenness of When arranging the bearing elements, a uniform load must be observed,
bearing loads achievable by:
• appropriate force distribution on the bearing elements,
• changes to the spacing in the bearing arrangement, or
• appropriate change in the number of bearings.
2
If the centre of gravity of the engine and the drive, as well as their resonant
Engine installation
frequency is known, the bearing forces can be determined as follows:
Fig. 19: Centre of gravity positions

SM Engine centre of gravity
SG Drive centre of gravity
GM Engine weight [N]
GG Drive weight [N]
A Bearing load at A [N]
B Bearing load at B [N]
I1 Distance[m]
I2 Distance [m]
I3 Distance [m]
2 - 14 12/01
Bearing load
[GM x (l3 – l1)] – [GG x (l2 – l3)]

A [N] =
l3
2
Formular5: Bearing load at point A
Engine installation
[GM x l1] + [GG x l2]
B [N] =
l3
Formular6: Bearing load at point B
The positions of the overall centre of gravity (engine and drive weight) in
relation to the drive centre of gravity, can be expressed in the equation:
l2 – l1
x [m] =
GG
1+
GM
Formular7: Overall centre of gravity / Drive centre of gravity
For optimized eleastic engine bedding it is necessary to position the individual

elements so that their load is as similar as possible.
For drives joined to an SAE housing the flywheel side should therefore be
supported on the drive. For this purpose the drive should be provided with
suitable floor supports.
Engine type Support type Shore hardness Maximum

permitted bearing
load
BF4M1013M/C SIM 300 A 40° Sh 220 kg
BF6M1013M/C/P SIM 300 R 50° Sh 300 kg
BF6/8M1015M/C SIM 300 B 60° Sh 460 kg
Remark: The elastice bedding elements as furnished by Deutz are dimensioned for
transmission of the propeller thrust.
12/01 2 - 15
2
Engine installation
2 - 16 12/01
3 Power take-off
NOTE:
All revolving parts of the motor, as well as driven revolving parts on the
flywheel side, on the front side and/or on attched drives have to be
shielded by suitable touch-protective covers!
3
Power take-off
3.1 Torsional vibration calculation
Due to the gas and inertia forces of the motor, and the often irregular torque
absorption of the drive, the entire drive system can induce torsional vibrations.
A torsional vibration calculation for the complete drive train (flywheel side and
– if available – front side output) is absolutely necessary:
• For drives with elastic coupling, this calculation is normally done by the
coupling manufacturer/ supplier.
DEUTZ AG should be notified of the results of these calculations, together
with the filled-out installation checklist (Chap. 15.1).
• The torsional vibration calculation for torsionally stiff drives can be carried
out by DEUTZ AG.
For this purpose the installation checklist (Chap. 15.1) shown in the
appendix has to be filled-out, and the order placed, and mailed to DEUTZ
AG.
12/01 3-1
1013
3
Power take-off
Fig. 20: Elastic systems BF 4 M 1013 M / C
Firing angle BF 4 M 1013 /E/C/EC

Cyl. Angle
1 0.
2 540.
3 180.
4 360.
Cylinder 1: Flywheel side
front attachments:
Jx: Combination of belt pulleys:
= 0.031 kgm2
+ 0.008 kgm2
Flywheel:
Js : Flywheel:
BS Js [kgm2]
0029 9049 0.906
0029 9050 1.2
0029 9051 2.612
0029 9052 1.619
Motor data and crank shaft data:

KW: 0420 4044 UA 0131- 05 (4 cyl.)
KW: 0420 4000 UA 0131- 05 (6 cyl.)
Dia = 108 mm, s = 130 mm, Vh = 1191 10-6 m3
λ = 0.3095,mosz = 2.769 kg
le (m) = elast. length at GIp = 109 Nm2; c (Nm/wheel) = 109 /le = torsion
stiffness; J (kgm2) = Mass moment of inertia
3-2 12/01
Power take-off
Fig. 21: Elastic systems BF 6 M 1013 M / C / P
front attachments:
Jx : Combination of belt pulleys = 0.031 + 0.008 kgm²
Firing angle BF 6 M 1013 M/C/P

Cyl. Angle
1 0.
2 480.
3 240.
4 600.
5 120.
6 360.
front attachments:
Jx: Combination of belt pulleys:
= 0.031 kgm2
+ 0.008 kgm2
Flywheel:
Js : Flywheel:
BS Js [kgm2]
0029 9049 0.906
0029 9050 1.2
0029 9051 2.612
0029 9052 1.619
Motor data and crank shaft data:

KW: 0420 4044 UA 0131- 05 (4 cyl.)
KW: 0420 4000 UA 0131- 05 (6 cyl.)
Dia = 108 mm, s = 130 mm, Vh = 1191 10-6 m3
λ = 0.3095,mosz = 2.769 kg
le (m) = elast. length at GIp = 109 Nm2; c (Nm/wheel) = 109 /le = torsion
stiffness; J (kgm2) = Mass moment of inertia
12/01 3-3
1015
3
Power take-off
Fig. 22: BF 6 M 1015 M / MC

Rotation masses of the motor (without flywheel) with V-TSD
View of flywheel side
Fig. 23: elastic system Σ J = 0.873 kgm² ( Without JZm )
Cylinder Angle ( ° ) Cylinder Angle ( ° )

A3 240 B3 120
A2 480 B2 360
A1 0 B1 600
Tab. 9: Firing angle BF6M1015 M / MC
3-4 12/01
Vhl = Stroke volume of one cyl. = 0.001984m³

s = Stroke = 0.145m
mosc = osc. Mass per cyl. = 5.160000 kg
λ = Piston rod ratio = 0.2767
c = Torsion stiffness (Nm/wheel)
J = Mass moment of inertia (kgm²)
b, a = Damping (Nms)
Vr
V-TSD
= Resonance amplification factor
= Viscosity damper
3
JZm = Supplementary mass, e.g. Belt pulley
Power take-off
Flywheel BS: 2201 9041:Js = 2.264 kgm²
BS: 2201 9042:Js = 2.255 kgm²
Belt pulley BS: 2201 9144, 9145: JZm = 0.0599 kgm²

BS: 2201 9135, 9141: JZm = 0.0112 kgm²
Fig. 24: BF 8 M 1015 MC

Rotation masses of the motor (without flywheel) with V-TSD
View of flywheel side
12/01 3-5
3
Power take-off
Fig. 25: elastic system Σ J = 0.984 kgm² ( Without JZm )
Cylinder Angle ( ° ) Cylinder Angle ( ° )

A4 180 B4 90
A3 450 B3 360
A2 630 B2 540
A1 0 B1 270
Tab. 10: Firing angle BF8M1015 MC
Vhl = Stroke volume of one cyl. = 0.001984m³

s = Stroke = 0.145m
mosc = osc. Mass per cyl. = 5.230000 kg
λ = Piston rod ratio = 0.2767
c = Torsion stiffness (Nm/wheel)
J = Mass moment of inertia (kgm²)
b, a = Damping (Nms)
Vr = Resonance amplification factor
V-TSD = Viscosity damper
JZm = Supplementary mass, e.g. Belt pulley
Flywheel BS: 2201 9041:Js = 2.264 kgm²

BS: 2201 9042:Js = 2.255 kgm²
Belt pulley BS: 2201 9144, 9145: JZm = 0.0599 kgm²

BS: 2201 9135, 9141: JZm = 0.0112 kgm²
3-6 12/01
NOTE:
The torsional vibration calculation performed by DEUTZ AG
is executed in accordance with the rules of vibration technique
corresponding to the latest state of the art.
The technical data for those system parts that are not produced by
DEUTZ AG are taken from the supporting documents of the
manufacturer.
Whereas the invoice is binding for DEUTZ products and for the scope of 3
delivery of DEUTZ AG, DEUTZ AG can make no guarantee for the
durability of external parts.
Power take-off
It is therefore necessary that every component supplier for this system
responsibly checks the torsional vibration calculation. He must confirm
the acceptability of the occurring loads for the component he supplies
to the system’s general contractor!
12/01 3-7
3.2 Coupling
The coupling designs for the power transmission of the motor to the drive
element, e.g., generator or gearbox, are principally determined by the drive
element. It is dependent on
• The arrangement (flange arrangement or free-standing),
• The design of the drive element, for example, single or double bearing
generators,
3 • The bedding of the motor and the drive element on the foundation,
• The design of the foundation,
• And the torsional vibration technical requirements.
Power take-off
If a larger centre displacement must be bridged, a universal shaft is necessary

in addition to an elastic coupling.
As couplings must be provided for most uses, this will not be gone into here
because of their diversity.
3.3 Power take-off, flywheel side
3.3.1 Attachments to the engine
Flywheel centring Adapter box

Engine type Kit I [kgm²] SAE Construction
length [mm]
BF4/6M1013M/C 9049 10” + 11½” 0.906 3 122
9051 10” + 11½” 2.612 2 143
9050 11½” 1.2 2 122
9052 14” 1.619 1 143
BF6/8M1015M/C 9042 11½” 2.255 1 143
9041 14” 2.264 1 143
Tab. 11: Power take-off, flywheel side
3-8 12/01
3.3.2 Mounting the gearbox to the engine

Attachments can be suspended freely on the engine, if the following limit
values for the bending moment in the flywheel housing are not exceeded:
Power take-off
engine gearbox
Fig. 26: Flywheels and SAE housing
F Weight of drive [N]

X Distance [m]
M Bending moment [Nm]
M [Nm] = F × X
Formula 8: Maximum permitted bending moment
Engine series The maximum permitted bending moment M in [Nm] on the

SAE housing
BF4/6M1013M/C 800
BF6/8M1015M/C 1300
Tab. 12: Maximum permitted bending moment
When exceeding the previously mentioned bending moment, the bedding is

not to be performed on the flywheel housing, but on the gearbox housing.
It is better to attach a subframe (support) between the flywheel housing and
the gearbox housing to which the bedding will be built onto.
When installing the engine or engine gearbox connection to the attached
bedding elements, it must be ensured that the sub-floor is plane-parallel and
even. (ref. to chapter 2.2!)
12/01 3-9
21,8
75,5
122
88
15
45
8
30
Schnitt . A-A
Section
M10;13 tief/deep
3 428,
J6
6
72
333,4
Power take-off
295,3
H7
H7
H7
382
276
409,58
314,4
352,4
C6
M10;17,5 tief/deep
240 240
67,8
82,3
44,5

49,5
82,3
122
15 22,5
8
30 M10;13 tief/deep
Schnitt . A-A
Section
45
428
,6
333,4
H7
H7
135
308
270
354
388
409,58
352,4
C6
M10;19 tief/deep
240 240
71,5
90,2
37,5
3 - 10 12/01
111,2
88,8
37,5
67,5
143
15 22,5
12 Schnitt .
30 M10;13 tief/deep C-C
Section
45
3
215
Power take-off
333,4
H7
H7
H7
440
412
135
320
360
276
314,4
447,7
352,4
X
295,3
165
120
120
C6
M16
M20
M10;19 tief/deep
161
103,3
120
240 240
M10;13 tief/deep
143
127
15
45 Schnitt .
8 D-D
Section
30
M12;17 tief/deep
438
,2
530,2
H7
466,7 H7
80 J6
410
511,175
480
C6
81
117,6
272
54
272
12/01 3 - 11
143
280 280
123
42
51
73
438,2 530,2
M12;23tief M10;20tief
deep deep
280
3
142
Power take-off
M8;11.5tief 88
466,7 H7
511,18
deep
410
125
165
395
52
288
222.0000
81
117,6
95,1
127
6,5
52
59
27,5
Fig. 31: Engine 1015, Flywheel set 9041 123

51
73
M10;20tief 530,2 A-A

deep
555
M10;15tief 333,4
deep
511,2
352,4
125
165
315
M8;11tief 142
deep
81
143
103,3
109,5
6,5
52
42
3 - 12 12/01
3.3.3 Installing universal shafts

When installing universal shafts, the installation instructions from the universal
shaft must be observed. Either both joints of the universal shaft must be on
one level, or the bending angle of the joints must be the same.
Power take-off
Fig. 33: Z-bending
Fig. 34: W-bending
12/01 3 - 13
3.3.4 Radial power take-off
3.3.4.1 Engine 1013
Axial thrust FA :
continuous 3600 N
3 short-term 6000N
Power take-off
Drive side Free side
Vibration
damper
Fig. 35: Radial power take-off on the coupling side (Free side)
Bending moment (Nm) BF 4M 1013 M/C BF 6M 1013 M/C/P

Free side: Bending moment MB act. MB2 = F2 x L2* MB2 = F2 x L2*
(Nm)
Bending moment MB perm. see ill. 37 see ill. 37
(Nm)
When exceeding permitted bending moments radial power take-off is

permitted only with external bracing bearings.
3 - 14 12/01
S = Belt section power (N) from V-belt calculation
F 1 or F 2, resp. = 2 S sin ϕ / 2 (Ν)
Power take-off
Fig. 36: * Calculation of power "F1 or F2, resp.," for V-belt drive:
Mass moment of inertia I (kgm²) : For max. perm. values ref. to table 14
Mass moment of inertia (kgmm) : Mm = Mm Table + Mm additional

MmTable : see table 15
Max. permitted value: Mm = 3500 kgmm
Lateral force (N) : F

Max. permitted value: F = 6000 N
12/01 3 - 15
Maximum permitted transverse force = 6000 N
3
Power take-off
Direction angle
Fig. 37: Permitted supplementary bending moment (Radial power take-off, opposite
coupling side) engine: BF 4/6 M 1013M/MC/MCP
----- Mb_5 (BFM 1013MC/MCP

___ Mb_6(BFM 1013M)
Crank shaft drawings: 0420 9225 UA/0420 9230 UA
Angle counting takes place viewing the side of the "Radial power take-off" from
the Z axis in clockwise rotational direction. The Z axis points in cylinder
alignment, and is firmly connected with the engine. Reference level of the
bending moment: Center of crankshaft bearing
If the engine is installed in tilted position, e.g.. with integrated cooling, then this
is without influencing direction angle α , as angle counting begins at the tilted
Z axis.
3 - 16 12/01
3.3.4.2 Engine 1015
Drive side Free side
Power take-off
SD
Fig. 38: Spacing, type 1015
FA Axial thrust
continuous: 5000 N
short-term: 7500 N
F1 Radial force, drive side
F2 Radial force, free side
SD Vibration damper
Spacing [mm] BF6M1015 BF8M1015

X2 93.5 93.5
L3 595.4 759.5
L1 X1 + X2
X3 L2 + L3
Tab. 13: Spacing
12/01 3 - 17
Calculation of F1 and F2 for V-belt drive
3 L1 or L2
Power take-off
Fig. 39: Composition of forces
F1 (F2) [N] = S × sin ϕ
Formula 9: Force calculation
S Strand force [N] from the V-belt calculation
M [Nm] = F1 × L1
Formula 10: Bending moment, drive side
M [Nm] = F2 × L2
Formula 11: Bending moment, free side
NOTE:
Permitted bending moments are to be taken from fig. 40.
When exceeding the permitted bending moments, the radial power take-
off is only permitted with a flange-mounted outboard bearing
3 - 18 12/01
Drive side
bending moment [Nm]
Power take-off
angle of rotation α [grad]
Fig. 40: Bending moment BF6M1015M/C, Drive side
Permitted mass (e.g., flywheel

and V-belt pulley): < 125 kg
Permitted moment of inertia: < 25 kgm
12/01 3 - 19
Angular counting is achieved from the view of the radial power take-off, from
the Z axis in a clockwise direction (direction of rotation).
Permitted bending moment on connection housing: M = 1300 Nm.
Reference level of the bending moment: centre of the crankshaft bearing.
3
Power take-off
Fig. 41: Angle counting drive side/flywheel side
3 - 20 12/01
Free side
bending moment [Nm]
Power take-off
12/01 3 - 21
bending moment [Nm]
3
Power take-off
3 - 22 12/01
Angular counting is achieved from the view of the radial power take-off, from
the Z axis in a clockwise direction (direction of rotation).
Permitted bending moment on the adapter box: M = 1300 Nm.
Reference level of the bending moment: centre of the crankshaft bearing.
Power take-off
Fig. 44: Angle counting free side/front
12/01 3 - 23
3.4 Front power take-off (Front PTO)
3.4.1 Axial power take-off

The series 1013/1015 can have axial power take-off on the side opposite the
3 flywheel side.
An elastic coupling must be provided. The coupling section with the lower
moment of inertia must be on the engine side. This drive must be examined by
a torsional vibration calculation, same as the examination of the main drive on
Power take-off
the flywheel side. With elastic engine beddings it must be noted that the
excursion of the engine is smaller than the permitted radial displacement of the
elastic coupling.
1013
9 × hexagon head bolts
DIN 933 M10×70 10.9
Tightening torque 60 Nm
3 - 24 12/01
Maximum permitted
Mass moment of inertia (kgm²)
of the rigidly coupled supplementary parts
on the front side of the crankshaft
Power take-off at crankshaft front side (except vibration dampers and single-
groove V-belt pulley dw = 168 mm for
driving water pump and
fuel pump, J = 0.01kgm²)
Take-off
at nominal RPM 3
Engine Vibration damper V-belt pulley Set No. 0029... torque 1500 1800 1900 2100 2300
Power take-off
T (Nm)
BF4M1013 M 0419 8492 EB 0420 9701KZ 9168, 9169 ≤ 464 0.789 0.489 0.389 0.269 0.219
BF4M1013 MC 0419 8492 EB 0420 9701KZ 9168, 9169 ≤ 573 0.739 0.399 0.284 0.162 0.149
BF6M1013 M
(short engine 0420 9098 EB 0420 9701KZ 9164, 9167, 9185 ≤ 697 0.409 0.309 0.274 0.226 0.189
J=0.038 kgm²)
BF6M1013 MC ≤ 847 0.259 0.199 0.179 0.132 0.089
0420 9098 EB 0420 9701KZ 9164, 9167, 9185
(short engine) ≤ 423 0.409 0.329 0.304 0.252 0.209
BF6M1013 MCP ≤ 946 0.139 0.099 0.084 unzul. unzul.
0420 9098 EB 0420 9701KZ 9164, 9167, 9185
(short engine) ≤ 473 0.309 0.239 0.214 0.155 0.079
Tab. 14: Front power take-off BF 4/6 M 1013 M/C/P for 4-screws fastening (also
valid for 6-screws fastening)
Explanation:
Base for the mass moments of inertia listed above is an engine with single-
groove V-belt (0425 1235 EB 0130-05, dw = 161 mm, J = 0.01 kgm²) for driving
water pump and fuel pump, and vibration damper, if applicable.
If the engine carries a larger V-belt pulley (e.g. 0419 8323 EA 0130-05, 2-
grooved, dw = 220/161 mm, J= 0.019 kgm²), the difference 0.019 -
0.01 = 0.009 kgm² is counted in the "Supplementary parts". In this sense this
is valid also if additional belt pulleys are factory-installed, e.g. for a ventilator
drive or for integrated engine cooling. In combination with possibly further
connection parts the total of all mass moments of inertia must not exceed the
value listed above. The standard values listed above have been established
based on large flywheel-side revolving masses. Possible deviations depend
on examinations of marginal conditions of the concrete application case.
Vibration MmTable
Engine V-belt pulley Set No. 0029....
damper kgmm
BF4M1013 M 0419 8492 EB 0420 9701 KZ 9168, 9169 1360
BF4M1013 MC 0419 8492 EB 0420 9701 KZ 9168, 9169 1360
BF6M1013 M 9164, 9167,
(short engine 0420 9098 EB 0420 9701 KZ 9185 2520
J=0.038 kgm²
BF6M1013 MC 9164, 9167,
0420 9098 EB 0420 9701 KZ 2520
(short engine) 9185
BF6M1013 MCP 9164, 9167,
0420 9098 EB 0420 9701 KZ 2520
(short engine 9185
Tab. 15: Mass moment of the individual attachments of radial power take-off (kgmm)
12/01 3 - 25
1015
3
Power take-off
3 - 26 12/01
3.4.2 Permitted rotational dimensions

BF6M BF8M
Engine side connected parts 1015 1015 M / MC
at a maximum permitted moment of inertia
of the flywheel and primary coupling component on the flywheel side
≤ 3.5 kgm² ≤ 3.0 kgm²
Power take-
off on the
crankshaft
Torsional vibration damper
Rubber
damper 3
without turbulence plate with turbulence plates
on the free
Power take-off
engine side Engine speed [rpm]
M max = 440 kW at ≤
2250 Nm ≤ 2100 ≤ 1900 ≤ 2000 ≤ 2100 ≤ 1900 ≤ 2000 ≤ 2100 2100
permitted mass moment of inertia I perm. [kgm²]
0.500 0.260 0.160 0.060 0.300 0.200 0.120 0.250
Output Available moment of inertia I [kgm²]
Generator
flange for system-side output parts on the “free engine side” *)
without 0.490 0.250 0.150 0.050 0.290 0.190 0.110
without
with 0.440 0.200 0.100 0.000 0.240 0.140 0.060
55/80 A without 0.450 0.210 0.110 0.010 0.250 0.150 0.070 0.200
24 V with 0.390 0.150 0.050 0.190 0.090 0.010
without 0.330 0.090 with Contact 0.130 0.030
120/140 A (with 4- Selectable turbu- the Contact the
grooved with lence head head office
special pulley) office
24 V 55/80 A plates
with ** 0.080
Tab. 16: Permitted rotating masses BFM 1015 M
*) system-side output parts are, e.g.,

– primary parts of elastic couplings
– V-belt pulleys
– universal shafts
– shaft pivots
**) only with flange 0422 3218 EB ....
12/01 3 - 27
3.5 Secondary outputs on the engine

On DEUTZ Diesel engines, there are additional power take-off possibilities for
air compressors, hydraulic pumps, and water pumps to the secondary drives
of the engine.
3 3.5.1 Secondary output possibilities

Power take-off
3.5.1.1 Engine 1013
Fig. 47: Secondary outputs 1013
3 - 28 12/01
Secondary output
Parameters […] A B C
Gear ratio 1:1.116 1:1.297 1:1.297
nSec. output = 1.116 x nEngine
Direction of rotation left left right
Max. power loss
Mdmax
kW
Nm
50
187
20
64.5
20
64.5
3
Max. power loss B + C kW 20
Power take-off
Mdmax Nm 64.5
Bosch flange and spline shaft kW 30
DIN 5482-B17×14 (without B +
C)
SAE B - 13 T 16/32 DP kW 50
SAE A - 9 T 16/32 DP (ohne B + C)
Bosch flange and cone kW 20
(ohne B + C)
Maximum transmitted power kW 50
A+B+C Nm 187
Tab. 17: kW ratings based on nengine= 2300 min-1!
12/01 3 - 29
Remark 1. Maximum power take-off only applies to the individual output.

If the other outputs are affected, then the following applies:
A + B + C = 50 kW max, Mdmax = 187 Nm.
2. Direction of rotation is defined as viewed facing the shaft end of the pump.
3. The specified power is applicable at an engine speed of n = 2300 rpm.
4. Transmission represents "Crankshaft : Secondary output".
The connecting flange for the secondary drive corresponds to the following
designs:
3 Secondary output A a) 2 hole flange, SAE-A/shaft 9T-16/32 DP (for 30 kW)
b) 2 hole flange SAE-B/shaft 13T-16/32DP as per SAE J 733c (for 50 kW)
c) Bosch screwed-through design KHD, fit 50Ø, external spline as per DIN
Power take-off
5482 B 17x4 (for 30 kW)

All positions a, b, c with front bearings
d) Bosch screwed-through design DEUTZ, fit 50Ø, taper 1:5 with
adapter (max. 20 kW)
Mounting the compressors as usual on the secondary output A, 300 ccm
compressor, also with through drive for the steering booster pump.
Secondary output B Bosch screwed-through design DEUTZ, fit 50Ø, taper 1:5.
Secondary output C Bosch screwed-through design DEUTZ, fit 50Ø, taper 1:5.
NOTE:
An untreated water pump, or a pump for the second cooling circulation,
is attached on secondary output "B".
3 - 30 12/01
3.5.1.2 Engine 1015
Power take-off
Fig. 48: Secondary outputs A and B
max . 2250 Nm
Fig. 49: Secondary output D
Secondary output
Parameters […] A B D
Direction of rotation right right right
Max. power take-off Nm 240 240 120
å A + B max 400 Nm
n Secondary output 1.24 x n Engine 1.24 x n Engine 1.21 x n Engine
Tab. 18: Secondary outputs 1015
12/01 3 - 31
Secondary output A SAE B-B, either 13 teeth (flange SAE-B), or

and B: 15 teeth (flange SAE-C).
Secondary output D: Ultra-Pumps (taper 1:8) IPX/ISX, or for Bosch hydraulic pumps
HY/ZFS AA/4…22.5L212/1 and HY/ZFFS 11/5.5…22.5 + 16L218/1.
NOTE:
3 The untreated water pump is attached on secondary output "D".
Power take-off
9550 × P
M [Nm] =
n
Formula 12: Engine torque
M Engine torque [Nm]

P Engine performance [kW]
n RPM [1/min]
3 - 32 12/01
3.5.2 Air compressor

On engines without untreated water pump, or without second cooling water
pump, the drive of engine-attached air compressors for the supply of
compressed air-operated devices, takes place via gear train on the flywheel
drive of the engine.
Technical data • 300 ccm coolant cooled
• Max. speed: 3000 rpm
• Operating pressure: 10 bar 3
Power take-off
3.5.2.1 Line connections
All lines connected to the compressor have to be mounted free of stress and
strain, and must be internally clean (free of foreign matter, rust, oxydation,
etc.).
Intake conduit (1) The intake air for the air compressor is always to be taken from the combustion
air line between the combustion air filter and exhaust turbocharger, before the
return line of the crank housing venting.
The intake air line is routed as a corrugated hose on the engine side.
Pressure conduit (2) The pressure line on the cylinder head of the air compressor should be
connected by the customer using a straight screwed pipe as per DIN with a
metallic sealing ring. The first part of the pressure line should be routed as
straight as possible or at least without sharp bends. Otherwise coke deposits
can form in the bends.
Incorrect Correct
90° bend straight connection
Fig. 50: Connecting the pressure line
12/01 3 - 33
Vibrations To isolate vibrations of the air compressor from the downstream compressed
air systems, and to avoid damage to the connections as well as a pipe break,
a section of the pressure lines is to be designed elastically using a pressure
hose.
This elastic joint should not be installed directly to the air compressor for
reasons of temperature. Instead, it should be installed before the pressure
regulator or dryer due to better temperature characteristics (cooler). The
pipeline itself must be routed stress-free and supported on the engine. It must
3 be ensured by appropriate line routing that condensed water does not flow to
the compressor or remain in the line.
Back pressure In order to comply with the maximum permissible back pressure, a design is
Power take-off
required according to regulations for the pressure line between the air
compressor and pressure regulator or dryer. Valid are standard values for air
compressors at a line length of 1.5 to 2 m (max perm 4 m):
• interior width, min. 15 mm (pipe 18 x 1.5 mm).
If necessary, the pressure line can be formed into a pipe coil.
Continuous The maximum permitted continuous temperature of the air flow in the
temperature pressure joints of the compressor are 220 °C, which may only be exceeded for
a short period of time during the filling phase (measuring position arrangement
according to the regulations of the manufacturer or contacting the head office,
installation service) The pressure joint temperature is strongly influenced by
back pressure, environmental temperature, and running time.
Running time Maximum permitted ON duration of the air compressor (ED) is 30 % to
max. 50 %, i. e., it should operate against pressure only 50 % of the total
operation time.
Coolant line These lines are routed to the engine.
Compressed oil line These lines are routed to the engine.
Control line The line controling the air compressor with energy savings system (ESS) has
to be installed by the customer between compressor cylinder head and
pressure regulator, or air dryer (connector 4), in continuous descending
manner (steel pipe (length max 6 m, NW 4 mm).
If the customer renounces application of ESS, the fitting on the air compressor
has to be plugged with a plug screw M22 x 1.5 mm with bore (Ø 4 mm). This
venting bore facilitates retention of the control piston in its position, and retains
full compressor performance.
3.5.2.2 Pressure regulation
It must be observed when designing a compressed air supply system that the
pressure regulator and its regulation system is matched to the compressor.
The installation regulations of the manufacturer are to be observed.
The maximum permitted back pressure of the compressor differs according
to type, and as a rule is 8 bar. For higher back pressures, it is necessary to
contact the head office.
3 - 34 12/01
3.5.2.3 Volumetric capacity and power consumption
delivery V [l/min]
Power take-off
compressor speed n [1/min]
Fig. 51: Delivery rate, air compressor 300 ccm

power [kW]
compressor speed n [1/min]
Fig. 52: Power consumption, air compressor 300 ccm
12/01 3 - 35
3.5.2.4 Dimension diagram, BFM1013M/C
3 2
Power take-off
Fig. 53: Dimension diagram, BFM1013M/C
1 Air intake
2 Compressed air
3 Control line
4 Steering booster pump (optional)
3 - 36 12/01
3.5.2.5 ZF Steering booster pump
Technical data
Volumetric capacity per revolution ccm 16
Speed
min. 1 rpm 500
max. l 1 rpm 3500
Max. pressure
(pressure limiting valve is not installed in the pump) bar 150
3
Pipeline dimensions
Power take-off
Intake line mm 19 × 22
Pressure line mm 12 × 15
Hydraulic fluid (ATF fluid of ZF lubricants listing TE-ML 09, parts A and B)
Viscosity at 50 °C mm² (cSt) 26
Setting point °C under -35
Max. operating temperature °C 110
Tab. 19: Technical data, ZF steering booster pump
Performance data
limitation 16dm³/min
flow [dm³/min]
pump speed [1/min]
Fig. 54: Performance data, ZF steering booster pump
12/01 3 - 37
3.5.3 Hydraulic pumps

When selecting and operating hydraulic pumps, it must be ensured that the
permissible temperature of the hydraulic oil is not exceeded.
When pressurising a hydraulic steering system, the hydraulic pump (steering
booster pump) must be matched to the oil pressure and oil quantity.
When fully pressurising powerful hydraulic pumps during idling, a permissible
torque loss must be ensured at engine speeds between
3 800 – 1500 rpm.
Power take-off
3.5.3.1 Technical data
Environmental temperature range [°C] -15 to +60

Pump input pressure [bar] 0.7 to 2.0
Hydraulic oil
Viscosity range
permitted (approach) [mm²/s] 12 to 800
permitted (start) up to 2000
recommended 20 to 100
Max. temperature [°C] +80
Tab. 20: Technical data, hydraulic pumps
NOTE:
In general, the performance specifications of the hydraulic pump
manufacturer and the currently valid safety requirements of the overall
system must be followed!
3 - 38 12/01
3.5.3.2 Calculated values
Power take-off
Fig. 55: Calculated values
Secondary output PTO α a dw

A 123°
B 267° 53 101
D 359°
Tab. 21: Secondary output PTO
3.5.3.3 Operating data
duration of load [s]
Fig. 56: Pressure definitions
p1 max. continuous pressure [bar] 180

p2 max. intermittent pressure [bar] 210
p3 max. pressure peaks [bar] 230
min. RPM at ≤ 100 bar [rpm] 500
min. speed at 100…200 bar [rpm] 800
min. speed at 180 bar to p2 [rpm] 1000
max. speed at p1 [rpm] 2000
max. speed at p2 [rpm] 2500
Tab. 22: Pressure definitions
12/01 3 - 39
3.5.3.4 Characteristic curves
3
Power take-off
Fig. 57: Permitted operational pressure in [cm³/k]

Permanent operational pressure [bar]
Secondary outputs B and D
Secondary output A
Volumetric displacement [cm³/U]
Fig. 58: Permanent operational pressure
3 - 40 12/01
Power take-off
pump speed [1/min]
pump speed [1/min]
12/01 3 - 41
3
Power take-off
Fig. 62: 22.5 ccm/revolution
3 - 42 12/01
3.5.4 Untreated water pumps
3.5.4.1 Engine 1013
Power take-off
speed [1/min] 30 kPa

Drehzahl [1/min] 50 kPa
4000 100 kPa
3500
3000
2500
2000
1500
1000
500
0
0 20 40 60 80 100 120 140 160 180
rate of flow [l/min] Durchflussmenge [l/min]
Fig. 64: Performance data untreated water pump F7B nPump = 1.297 x nEngine
12/01 3 - 43
3.5.4.2 Engine 1015
3
Power take-off
50 kPa
100 kPa
150 kPa
200 kPa
speed [1/min] 250 kPa
Drehzahl [1/min]
4000
3500
3000
2500
2000
1500
1000
500
0
0 100 200 300 400 500 600 700
rate of flow [l/min] Durchflussmenge [l/min]
Fig. 66: Performance data untreated water pump F95B nPump = 1.21 x nEngine
3 - 44 12/01
4 Engine room ventilation

The engine room is heated up by convection and radiation of the diesel
engine, the installed working machines, and the pipeline systems.
To avoid impermissible temperatures for the installed machines, this heat
must be dissipated. This can be achieved by ventilation, evacuation of air, or
both together. Air should be supplied as near as possible to the engine. Supply
and exhaust surfaces are to be arranged so that the entire engine room is
flowed through. Even if the engines and working machines are supplied with
cooling air at the required temperature, the engine room must be ventilated.
The temperature of the air surrounding the engine may not be exceed 60 °C
at any position to protect electrical equipment and other materials, such as
rubber parts and elastic couplings. The AC generators mounted on the
4
engines allow a maximum surrounding air temperature of 50 °C. The air
Engine room ventilation

volumes to be supplied to the engine room are based on the following:
1. Combustion air requirement
of the engine, if this is taken from the engine room.
This air is to be supplied to the engine at the temperature the engine is
designed for. At higher temperatures, the engine power must be reduced.
The combustion air quantity is approx. 5 m³/kWh.
2. Air requirement
to dissipate the heat resulting from the convection and radiation of the
engine, the work machines, and the supply equipment (pipelines).
3. Air requirement
for other users, such as compressors, which can, in general, be neglected
due to their intermittent operation.
12/01 4-1
4.1 Calculation of the air requirement for

engine room ventilation
4.1.1 Overall radiated heat

The overall radiated heat QGes derives from the radiation parts explained as
follows:
4
QGes [kJ/h] = QM + QG + QH + ... + Qn
Formula 13: Overall radiated heat
This radiated heat is reduced by that portion that is dissipated by the ship hull
and engine room walls. It is difficult to specify values because different wall
thickness and materials have different heat conductance values.
4.1.2 Radiated engine heat

The engines of series 1013/1015 are equipped with a water cooled exhaust
pipe. The radiation heat portion amounts to appr. 1.5 % of the input power
of the fuel, or appr. 4% of nominal engine power.
The radiated heat is calculated as follows:
QM [KJ/h] = N x be x Hu x 0.015
or, simplified:
QM [KJ/h] = N [kW] x be [g/kWh] x 0.00018
Formula 14: Radiated engine heat
QM Radiated heat of the engine [kJ/h]

N Engine power [kW]
be Specific fuel consumption [kg/kWh]
Hu Lower heat value [kJ/kg] (42 700 kJ/kg)
3600 KJ/h = 1 kW
4-2 12/01
4.1.3 Radiated generator heat

Considerable heat is released into the engine room by power generators, if
cooling air is not routed to the outside through separate exhaust ducts.
The radiated generator heat amounts to:
ηG
QG [KJ/h] = NG x cos ϕ x (1- )x 3600 [s/h]
100 [%]
Formula 15: Radiated generator heat 4

QG Radiated heat of the generator [kJ/h]

NG Generator output [kVA] = kW / cos ϕ
cos ϕ Power factor
ηG Generator efficiency [%]
4.1.4 Radiated heat of the auxiliary equipment

The radiated heat of the pipelines, especially the exhaust lines, sound
absorbers, coolers, and pump units can only be determined at great expense.
According to experience, they are 10 % of the radiated engine heat.
QH = 0.1 x QM
Formula 16: Radiated heat of the auxiliary equipment
QH Radiated heat of the auxiliary equipment [kJ/h]

QM Radiated heat of the engine [kJ/h]
Further sources of The radiated heat of further components such as the hydraulic system, air
radiated heat compressor, etc., must be estimated.
12/01 4-3
4.1.5 Ventilation quantities

The ventilation aggregate MB, required in order to dissipate the overall
radiated heat QGes at a specified temperature increase Dt [°K], can be
calculated by:
QGes
MB [kg/h]=
Dt x Cp
4 Formula 17: Ventilation mass

MB Ventilation mass [kg/h]

QGes Overall radiated heat [kJ/h]
Cp Constant (1.005 for air) [kJ/kg°K]
Dt Specified temperature increase [°K]
NOTE:
A Dt of 15 °K should be aimed for.
This specification is not including the necessary combustion air
requirement.
This requirement must be added to the ventilation quantity.
4-4 12/01
4.2 Installation notes for ventilating the engine

room
In most cases, ventilation is carried out by axial fans. Careful inspection of the
duct cross-section is required due to the limited pressure of these fans.
Recommended values for the air speeds in ducts are 5...10 m/s in intake lines
and approx. 10 m/s in pressure lines.
If the air is not dust-free, the air must be filtered. Because of the high air
throughput, a considerable ratio of dust can be expected in engine rooms.
Fig. 67: Types of engine room ventilation
12/01 4-5
4.2.1 Additional installation notes for using

engines in fast ships
The necessity of observing permitted temperatures for combustion air and the
air for combustion room ventilation was already mentioned.
Salt drag-in It is also necessary that the air is kept free of salt. Salt drag-in in the engine
(especially in the exhaust turbocharger, charging air pipe, and cylinder liner)
must be avoided. Residual salt in the air cannot be avoided. However, any salt
drag-in due to sea water pulled in with the air supply is to be prevented by
constructional measures. It is essential to arrange intake air openings where
water spray is not to be expected, thus on the upper deck. These intake
4 openings are also to be equipped with water traps. Only by doing this can
external corrosion to both the motor and the overall engine room be avoided.
See fig. 67 (page 4 - 5).
Fig. 67 also depicts the supply of combustion air to the engine without prior
heating, i.e. at outside air temperanture. The air distribution in the engine room
is also achieved using this duct. The air entry opening in this duct is protected
against water spray via a water trap.
NOTE:
For fast ships, the ventilation can be improved by the impact pressure
resulting from the travel speed.
4-6 12/01
5 Combustion air system
5.1 General
According to experience, more than 75 % of all cases of premature engine
wear can be traced to the effects of dust.
In order to avoid this, a lot of attention must be dedicated to the filtering of
combustion air. The air filter and clean air lines must be designed carefully.
The following design instructions are to be observed:
1. Only fresh air may be used as combustion air. This must be taken from
dust-free, unheated surroundings.
5
2. Combustion air lines should have a sufficiently large cross-section, so that
Combustion air system

the flow resistance is kept as low as possible.
On the raw air side (combustion air lines up to the filter), high resistance
means high intake vacuum, and if paper air filters are used, the
maintenance interval is shortened. The minimum pressure governor
(maintenance indicator) mounted on the filter-clean air ducts also registers
the raw air line resistance.
Necessary turns in the combustion air lines are to be routed with pipe
bends favourable for flow.
3. The intake line between air filter and engine (the so-called clear air side)
must be reliably leak-proof even after longer operating periods, and be able
to resist mechanical stresses due to engine vibrations and pressure
pulsations as well as the arising temperatures.
4. Selecting the type of filter and the size of the filter is to be done according
to the operating stress (ratio of dust).
Drawings depicting position and connection dimensions are shown in chapter
15.
12/01 5-1
5.2 Intake vacuum

In order to obtain “complete” combustion of the fuel in the diesel engine, the
cylinders are supplied a surplus of air (oxygen).
If the resistance (intake vacuum) on the combustion air side is too great, the
result is “incomplete” combustion due to the insufficient air quantity (oxygen
deficiency). This leads to increased fuel consumption and to intolerable
increase of equipment temperature.
This condition is counteracted by limiting the intake vacuum.
5.2.1 Maximum permitted intake vacuum
5 The total intake sub-pressures for engines listed in the following table are
values (measured at the engine) not to be exceeded. They apply to the entire
intake system (filter including raw and clean air lines).
The intake vacuum specified for filter and lines are recommended values
which can be handled as required, as long as the overall intake vacuum is not
exceeded.
Prior to the If a line is installed prior to the paper air filter (raw air side), the initial resistance
paper air filter of the filter is increased by the amount of line resistance. This results in shorter
maintenance intervals, because the maintenance indicator will be triggered
sooner.
After the If this line is installed after the paper air filter (clean air side), the maintenance
paper air filter indicator records the actual filter resistance on the filter, but not the
downstream line resistance. This must be taken into account when selecting
or arranging the maintenance indicator, if the permitted line resistance cannot
be adhered to.
The resistance of new filter is respectively smaller depending on its service life
requirements.
5-2 12/01
Intake vacuum Permitted intake vacuum with soiled paper air filters.
paper air filter Switch-OFF point of sub-pressure guard devices 50 mbar/500 mmWS,
maximum.
Pressure
[mbar] appr. [mmWS]
Filter 50 500
Line 15 150
Overall intake vacuum 65 650
Tab. 23: Intake vacuum paper air filter Elektro-aggregate engines
Lower initial resistances are recommended with consideration to sufficiently

long maintenance intervals for the filter. The filter is designed according to the
laboratory service life correlated with engine use.
5
12/01 5-3
5.2.2 Measuring the intake vacuum

The measurement must be taken prior to the turbocharger in the intake
manifold or pipe socket.
The vacuum of the intake system is measured most efficiently with a U-tube
filled with water:
5
Fig. 68: Measuring the intake vacuum

The measurement is done at full load and at the rated speed.
The hole must be closed after the measurement.
5.2.3 Monitoring the intake vacuum

The air flow resistance of paper filters increases rapidly with increased soiling
of the filter cartridge. Thus, a maintenance indicator for monitoring the intake
vacuum is prescribed when using paper air filters. It is connected on the clean
air side. The filter manufacturer normally provides a connector for the filter.
Switching points When establishing the switching points, the resistances of the lines and soiled
paper air filter, as well as the arrangement of the filter and the maintenance
indicator in the intake system must be considered.
The switching point is limited to 50 mbar/500 mmWS.
5-4 12/01
5.3 Air filter systems
5.3.1 Dry air filter (paper air filter)

Dry air filters with a built-in separator have a good filtering effect (independent
of engine speed, power, and tilt) and contribute to the long life and low wear
of the engine.
Paper quality The filtration efficiency of the filter system must be, using test dust “AC
coarse“
99.9 %.
5
5.3.2 General instructions

The installation guidelines of the manufacturer and/or the current engine
operating instructions are to be observed when installing and maintaining the
filter.
Filters are to be arranged so that they are always easily accessible for
maintenance work. The maintenance indicator must be easily visible to the
operating personnel.
The combustion air filters supplied by DEUTZ are found in sales material.
NOTE:
DEUTZ can not comply with engine warranty agreements if the used filter
system is not furnished by DEUTZ, and if engine damages are proven to
have resulted from failures of the filter system..
12/01 5-5
5.4 Calculating the air flow rate
5.4.1 Laboratory service life for paper air filters

The laboratory service life is determined by covering a paper air filter with dust
under defined test conditions.
This concerns a time accelerating test which provides comparable values for
various operating conditions for the required practical service life
(approx. 1000 operating hours).
NOTE:
5 The concentration of test dust, as per ISO, is 1000 mg/m³.
Earlier specifications corresponded to SAE, where the dust
concentration was set at 880 mg/m³.
When comparing, it must thus be noted that the laboratory service life
according to SAE are about 14 % higher than those according to ISO.
5.4.2 Required information for air filter dimensioning

Specifications for the • design: oil bath or paper air filter
filter • with/without pre-separator or withdrawal valve
• with/without safety cartridge (for paper air filters)
• permissible intake vacuum of the new filter
• maximum intake vacuum of the soiled filter with/without raw air line.
Engine side • Air quantity “QM“ for filter dimensioning (initial resistance)
specification (See Table 24)
5-6 12/01
Determining the Service life of the filter insert in the field can be calculated by:
operating hours:
Laboratory dust concentration

Service life [h] x laboratory
Practical dust concentration 1000
Formula 18: Service life, filter insert
The laboratory service life can be calculated from the service life curves or
dust absorption curves from the filter manufacturer.
For ship drives and auxiliary ship engines, the amount is Laboratory service
life 2 – 5 h
.
Because engine use can only be seen as a rough estimate for the actually
5
occurring average dust concentration (environment and/or usage conditions

influence the average ratio of dust and/or the air flow rate), dimensioning
deviating from the table could be necessary.
12/01 5-7
Combustion air volume in [m³/h] / [m³/min]

at 25 °C and 100 kPa
Engine type Power and speed in [rpm]
2300 2100 1900 1800 1500
BF4M1013M A 470/7.8 420/7.0 360/6.0 340/5.7 290/4.8
B 500/8.3 450/7.5 400/6.7 370/6.2 300/5.0
Unit – – – 380/6.3 310/5.2
BF4M1013M/C A 560/9.3 510/8.5 480/8.0 400/6.7 340/5.7
B 590/9.8 530/8.8 450/7.5 410/6.8 360/6.0
Unit – – – 430/7.2 400/6.7
BF6M1013M A 760/12.7 680/11.3 600/10.0 560/9.3 430/7.0
B 770/12.8 700/11.7 630/10.5 570/9.5 460/7.7
5 BF6M1013M/C
Unit
A
–
860/14.3
–
780/13.0
–
670/11.2
550/9.2
660/11.0
480/8.0
500/8.3
B 950/15.8 840/14.0 730/12.2 720/12.0 540/9.0
Unit – – – 740/12.3 560/9.3

BF6M1013M/C/P A 920/15.3 820/13.7 700/11.7 720/12.0 520/8.7
B 1020/17.0 950/15.8 840/14.0 780/13.0 620/10.3
Unit – – – – –
BF6M1015M A – 1250/20.8 1200/20.0 1000/16.7 850/14.2
B – 1350/22.5 1230/20.5 1150/19.2 900/15.0
Unit – – – 1150/19.2 900/15.0
BF6M1015M/C A – 1400/23.3 1350/22.5 1150/19.2 900/15.0
B – 1760/29.3 1550/25.8 1300/21.7 1050/17.5
Unit – – – 1410/23.5 1120/18.7
BF8M1015M/C A – 2200/36.7 2000/33.3 1800/30.0 1300/21.7
B – 2800/46.7 2520/42.0 2200/36.7 1550/25.8
Unit – – – 2220/37.0 1630/27.2
Tab. 24: Combustion air quantity
For the engines BF6/8M1015M/C, the air quantity must be distributed to both
intake positions, i. e., it is divided by 2 when designing the individual filter.
5-8 12/01
A - Performances in
[kW]
1500 min -1 1800 min -1 1900 min -1 2100 min -1 2300 min -1
BF4M1013M 63 70 72 76 81
BF4M1013MC 77 86 89 96 102
BF6M1013M 94 105 108 115 123
BF6M1013MC 114 127 130 138 148
BF6M1013MCP 126 141 146 155 166
BF6M1015M 187 203 214 214
BF6M1015MC 228 248 261 261
BF8M1015MC 304 330 348 348
Tab. 25: Performance table to determine A- and B- performance
B - Performances in
[kW]
1500 min -1 1800 min -1 1900 min -1 2100 min -1 2300 min -1 5
BF4M1013M 74 81 83 89 95

BF4M1013MC 91 100 103 110 118
BF6M1013M 111 123 126 134 145
BF6M1013MC 134 149 153 162 174
BF6M1013MCP 142 163 169 182 195
BF6M1015M 210 228 240 240
BF6M1015MC 263 285 300/330 300/330
BF8M1015MC 350 380 400/440 400/440
Tab. 26: Performance table to determine A- and B- performance
12/01 5-9
5.5 Combustion air lines
5.5.1 General
Combustion air lines between filter and engine (“clean air lines”) must be
absolutely leak-proof and the resist mechanical stresses due to engine
vibrations and pressure pulsations.
5.5.2 Pipes
5 •
•
Weldless steel pipes are suitable here.
Only use welded sheet metal pipes when they are welded leak-proof and
are clean on the inside. The inner surfaces must be clean as well as free
of welding beads, slight rust deposits, cinder, etc. (to be achieved by a

pickling process) and must be protected against corrosion.
• Stove pipes, folded, spot-welded, or riveted pipes are absolutely not
permitted.
• Pipe networks are to be examined for their vibration properties according
to general rules for equipment installations, and must be braced as
required.
It is often necessary for elastically bedded engines to rigidly mount the
filtering system on the equipment. An elastic element must be installed in
the combustion air line.
• Plastic line pipes may be used as raw air/combustion air lines. The
permissible environmental temperatures of the plastic pipes must be
observed, as well as light effects and long-time rupture strength.
For the fresh air piping system (pipes between filter and engine) plastic
piping should not be used without prior lab testing in respect to
temperature/pressure proofing and permissible vibration loads.
DEUTZ does not undertake this laboratory testing.
• The pipes must be provided with sealing welts.
NOTE:
DEUTZ can not accept responsibility for the installation of fresh air
piping systems according to applicable rules and regulations.
This responsibility rests with the enterprise charged with the installation
of the engine!
5 - 10 12/01
5.5.3 Corrugated hoses

Corrugated hoses are installed to connect two pipes vibrating against each
other as the result of engine movements.
• The main vibration direction should be as transverse as possible to the
longitudinal axis of the corrugated hose.
• Minimum spacing between the pipes: 150 mm.
• Largest spacing without support or holding device: 500 mm.
• The corrugated hose should be routed straight or only slightly curved,
without pre-stressing.
• The corrugations may not touch each other, as otherwise they will fray
against each other.
• Slight contact between corrugations is permitted in a dust-free environment
for highly elastic corrugated hoses with a resistant Teflon coating.
Please refer to the installation regulations of the hose manufacturer.
Corrugated hoses according to DEUTZ factory standard H 3482, part 1B, are
5
to be recommended.

These are offered in our scopes of delivery. The materials and designs offered
on the market for plastic or rubber corrugated hoses do not, in most cases,
meet the necessary requirements regarding vibration and temperature
resistance.
5.5.3.1 DEUTZ factory standard H 3482, part 1
This standard prescribes:

• Wall construction of two rubber layers with an intermediate textile fabric
layer.
• Layer 1 (inner) rubber, 55 ± 5 shore, lubricant-resistant, temperature
resistant from –35 °C to +110 °C. A wire spiral is embedded in layer 1 for
corrugated hoses. An intermediate textile layer is wound around layer 1.
• Layer 2 (outer) Neoprene, 55 ± 5 shore, lubricant and light crack resistant,
temperature resistant from –35 °C to +110 °C. The end piece of the wire
spiral is not present in the coupling area of the corrugated hose.
• Vacuum strength: –0.2 bar at +110 °C.
5.5.4 Rubber sleeves

Rubber sleeves connect two pipes which do not move against each other and
are in alignment with each other. Rubber sleeves must also comply with
DEUTZ factory standard H 3482; however, without spiral wire. Spacing
between the pipe ends, 5 to 15 mm. The intermediate textile layer is not
required for rubber sleeves with wall thicknesses >5 mm.
12/01 5 - 11
5.5.5 Rubber moulded parts

Rubber moulded parts for transition pieces or elbows used as joining elements
in air intake lines, must correspond to
DEUTZ delivery regulation 0161 0093 US 8039-35.
DEUTZ installation service can be requested as necessary.
5.5.5.1 DEUTZ delivery regulation 0161 0093 US 8039-35
This delivery regulation prescribes:

• Pressure resistance
0.1 bar at +110 °C (if absolutely air-tight)
• Constriction
maximum of 10 % of the outside diameter
5 • Hardn.
55 to 75 shore A
• Coldness characteristics
At -40 °C the rubber moulded part must be able to be pressed together to

half of the inner diameter without cracking or breaking
• Temperature resistance
-40 °C bis +110 °C
Rubber moulded parts are not suitable for accepting the relative motions of the
engine, except when they are specifically designed for this.
Rubber moulded parts for attachments to the turbocharger muff: +130 °C.
5 - 12 12/01
5.5.6 Hose band clamps

Mounting corrugated hoses, rubber sleeves, and rubber moulded parts on the
pipe ends is done using hose band clamps.
Permitted are hose band clamps with clamping jaws for screw-and-nut
according to DEUTZ factory standard H 735, width at least 15 mm.
Factory standard H 735 Die DEUTZ factory standard H 735 describes, among other points:
• Outside hose diameters and hose band clamp inner diameters must match
as the clamping range of these fastening clamps is small.
• The minimum tensile strength for band clamps: 400 N/mm².
• Tightening torques (determined on the rubber sleeves with intermediate
textile layer)
Band width [mm] Tightening torque [Nm]
15
20
4
12 5
25 30

Tab. 27: Tightening torques according to factory standard H 735
Hose band clamps with worm threads are also permitted, if they comply with
DEUTZ factory standard H 3461, width 13 mm.
Factory standard Die DEUTZ factory standard H 3461 describes, among other points:
H 3461 • Minimum tensile strength for band clamps, 400 N/mm²
• Tightening torques of the worm drive
(determined on the rubber sleeves with intermediate textile layer)
Clamp diameter [mm] Tightening torque [Nm]
without with
from to intermediate intermediate
textile layer textile layer
8 18 2 2
18 30 3 3
30 48 4 4
48 78 4 5
78 108 4 5
108 158 4 6
Tab. 28: Tightening torques according to factory standard H 3461
NOTE:
The hose band clamp’s strength allows an increase in the tightening
torques up to 1.5 times the tightening torques specified in the table. The
pre-stress forces obtained by the tightening torques can be influenced
by temperature-dependent setting characteristics of the rubber sleeves
and rubber hoses. In these cases, retightening with the necessary
tightening torques is recommended to ensure a durable, even pre-
stressing.
12/01 5 - 13
Hose band clamps may only be produced from non-rusting steel and must
have a stamped band without holes. Sharp edges on the inner side of the hose
band clamp are not permissible. Lock and band must be made of the same
material with a unified fastener.
The hose band clamps must be matched to the hose diameter. Under no
circumstances may a hose band be used on these positions where it is drawn
together using a split pin.
To ensure that the rubber sleeves or corrugated hoses fit tightly on the ends
of the pipe, the following must be observed:
• For sheet metal pipes, the joining ends must be provided with a sealing
crimp as per DIN 71550 (plug-in length of the rubber section, 35 mm, hose
band clamp position behind the sealing crimp).
• A sealing crimp can be disregarded for cast iron pipes or steel pipes with a
wall thickness larger than 2 mm, if the fit for the rubber sleeve is treated
(cast iron pipe) or is drawn without welds (steel pipe), and the surface
5 quality is Rt = 40.
Of course the joining ends of the pipe must be smooth, round, and free of
burrs. The welding seam for welded sheet metal pipes must be smoothed.
5 - 14 12/01
3
4
7 6
5 5

8 9
Fig. 69: Elbows, sleeves, hose band clamps
1 Sheet metal elbow

2 Corrugated hose
3 Crimp
4 Hose band clamp
5 Sheet metal elbow
6 Rubber sleeve
7 Engine intake pipe
8 Fastening clamps - hose band clamp
9 Worm drive - hose band clamp
12/01 5 - 15
5.5.7 Clean air line ducts

Clean air line ducts through engine covering caps or sound enclosure walls
are to be designed so that the lines can absolutely not be frayed. Take mutual
vibration amplitudes into consideration; if required, widen passage orifices,
and fill gaps between pipe and orifice with foam rubber or suitable gaskets.
5.5.8 Layout of combustion air lines

Turbochargers work internally at high air speeds, so that the connection
diameter cannot be used as the dimension for the line diameter. The engine
power can be used as a reference for the line dimensioning from the close
correlation between degree of charging, engine power, and exhaust gas
5 quantity. After determining the calculated line length (raw and clean air lines),
the minimum diameter of the line to the opening of the turbocharger is
specified.
The calculations are composed of:

1. The measurable line length before and after the air filter up to
the turbocharger.
2. An addition of 1000 mm calculated line length per
90° elbow, if it is favourable to flow, i. e., a round elbow with as large a
radius as possible or an addition of 2000 mm, if it is not favourable to flow.
3. An addition of 500 mm calculated line length per
45° elbow, if it is favourable to flow, or an addition of 1000 mm calculated
line length if it is not favourable to flow.
4. An addition for each piece of corrugated hose of the length of the
corrugated hose (double length of corrugated hose).
5 - 16 12/01
The recommended value for the minimum diameter of the intake lines of turbo-
charged engines can be specified depending on the calculated surrogate
length:
Calculated Factor f [cm²/kW] for determining the necessary minimum
surrogate pipe diameter D for turbo-charged engines
length with and without charger air cooling
[m]
up to 2 0.57
from 2 to 4 0.64
from 4 to 6 0.76
from 6 to 10 0.90
from 10 to 15 1.00
Tab. 29: Minimum diameter of intake line
The resulting minimum pipe diameter D is:

5

D [cm] = 1.13 x fxP
Formula 19: Minimum diameter D
D Minimum pipe diameter [cm]

f Factor [cm²/kW]
P Engine power [kW]
The connection diameter at the transition ducts to the turbocharger (ATL) is

the minimum dimension.
12/01 5 - 17
5
5 - 18 12/01
6 Exhaust gas system
6.1 General
The exhaust gas is lead off in lines in which a exhaust silencer is likely needed
to minimise noise. This creates resistance in the exhaust gas system which
must not exceed the permitted overall resistance listed in the table.
Overall resistance The overall resistance of an exhaust gas system is composed of the pipe line
resistances including elbows, exhaust silencer, and other components.
With multiple engine systems, the exhaust gas systems must not be
combined. They must be individually routed to the outside.
Exhaust gas system

Fig. 70: BF6M1015M/C Position and spacing of exhaust gas lines on engine
For spacing of 90° elbow ref. to appendix
138
12/01 6-1
Fig. 71: BF8M1015MC Position and spacing of exhaust gas lines on engine
6 For spacing of 90° elbow ref. to appendix
Exhaust gas system
196
6-2 12/01
6.2 Permissible resistances in the exhaust gas

system
The resistances listed in the following tables are values which should not be
exceeded. They are measured on the engine at rated power and rated speed.
They apply to the entire exhaust gas system.
Permissible
exhaust gas back
Exhaust silencer only Overall exhaust gas system
pressure (incl. exhaust silencer)
Engine [mbar] [mmWs] [mbar] approx.
[mmWs]
1013 57 570 75 750
1015 57 570 75 750
Fig. 72: Permissible exhaust gas back pressure for ship drive engines
Exhaust silencer only Overall exhaust gas system

(incl. exhaust silencer) 6
Engine [mbar] [mmWs] [mbar] approx.
[mmWs]
Exhaust gas system

1013 20 200 30 300
1015 57 570 75 750
Fig. 73: Permissible exhaust gas back pressure for electric unit engines, drives for
pumps, compressors
The specification for the exhaust gas back pressure of the exhaust silencer are
recommended values and can be handled flexibly as long as the exhaust back
pressure of the overall exhaust system is not exceeded.
12/01 6-3
6.3 Dimensioning exhaust gas lines

The appropriate diameter to use when designing the exhaust gas line is the
largest pipe diameter of the connected pipe expansion at the outlet on the
exhaust gas side of the turbo charger.
Selected pipe diameters are entered in the nomogram at the end of the
chapter (Fig. 79). Increases in diameter between the turbocharger and the line
or to the exhaust silencer are to be bridged with transition sections (cone angle
15°). The transition sections are entered as the line length in the calculation.
The line resistance can be taken from the curve sheet at the end of the
chapter.
From the curves, the specific resistance ∆ps in [mbar/m pipe] can be read for
a specific engine power in [kW] and a specific pipe diameter in [mm].
Furthermore, using the curve sheet the "Additional pipe lengths" for elbows,
with various elbow angularities, can be established for the individual pipe
diameters, i.e. an elbow of certain angularity rm/D is the equivalent of a certain
straight pipe length. For the calculation of conduit resistance these "Additional
pipe lengths" are to be added to the known straight pipe lengths.
6 An example for determining the pipeline resistance is listed after the
nomogram.
Exhaust gas system
The necessary pipe diameter can be determined in a similar manner using the
curves for given line lengths and resistances.
6-4 12/01
Exhaust gas volumes in [m³/h] at full load

and speed in [rpm]
Engine type Power 2300 2100 1900 1800 1500
BF4M1013M A 1170 1120 960 930 775
B 1210 1140 1000 1000 890
Unit – – – 1000 890
BF4M1013M/C A 1300 1230 1130 1100 880
B 1390 1300 1220 1160 900
Unit – – – 1170 950
BF6M1013M A 1840 1660 1500 1420 1140
B 1950 1750 1650 1560 1230
Unit – – – 1560 1350
BF6M1013M/C A 2040 1980 1750 1650 1430
B 2170 2030 1950 1870 1650
Unit – – – 2000 1770
BF6M1013M/C/P A 2290 2220 1960 1840 1570 6
B 2440 2280 2160 2050 1850
Exhaust gas system

Unit – – – – –
BF6M1015M A – 3080 2950 2430 1970
B 3470 3240 2950 2150
Unit – – – 2950 2150
BF6M1015M/C A – 3440 3130 2670 2100
B 4420 3760 3150 2580
Unit – – – 3490 2840
BF8M1015M/C A – 5410 4850 4460 3180
B 7290 5410 4850 3810
Unit – – – 5500 4100
Tab. 30: Exhaust gas volumes
For performance allocation ref. to Combustion air chapter 5.4.2

(Tab. 25: and Tab. 26:)
The ratio of exhaust gas volume to exhaust gas weight can be calculated by:
347,72
Q1 [kg/h] = × Q2
(t + 273)
Formula 20: Exhaust gas volumes
Q1 Exhaust gas weight [kg/h]

Q2 Exhaust gas volume [m³/h]
t Exhaust gas temperature [°C]
12/01 6-5
Max. exhaust gas temperatures in [°C] at full

load
Engine type Power and speed in [rpm]
2300 2100 1900 1800 1500
BF4M1013M A 310 340 350 360 400
B 360 370 380 400 450
Unit – – – 410 460
BF4M1013M/C A 335 345 360 370 410
B 350 360 380 390 450
Unit – – – 400 445
BF6M1013M A 350 360 365 400 450
B 370 380 410 420 480
Unit – – – 430 480
BF6M1013M/C A 340 350 370 390 430
B 360 370 390 410 460
6 BF6M1013M/C/P A
Unit –
380
–
400
–
410
430
420
480
450
B 370 380 400 420 500
Exhaust gas system
Unit – – – 420 470

BF6M1015M A – 390 390 380 380
B 420 430 430 440
Unit – – – 430 440
BF6M1015M/C A – 400 380 380 415
B 450 410 410 440
Unit – – – 425 450
BF8M1015M/C A – 340 350 360 390
B 370 370 390 420
Unit – – – 390 435
Tab. 31: Exhaust gas temperatures

(Tab. 25: and Tab. 26:)
6-6 12/01
6.4 Exhaust gas back pressure measurement

The exhaust gas back pressure is measured most efficiently with a U-tube
filled with water:
• For turbocharged engines after the exhaust turbine only at full load and
rated speed.
• If full load of the engine is not possible, measurement can be made at a
high degree of idling (maximum RPM without load).
• The thus calculated exhaust gas back pressure value has to be multiplied
by a factor a [mm]. The resulting value must not fall below the permissible
full load value:
b = 2.8 for turbo-charged engines without turbo air cooling
b = 3.6 for turbo-charged engines with turbo air cooling
This method enables only a rough estimation of the exhaust gas back
pressure expected at full load operation of the turbocharged engine, operated
at its rated speed.
The measurement is to be taken in a straight section of line, as near as
possible to the engine, and after a compensator or flexible hose with elbows,
however, at least 1 m away from the next elbow. 6
A simple mechanism for measuring the exhaust gas back pressure consists of
Exhaust gas system

a special measuring connector for mounting on the exhaust gas line, a pipe,
and a transparent plastic hose. The hose is connected to the exhaust gas line,
bent, and partially filled with water.
Fig. 74: Measuring the exhaust gas back pressure
When drilling the hole (Ø 2.0 mm) make sure that the inside hole edges are
clean and sharp-edged. Burrs or unevenness can cause considerable
measuring error.
12/01 6-7
Remark Engines whose outputs cannot be uncoupled, must generate considerable

towing power under certain circumstances when operating at high idle or idling
at rated speed. The result is higher values when measuring the exhaust gas
back pressure. These values can cause the limit values to be exceeded when
using the factors previously mentioned. When estimating the actual full load
resistance, it is recommended to measure the exhaust gas temperature in the
pressure measuring position area, and the combustion air temperature prior to
the opening in the intake pipe.
An evaluation whether the measured exhaust gas back pressure is permitted
can be determined by consulting the DEUTZ installation service.
Exhaust gas measuring A hole of 2 to 3 mm is to be provided for measuring the exhaust gas back
position pressure. The burr resulting from drilling is to be removed. The hole interior
must remain sharp-edged.
6
Exhaust gas system
Fig. 75: Hole for measuring the exhaust gas back pressure
ca. 100 mm
Fig. 76: Position for measuring the exhaust gas back pressure
Measuring the Run the warm engine at full load and at the highest speed and simultaneously
back pressure measure the height difference between the two water levels in the hose.
The distance measured indicates the exhaust back pressure in [mmWS].
6-8 12/01
6.5 Elastic exhaust pipe joints

For elastically bedded engines, or for exhaust gas pipes not directly attached
to the engine, an "elastic member" must be inserted into the exhaust gas pipe
next to the engine, in order to compensate for relative motions, spring
excursions in case of shocks, or temperature-related expansions/contractions.
Compensators Corrugated pipes are included in deliveries by DEUTZ AG.
(Corrugated pipes) Corrugated pipes can absorb tensile, pressure, and bending stresses.
The following points are to be considered when mounting corrugated pipes for
elastically bedded engines:
1. It must be remembered when installing corrugated pipes that these are
installed directly after the exhaust gas collection pipe and parallel to the
crankshaft. This prevents the direction of corrugated pipe expansion from
coinciding with the direction of vibrational stress.
2. The installation must be executed under tensile pre-stress, i. e., pre-
stressing the corrugated pipe by approx. 40 % of the expected expansion
for the following straight pipeline section. At the expected exhaust gas
temperatures, steel pipe expands by approx. 5 to 6 mm per meter pipe.
3. The threaded companion flange joint is designed with a loose flange that
can be rotated, so that no installation torsion stresses can occur when
6
aligning the flange-holes master gauge.
Exhaust gas system

4. Limit the stress only to bending.
Corrugated pipes are air-tight.
12/01 6-9
6.6 "Wet" exhaust gas lines (Mixing vessel)

Outlet The outlet for the exhaust gas line must always be positioned above the water
line, even at the largest draught. The line must flow downwards to the outlet.
The outlet must also be deeper than the water inlet in the line, so that no water
can infiltrate the engine.
If the ship side outlet is higher than the exhaust connection on the engine, a
siphon must be provided in the exhaust gas line, so that water cannot infiltrate
the engine during stand still.
Mixing vessel If a mixing vessel is installed as a siphon and exhaust silencer for wet exhaust
gas lines, the suction lift of the gas-water mixture may only be large enough
so that an exhaust gas back pressure of 500 mmWS is not exceeded.
The mixing vessel must absorb the water flowing from the lines during engine
stand still as a minimum.
Double-walled pipe With the engine installed so that its exhaust gas connection is at least 350 mm
above water level, a double-walled pipe with water inlet (mixing vessel) can be
6 installed behind the elastic pipe member on the exhaust side of the engine.
Exhaust gas system
Fig. 77: Water inlet above the water line
This pipe is then connected to the ship side duct using an exhaust gas rubber
hose. Only corrosion-resistant hose band clamps may be used for the rubber
hoses.
6 - 10 12/01
The sea water line can be connected directly to the double-walled exhaust gas
line (mixing vessel). Its diameter must be at least 50 mm.
The double-walled section of the exhaust line must be made of corrosion-
resistant material, but not of copper or a copper alloy.
The exhaust gas line must always be provided with a suspension or supports,
so that the weight does not impinge the compensator or the turbocharger.
NOTE:
Engines provided with sea water-cooled exhaust pipes made of rubber
must be equipped with a warning system, ensuring continuous flow of
sea water as long as the engine runs.
Otherwise there will be imminent danger of exhaust gas line overheating
in case of sea water pump failure, or clogged sea water intake.
Exhaust gas system
12/01 6 - 11
6.7 Water infiltration protection

Rain or condensed water that infiltrates the engine causes corrosion damage,
and in the worst case, water shocks that can lead to distortion of the
connecting rods and to total damage to the engine. For this reason, it is
extremely important to prevent water from entering the exhaust gas line.
1 2
6 Fig. 78: Water infiltration protection

Exhaust gas system
1 Swing valve
2 Slanted opening
Long exhaust gas lines A condensation separator must be installed on the lowest point of long
exhaust lines, and/or when large noise absorbers are installed.
The amount of condensed water is larger for vertical exhaust gas lines, as a
large portion of the condensed water is carried away in horizontal lines.
Short exhaust gas lines Installation of a condensation separator is also advisable for short exhaust
lines, as it would prevent entry of rain moisture into the engine.
Vertical exhaust gas line openings must have protection against water coming
in.
6 - 12 12/01
6.8 Insulating the exhaust gas line

The need for insulation must be decided depending on the case.
If the engine gets its combustion air from the engine room, especially good
insulation is necessary to keep the engine room temperature low. The
insulation must be resistant against a temperature of at least 700 °C and
must be provided with a splash guard in the direct proximity of the engine.
In addition to minimising the expense for the ventilation system, insulation for
the exhaust gas line is also necessary where:
• persons are subject to the danger of burn injuries,
• escaping fluids could ignite (e. g. hydraulic oil),
• small distances between wall / cover ducts and ignitable materials
represent a fire hazard.
The insulation must be encased so that insulation material fibres cannot be
shaken loose and clog up the air filter.
With longer exhaust gas lines, insulation has an influence on the exhaust gas
back pressure, requiring that insulated exhaust gas lines have a large
diameter.
The insulation can increase the noise level at the exhaust gas outlet. This must
6
also be taken into consideration when dimensioning.
Exhaust gas system

It must be ensured when positioning insulation that the movement of flexible
exhaust line sections is not prevented.
The connection of the exhaust gas temperature sensor must be accessible for
maintenance.
12/01 6 - 13
6.9 Particle filter

The exhaust of a diesel engine contains particles whose sizes are mostly in
the range between 0.05 µm to 15 µm in diameter.
These particles consist not only of soot, but also of hydrocarbons from the fuel
and lubricant residues which are partially added to the soot particles.
Further particles result from the sulphur content of the fuel as well as from the
metallic abrasion.
The particle filter filters out up to 99 % of the soot particles from the exhaust.
The filtering effect covers up to 70 % of the overall particles.
Material DEUTZ has decided to use ceramic monoliths as the filter element. Their gas
ducts are closed alternatingly. Because of this, the exhaust must flow through
the porous intermediate walls. The particles are filtered out there.
The ceramic monolith is gas tight and shock-proof, embedded in a
package inside a stainless steel container.
The filter size is dependent on the exhaust gas flow rate and a maximum
permissible collected particle quantity (soot) which is also limited by the
6 exhaust back pressure.
When the limit value is reached for the filter load, the filter must be
regenerated. This is done either by exchanging the filter insert, or by
Exhaust gas system
compulsory burning off of the filter load. This consists mostly of soot.
For further details about the technology of particle filtering and the available
regeneration systems, please contact the head office.
6 - 14 12/01
Installation The following essential instructions should be considered when installing the
particle filter:
1. Because of their construction, DEUTZ particle filters are excellent exhaust
silencers. The damping capabilities correspond to those of good resonance
and absorption silencers.
Thus when installing particle filters, it is not necessary to use normal
exhaust silencers.
2. Particle filters are available in various sizes and match certain engine sizes
to maintain the appropriate exhaust gas back pressure for the engine.
3. Particle filters are to be positioned stress-free in the equipment or chassis.
If necessary, the particle filter is to be positioned with elastic elements.
4. The line connection from the engine exhaust gas collection pipe to the
particle filter must have a highly-elastic and air-tight pipe joint to minimise
engine vibrations to the filter.
5. End pipes after the particle filter are to kept as short as possible because
of the exhaust gas back pressure. The pipe connections between the
engine and particle filter are also to be kept as short as possible.
Long lines increase the exhaust gas back pressure affecting the engine.
The collection rate of the particle filter must be reduced as compensation
(less particle collecting up to regeneration).
6. For particle filter systems with automatic regeneration (DPFS), the position
6
of the exhaust gas pipe outlet on the equipment or on the vehicle must be
Exhaust gas system

taken into account to meet safety-technical requirements.
During filter regeneration, exhaust gas temperatures can be approx.
500 °C to 550 °C at the end pipe outlet.
7. The installation position of the particle filter with automatic regeneration
(DPFS) can be anywhere from horizontal to vertical. With vertical
installation, the burner unit must always be at the top.
8. The installation location for control electronics should be away from the
engine, dry, protected, and above the particle filter (in terms of height). The
maximum environmental temperature must not exceed 80 °C.
9. The particle filter and control electronics must be set up to be easily
maintained.
Further and more specific installation instructions can be found in particle filter
supplies, together with accessory parts and descriptions
(see also document No. 0297 5748: ”Operation and installation instructions for
Diesel particle filter system (DPFS)” and Document No. 0297 5215:
”Operation and installation instructions for particle filter (DPF)”).
If it becomes necessary to use particle filters for the engines BFM1013M/C or
BFM1015M/C, it is essential to contact the head office.
12/01 6 - 15
6.10 Determining the exhaust gas line resistances

for turbo-charged engines
6
Exhaust gas system
Fig. 79: Diagram of exhaust gas line resistances
6 - 16 12/01
Example: BF6M1015M/C
Data: Power: 300 kW / 2100 rpm

Exhaust gas line: 7m
Pipe inner Ø: 150 mm
Elbow 90°: 6 sections at rm/D = 2
lz = 1.4 m
Spec. resistance: ∆ps = 2.3 mbar/m pipe
Required: Line resistance∆p
Solution: lsearched = 7 m + (6 x 1.4 m) = 15.4 m
∆p = lsearched x ∆ps = 15.4 m x 2.3 mbar/m = 35.42 mbar
Exhaust gas system
12/01 6 - 17
6
Exhaust gas system
6 - 18 12/01
7 Fuel system
7.1 General
An available sufficient fuel supply for the injection pump is required for perfect
start-up and performance of the diesel engine.
Legal regulations must be observed when setting up and operating systems
for storing, filling, and conveying combustible fluids.
7.2 Fuel, feed pump

Allocation of fuel tank / Rotor pumps are used for 1013 and piston pumps are used for 1015 as
feed pump engine-integrated fuel feed pumps. They are driven by V-belts or from the
injection pump.
The maximum permitted pressure at pump intake (suction side) for both
engine series is 0.2 bar.
7
Fuel system
Engine RPM BF4/6M1013M/C/P BF6M1015M/C BF8M1015MC
2300 min -1 600+100
2100 min -1 550+100 210 350
1800 min -1 440+100 200 320
1500 min -1 400+50 190 300
Tab. 32: Flow volume of the fuel pump [l/h]
12/01 7-1
1013 The maximum height difference between the intake position for low-lying fuel
tanks and the fuel feed pump may not exceed 1.5 m (maximum total
resistance, including pre-filter as necessary: 0.5 bar at rated speed)
1
2
3
h
11
7
7
9 8
Fuel system
a 10
1 Overflow valve with parallel throttle

2 Overflow oil nozzle
3 Nozzle
4 Injection pump
5 Rotor-type fuel pump fuel intake M16 × 1.5
6 Filter
7 Supply NW 10 mm
8 Pre-filter
9 Manually operated auxiliary pump (optional)
10 Fuel tank
11 Filler neck with tank vent
a Distance >300 mm
h Intake height ≤ 1500 mm
The line cross-sections listed in the fuel diagram BFM1013M/C must not be
fallen below at any position in the system outside of the engine!
7-2 12/01
1015 The maximum height difference between the intake position for low-lying fuel
tanks and the fuel feed pump may not exceed 2.0 m (maximum total
resistance, including pre-filter as necessary: 0.25 bar at nominal RPM)
Fuel system
1 Nozzle leakage fuel
2 Fuel injection pump
3 Fuel feed pump
4 Filler neck with tank vent
5 Return (DN 8)
6 Manual feed pump (optional)
7 Pre-filter
8 Main filter
9 Feed DN 8, (for line lengths exceeding 3 to 5 m: DN 10)
10 Fuel tank
x Intake height < 2000 mm
y Distance > 300 mm
The line cross-sections listed in the fuel diagram BFM1015 must not be fallen
below at any position in the system outside of the engine!
NOTE:
For positioning the fuel line ends within the tank (feed/return) care must
be taken that the returned fuel (heated and foamy) does not directly enter
the area of the intake line.
(see Chapter. 7.5 "Fuel tank").
12/01 7-3
7.2.1 Intermediate tank/Day service tank

At higher intake heights, a higher intermediate tank can be used. It is filled
from the main tank by a wing pump or an electric tank feed pump.
An overflow line can be located between the intermediate tank and the main
tank, or the main tank feed pump is switched on intermittently triggered by a
float switch in the intermediate tank.
7
Fuel system
Fig. 82: Fuel, intermediate tank
1 Manual feed pump

2 Pre-filter
3 Intermediate tank
4 Filter
5 Overflow line
6 Electric feed pump
7 Main tank
7-4 12/01
7.2.2 Closed circular pipeline

A closed circular pipeline can be provided as an alternative to the intermediate
tank when the tank is further away, or for multiple engine systems. The
pressure in the closed circular pipeline may be fully applied to the inlet on the
fuel feed pump as long as it does not exceed 0.2 bar. If this pressure is
exceeded, a throttle should be provided between the withdrawal position on
the closed circular pipeline and the fuel feed pump. A maximum flow rate of
10 l/min per engine must be ensured.
Fuel system
Fig. 83: Fuel, closed circular pipeline
1 Manual feed pump

2 Pre-filter
3 Feed engine 2
4 Throttle
5 Return engine 2
6 Shut-off valve
7 Engine 1
8 Common return line
9 Filter
10 Fuel ring line, feed
11 Electric fuel feed pump
12 Counter-throttle
13 Fuel tank
12/01 7-5
For highly positioned fuel tanks or intermediate tanks, the upper edge of the
tank must not be more than 2 m above the fuel feed pump. If the tank must be
positioned higher, the installation of a throttle cannot be avoided (pressure
limit of 0.2 bar at the fuel feed pump of the engine at full load operation).
If the upper edge of the tank is above the fuel feed pump (avoiding leaks when
changing the filter or during maintenance), stop valves must be provided for
the fuel lines near the tank leading to the engine. They must be provided for
both the intake line as well as the pressure line.
NOTE:
As a matter of principle, on pre-pressurized fuel supply systems (i.e. the
fuel level in the tank is higher than the injection nozzle) the shut-off
valves have to be turned off for prolonged stop times.
It must be ensured by a locking mechanism or a similar device, that with
open supply valve the return valve is also opened.
7
Fuel system
7-6 12/01
The nozzle leakage oil lines must be placed separately into the tank ceiling if
this can not be assured, or for added convenience of the operating personnel.
Remark: This line is not required for nozzles free of oil leakage
see remark
Fig. 84: Fuel tank, high-positioned

7
Fuel system
1 Separate return line for Diesel leakage oil
2 Level of injection pump
3 Electric shut-off valve (closed when engine is stopped)
4 Shut-off valve
5 Pre-filter
6 Throttle (if x = >2000 mm)
7 Main filter
x Level difference
12/01 7-7
7.3 Fuel lines

Steel pipe The fuel lines not included with the engine are to be made of cinder-free steel
or copper. They must be cleaned thoroughly before being routed.
Suitable as joining elements are screwed pipes with cutting rings and swivel
nuts.
Elastic hoses are to be used for connecting the engine fuel lines.
Possible attachments such as stop elements must be sufficiently
dimensioned.
Manual pumps positioned away from the engine must be mounted to be
accessible.
Intake line The following interior pipe diameters are to be observed, depending on line
length, for the intake line from the tank to the fuel feed pump and the return
lines from the engine to the tank.
Engine Pipe length [m] Pipe inner diameter [mm]

1013 ≤2 10
≤6 12
≤ 10 13
≤ 15 14
7 1015
≤ 25
≤3
16
8
≤6 10
Fuel system
≤ 15 12
≤ 25 14
Tab. 33: Pipe diameter is dependent on the pipe length
Internal diameters of at least 10 mm on 1013, or 8 mm on 1015, resp., must

also be retained for connections.
When selecting and using pipes conforming to standards, it must be insured,
that the required internal pipe diameter is not fallen below..
The intake line should be as straight as possible and routed without sharp
elbows. Angular fittings and hollow screws with ring sections are not permitted.
The intake opening of the intake line in the fuel tank must have a spacing from
the tank base of approx. 40 mm, so that residues of water or mud are not
sucked in.
7-8 12/01
Manual feed pump For venting of the fuel supply system a manual feed pump has to be inserted
in the intake line.
Fig. 85: Installation guide – Manual feed pump:
Fuel system
Note:
The manual feed pump must always be mounted in vertical orientation
(see illustration), otherwise the springless valves can not function as
required.
12/01 7-9
Fuel The fuel return line, through which excessively delivered fuel is routed, must
returnline be routed to a point below the minimum permitted fuel level. This avoids air
from infiltrating the intake system via this line during engine stand still, causing
starting difficulties and a loss of power. Additional fuel foaming is also avoided
by feeding the return fuel below the fuel level.
It is not permitted to connect the return fuel line to the intake line. The return
line must always be routed into the fuel tank.
The fuel return line is to be dimensioned so that the line cross-section is about
100 % of the intake line cross section. The flow resistance of the entire fuel
return conduit system, measured directly at the engine, is limited to 0.2 bar
maximum on BFM1015M, and 0.5 bar on BFM1013M.
All connection must be air-tight.
Jacketed injection lines For monitoring the injection lines in respect to leaks these lines can be
furnished in jacketed design (e.g. for engines with classification).
Monitoring of this line can be performed by a sensor furnished from DEUTZ,
with a separately included sensor, or with a comparable different type of
monitoring.
The surplus fuel from leakages must be returned to the tank, or piped into a
suitable receptacle.
Under no circumstance must this line be connected with the other fuel supply
piping, e.g. return line or oil leakage line.
7
Fuel system
7 - 10 12/01
Connections for
monitoring of
jacketed injection lines
Fig. 86: Connections for monitoring of jacketed injection lines 7

BF 6 M 1015 M / C
Fuel system

BF 8 M 1015 MC
12/01 7 - 11
7.3.1 Fuel connection
7.3.1.1 Metal pipes
Avoid the use of banjo bolts on the tank and the feed pumps!
(clogging when cold due to ice crystals in the tightest cross-section)
Incorrect Air can enter via the threads of the banjo bolts (starting difficulties)
Fig. 88: Incorrect connection, metal pipes
7 Correct
Fuel system
Fig. 89: Correct connection, metal pipes
1 Ring section with threaded connection for screwed pipes with

cutting rings
7 - 12 12/01
7.3.1.2 Fuel connection, engine 1013
deep
Fuel system
1. Fuel feed pump

2. Connection fuel supply line
3. Connection fuel return line
4. Possible connection for a leakage pipe of jacketed injection lines M 10 x 1
12/01 7 - 13
7.3.1.3 Fuel connection, engine 1015
from tank to feed pump
from filter to injection pump
oil leakage line to tank *

from feed pump to filter
7 from injection pump to tank
*) This line is not provided for engines with injection nozzles free of leakge oil
Fuel system
7 - 14 12/01
Fuel system
12/01 7 - 15
7.4 Fuel heating, fuel cooler

An increase of fuel temperature above 30 °C (measured at the intake of the
injection pump) results in a performance loss of appr. 1.5 % per 10 °C; at high
temperatures fuel bubbles can occur, leading to spark failures. The maximum
permissible continuous fuel temperature is 75 °C, whereas a short-term fuel
temperature of up to 90 °C can be tolerated at the feed pump inlet in special
cases depending on the power setting of the engine and the fulfilment of
emission values.
State-of-the-art engines, provided with high-pressure fuel injection, require
higher fuel temperatures. Through design and material selection when
building the fuel tank and its mounting position in the unit (good venting,
avoiding additional heating), the fuel temperature characteristics can be
influenced. Safe and defined heat dissipation is only ensured by an
accordingly dimensioned fuel cooler.
For 1013 M engines it is necessary, in most cases, to install a fuel cooler. This
cooler has to be installed in the fuel line between engine and tank, its cooling
circuit must be connected to the untreated water network, or, resp., in the line
behind LLK of the low-temperature cooling circuit for keel cooling applications.
For engines without low-temperature circuit a
fuel/air cooler, or a similar device should be used. Maximum permitted flow
7 resistance values are to be considered.

These kinds of fuel coolers are integrated into the cooling system of the engine
(air side) and are flowed through by returning fuel. The fuel cooler flow
Fuel system
resistance must not be higher than 0.15 bar.

The total flow resistance of the return system, including the fuel cooler is
limited to 0.5 bar on BFM1013M, and 0.2 bar on BFM1015M.
Cooler size appr. 2 – 4 kW for all engines.
7 - 16 12/01
7.5 Fuel tank

Fuel tanks must have sufficient venting. Galvanized or zinc-containing
material may not be used because the fuel can form zinc soap with the zinc
depending on the composition. This endangers the fuel injection system.
Venting For ships being subjected to partly operate in highly inclined orientation the
venting has to be designed so that orderly venting is assured regardless of
degree of incline.
Sediment drain Deposits of water and other dirt form in fuel tanks. Therefore it is necessary to
have a sediment drain screw at the lowest point in the fuel tank. In addition, a
fuel pre-filter with well functioning moisture separator must be installed.
( see 7.6 ).
Level monitoring A fuel level monitoring device must be utolized in order to prevent fuel tank
depletion.
Degassing To support degassing and avoid the direct suction of fuel containing air again,
the fuel routing should be designed as follows:
1 2 3 1 2 3
Fuel system
Fig. 94: Fuel routing
1 Ventilation
2 Return
3 Intake
If fuel tanks made of plastic are used, please contact the head office.
12/01 7 - 17
7.6 Fuel filtering

The fuel is filtered by a fuel pre-filter and a fine filter positioned after the feed
pump. The size of the pre-filter must match the fuel flow (appr. 10 l/min) to
avoid throttling in the fuel supply.
Water trap A water trap is necessary when using fuel with a high percentage of water or
with water condensing due to temperature changes.
7
Fuel system
Fig. 95: Fuel filter with moisture separator
7 - 18 12/01
ca.174
74
460 107
430
146
125 54
87
85
ca.328
18
3
ca.378
9
256
7
Fig. 96: Reversible fuel filtering
Fuel system
Pressure loss mbar
Flow-through l/min
Fig. 97: Flow diagram (with dual filter per side)

Maximum flow rate: 10 l/min Fitting thread: M 22 x 1.5
For single-engine installations as main drive we recommend using a reversible
pre-filtering device(see fig. 96 )
12/01 7 - 19
7
Fuel system
Fig. 98: Fuel filtering
7 - 20 12/01
8 Engine cooling system
8.1 General
DEUTZ diesel engines from the series B/FM 1013M and 1015M are liquid
cooled engines.Water prepared with additives such as corrosion, cavitation,
and frost protection agents are used as coolants (more exact specifications
can be found in the series operating instructions).
The water improved in this way can no longer be referred to as water. It should
be referred to as coolant.
The engine heat is absorbed by the coolant and dissipated into the
surroundings via cooler (indirect cooling).
All of the cooling systems described in the upcoming text for Deutz diesel
engines B/FM 1013/M/C and B/FM 1015/M/C are closed systems (forced
circulation cooling). Flow through cooling of the diesel engine is not allowed.
Several engines may not be operated using a common cooling system. In a
multi-engine system, every engine must have its own fresh water cooling
system.
The raw-water for several engines may be provided by one system.
Engine cooling system

Note:
Installing engines with air cooling, coolant cooler, or air coolers, e. g.,
emergency power systems, are not described here.
The guidelines for installing fluid-cooled diesel engines, series 1013 or
1015, are applicable to these cooling systems.
12/01 8-1
8.2 Coolant
8.2.1 Range of application and purpose

This specification is applicable to coolants for protecting liquid-cooled engines
and their integrated or external cooling systems against freezing, overheating,
corrosion, and cavitation. The coolant for first filling the engine or for changing
the coolant is obtained by mixing a protectant with cooling water.
Such protectant is available as part No. 0101 1490 XY 8536-O1.
The specification specifies the requirements for the water, protectant, and the
preparation of the coolant.
8.2.2 Water quality

If there are no specifications about cooling water quality provided by the
protectant manufacturer, the following details can be used as a basis:
When mixing in a chemical corrosion/freeze protectant
• pH value at 20 °C: 6.5 – 8.5
• Chloride ion content: max. 100 mg/dm³
8 •
•
Sulphate ion content:
Total alkaline earths:
max. 100 mg/dm³
0.54 – 2.16 mmol/dm³
• Total hardness: 3 – 12 °dGH
8.2.3 Protectant (concentrate)

Basis characteristics
• Chemical composition: Ethylene glycol with corrosion protection
inhibitors
• Appearance: clear liquid
• Colour: green-blue
Physical characteristics
• Density at 20 °C: 1.120 – 1.132 g/cm³ ASTM D 1122
• Viscosity at 20 °C: 20 – 30 mm²/s DIN 51562
• Refractive index at 20 °C: 1.4320 – 1.4360 DIN 51423
• Boiling point: min. 170 °C ASTM D 1120
• Fire point: over 120 °C DIN 51376
• pH-value: 6.5 – 7.5 ASTM D 1287
• Alkali reserve n/10 HCL: 13 – 15 ml ASTM D 1121
• Ash percentage: max. 1.5 % ASTM D 1119
• Water percentage: max. 3.5 % DIN 51777
8-2 12/01
Additional requirements
• Miscibility with water: mixable at any proportion
• Miscibility and usability
with water
up to 20 °dGH: mixable and usable without precipitation
• Miscibility with other
protectants with a
glycol basis: mixable
• The protectant may not contain any inorganic or organic
N02- compound groups.
• The protectant must have 2 ppm bittering agent (Dinathoniumbenzoate).
• The content of silicon compounds may not exceed, converted to SiO2,
650 ppm.
Storage stability
• The protectant can be stored in air-tight packing drums for at least 5 years
.
• It may not be stored in zinc-coated containers.
Mixing characteristics
(Mixing characteristics correspond to testing regulations)
• Ice crystal point ASTM D 1177
50 % in water below –38 °C
33 % in water below –18 °C
• Foaming test ASTM D 1881
Foaming volume max. 50 ml
Decay period 1–3s 8
12/01 8-3
Cooling system protective agents for high-speed DEUTZ engines

Product- Supplier Product name Remarks
group Marketing region
DEUTZ AG Cooling system protectant TN 0101 1490 5 liter container
Cooling system protectant TN 1221 1500 210 liter barrel
ARAL Antifreeze Extra
AVIA Antifreeze APN
BASF Glysantin G48/Protect Plus
BUCHER (Switzerland) Motorex Antifreeze Protect Plus G48
The Bruma OIL Castrol Antifreeze NF
DEA Radiator antifreeze
Elf Glacelf MDX
A
ÖMV ÖMV Antifreeze
SHELL GlycoShell
TOTALFINA Multiprotect
VALVOLINE G48 Antifreeze
Veedol Veedol Antifreeze NF
BP BP Antifreeze
Hunold Radiator protection ANF
INEOS Napgel C2270/1
Mobil Antifreeze 600
AGIP Antifreeze special
ARTECO/Texaco Havoline XLC Europe, South America
8 CALTEX Havoline XLC Asia, Australia
Elf Glacelf Auto Supra
Maxigel Plus
B
Fina Termidor Plus
Texaco USA Havoline Extended Life Coolant (HELAC) USA, without Nitride and
Extended Life Coolant (TELC) Molybdate
USA, with Nitride
TOTAL Organicool
Tab. 34: Antifreeze agents approved by Deutz
8-4 12/01
Corrosion characteristics
a) Glassware Test ASTM D 1384-80
• Copper: FCu
• Soft solder: LSn30
• Brass: Ms63
• Steel: H II
• Grey cast iron: GG 26
• Cast aluminium: G-AlSi6Cu4
Weight change for each sample is under 0.1 mg/cm².
b) Heat transfer test ASTM D 4340-84

• Cast aluminium G-AlSi6Cu4
Weight change in a week is max. 1.0 mg/cm²
c) Simulated Service ASTM D 2570

• Copper: FCu
• Soft solder: LSn3O
• Brass: Mn63
• Steel: H II
• Grey cast iron: GG 26
• Cast aluminium: G-AISi6Cu4
Weight change for each sample is < 0.2 mg/cm².
Cavitation protection as per FVV, number 443/1986

• Max. weight change: 5 mg for grey cast iron
8
• Max. weight change: 15 mg for aluminium

Inhibitor stability
No flocculation at a 1:1 water mixture according to FVV,
number 433/1986 with water at 20 °dGH at 90 °C in 168 hours.
Effect on elastomer material

After storage in test fluid (mixture 50:50) as per DIN 533521,
Table 7 (168 h, ebullition temperature) volume swelling, max. 3 %.
12/01 8-5
8.2.4 Coolant preparation

Preparing and checking the coolant is especially important for liquid-cooled
engines. Otherwise the motor can be damaged by corrosion, cavitation, and
freezing.
The concentration of the engine coolant should not fall below the following
concentrations in [Vol %]:
Cooling protectant Water

max. 45% 55%
min. 35% 65%
Tab. 35: Engine fluid concentration
The cooling system must be continuously monitored.

This includes inspecting the cooling protectant concentration in addition to
checking the water level.
Test the cooling protectant concentration

• with commercially available testing devices (example: gefo glycomat ®)
Test the chemical corrosion protectant concentration

• with a refractometer (example, Teströ-Atago hand refractometer,
scale range 0…16)
8
To order the cooling system protectant from DEUTZ AG:
Part No. 0101 1490 HY 8536-01 (5 liter compounds).
Note:
Health threatening nitrosamines are formed when mixing nitrite-free
corrosion protectants with cooler protectants containing corrosion
protection inhibitors using a nitrite basis!
When using cold protectants, the heat transmission value of the coolant is
reduced. The return cooling system is designed for a ratio of cold protectant/
water of 45/55 Vol%, to a temperature of down to –35 °C.
8-6 12/01
8.3 Cooling systems
8.3.1 Fresh water cooler for keel cooling

For ships and diggers who move in dirty, sandy, and muddy water, such a
cooling system would be very recommended. There is no raw water
circulation, i.e. sea water lines and associated armatures as well as raw water
filter and raw water pump are not provided.
Raw water is not routed to the engine. These cooling systems have a simple
construction and therefore are often used for normal applications.
There are thermo-syphon and flow-against outboard coolers.
8.3.1.1 Compensator reservoir
The compensator reservoir (not always furnished by DEUTZ) in the closed

cooling agent circulation used for DEUTZ engines performs the following
tasks:
1. Collecting the coolantwith air coming out of the venting lines
2. Accommodation of volume expansion due to the warming of the coolant
3. Compensation for, and display of any leaks in the coolant system
4. To ensure the static pressure on the intake side of the circulation pump via
the compensation line
8
The content of the compensator reservoir must be 20 % of the overall coolant

per engine. The compensator reservoir must be attached above the coolant
carrying lines, but not higher than 5 m above the upper edge of the engine.
Closed circulation systems must be constantly vented by sloping venting lines
which are as short as possible, especially at the cooling system points where
air can collect. I.e., each peak must be vented.
Venting lines may only be combined when they are at the same
pressure.
In every venting line, a throttle with Ø 4.5 mm must be built in.
Venting lines must enter through the tank floor. Contact with the heavy flow
must take place at the inlet to the venting lines in the tank.
The venting lines NW 8 (each with throttle Ø 4.5 mm) are to be routed in a
standpipe, which must go into the compensator reservoir about 80 mm, or be
closed from the side.
12/01 8-7
Compensator reservoir
Volume appr. 20% of the entire cooling system
Pressure/Sub-pressure valve
Level guard
Pressure
Sub-pressure
Filling mark
Cooling agent
Air pocket
Venting line NW8

always at the highest
point of the cooling system

Slush drain
with throttle 4.5 mm
Compensation line directly
ahead of cooling agent pump
8 Fig. 99: Compensator reservoir

The compensation line NW 22 (1013) or NW 20 (1015) must also reach into

the reservoir bottom appr. 30 mm, at as large a distance to the venting orifice
as possible. The re-entry of the sediment forming in the cooling system is
prevented by the pipes projecting into the compensator reservoir.
The compensation line must be connected directly to the intake ducts of the
circulation pump, so that the largest possible static pressure is reached on the
intake side.
The compensator reservoir is to be designed as a closed vessel, where a filler
neck with over-pressure/vacuum valve of +1.0 bar – 0.2 bar for BFM1013M/C/
P and +1.5 bar – 0.2 bar for BF1015M/C must be installed.
The compensator reservoir should be half-filled with coolant. The other half is
filled with air and serves as pressure padding.
Installing a level indicator is necessary because liquid level indicator pipes or
inspection glasses are easily soiled.
Either a cleaning opening in a side wall or a sediment drain cock must be
provided for cleaning, so that the tank can be rinsed out via the filler neck.
On engienes with attached raw water-cooled fluid cooler, or with attached front
panel, the compensation tank is mounted on the engine.
8-8 12/01
8.3.2 Types of cooling
8.3.2.1 Thermo-syphon cooling
A
B
Section AA B Section BB
1 2 3 1 1 2 3
5 5 Engine cooling system

Fig. 100: Thermo-syphon cooler
1 Water chamber ventilation

2 Coolant inlet
3 Coolant outlet
4 Immersion depth, empty ship
5 Outboard water inlet
12/01 8-9
The thermo-syphon cooler is not flowed against by outboard water.

The pipe bundle is always mounted vertically in a water chamber. The
mounting flange should be positioned on the water chamber so that the pipe
bundle can be drawn without docking.
The water outlet opening should always be below the minimum immersion
depth. When arranging the cooler, the water path from the board inlet to the
board outlet should be as short as possible, because this path signifies cooling
and thus reducing the thermo-syphon effect.
Eddies must be avoided because they lead to heat build-up and thus reduce
the effective cooling surface.
Thermo-syphon cooling is suitable primarily for standing vehicles, such as
diggers and buoy laying vessels. The coolers are to be designed with a
sufficient space for dirt accumulation, because the self-cleaning effect is low
due to the low speed of the outboard water.
8.3.2.2 Ship hull cooler
Ship hull cooling requires considerable expense because the hull must be
doubled.
The cooling cells are to be positioned so that the cooling water heat is not
transferred to the foundation. Cooling cells must be provided with continuous
venting to the compensation reservoir.
The cooling water connections to the cooling cells are to be routed so that a
8 reverse current or a cross reverse current is produced.

The application of this cooling system is limited because not every required
cooling surface of the ship’s hull can be used.
The following should be observed.

• The utmost cleanliness must be ensured when constructing the cooling
cells.
Rust, cinder and welding beads must be removed from the inside of the
hull, the frame, cover plates, and planks of the doubling, because these
lead to sediment formation in the cooling cells in the engine.
• It is very difficult to use any coatings, and it is impossible to clean the
cooling cells. For these reasons DEUTZ does not recommend utilization of
this cooling system for its engines. In these cases, the shipyard assumes
responsibility for damages resulting from insufficient cooling.
8 - 10 12/01
8.3.2.3 Pipe cooler
This system uses pipes or other profiles on the ship hull in the keel, next to the
keel, or as bulge keel. The engine cooling water flows through them. This is
cooled by outboard water via the walls.
The cooling surface with pipe cooling is very dependent on the ship’s speed,
in addition to the dissipating heat quantity of the cooling water temperature
and the water speed in the pipes or cells, i. e., from the speed the outboard
water flows along the hull, pipes, or profiles.
The pipe coolers must be cleaned at certain intervals. Because cleaning
agents do not always clean thoroughly, the cooler must be sectionalised so
that mechanical cleaning is possible.
8.3.2.4 Plate coolers
Plate coolers are suitable for dissipating larger quantities of heat and can be
easily cleaned. They have the advantage of requiring little space and the
cooling capacity can be expanded.
12/01 8 - 11
8.3.3 Cooling with raw water
8.3.3.1 Raw water filter
Raw water comprises not only sea water, but also water from continental
waters, river water, and every non-processed water. Special measures are
necessary on the pipeline system for each of these types.
Raw water filters must have a max. perforation of 2.5 mm diameter or
2 x 2 mm. Sieves made of punched sheet metal are preferred to metal gauze.
These filters protect the cooling system against damage due to abraded
material and clogging resulting from foreign material entering the system. The
raw water filters are to be positioned as close as possible to the hull.
The filtering of raw water must be paid special attention for ships travelling in
primarily dirty, sandy, or muddy water, or for diggers.
In these cases, it is necessary to use a larger filter, or if possible, a double filter
with switchover and smaller perforation.
The height of the water line up to the raw water pump and the intake height of
the raw water pump are the resistance heights for the intake lines to the raw
water pump.
The resistance between sea water inlet and raw water pump should be smaller
than the resistance height for a clean raw water filter, because the resistance
increases with increasing degrees of soiling.
A pressure gauge is to be installed directly before the raw water pump so that
8 the degree of filter soiling can be determined.
The flow rate in raw water lines should be a max. of
2 m/sec..
An accessible shut-off mechanism should be between the sea water inlet and
raw water filter so the filter can be serviced.
8.3.3.2 Raw water pump
The performance curves of raw water pumps installed on Deutz engines are
shown in diagrams 3.5.4.1 and 3.4.5.2, and in table 8.5.5.
Note:
In order to prevent operation of the raw water pump without water
(ecessive wear), the intake line must be placed so
that a quantity of water is always present within the pump.
8.3.3.3 Raw water lines
There is chemical and electrolytic corrosion in raw water systems.

DEUTZ uses CuNi10Fe and CuNi30Fe as materials for the raw water lines,
circulating water cooler, and charging air cooler built onto engines. These
8 - 12 12/01
materials have the greatest possible protection against corrosion because

oxide layers form on their surfaces.
Note:
Reactive anodes are not required.
Material For all raw water lines placed ahead of the cooler DEUTZ prescribes usage of
non-ferrous materials, such as
• CuNi1OFe,
• CuNi3Ofe, or
• CuZu2OAI
.
When using Cu pipes, chips are prevented from entering the engine after the
new installation or after repairs by using sieves.
Alternatives Stainless steels, such as
• V2A or
• V 4A
can be used, if they are cleaned and are free of machining chips.
Not permitted Materials such as
• steel or 8
• zinc-plated steel

are not permitted.
12/01 8 - 13
8.3.3.4 Corrosion
Steel and zinc have a great difference in voltage potential compared to non-
ferrous heavy metals. For large voltage potential differences on two connected
metals exposed to sea water, the metal with the larger negative value corrodes
(electrolytic corrosion). Steel and zinc-plated steel corrode. This settles in the
return cooler and charge air cooler. This corrosion destroys the oxide layers
and forms the basis for corrosion on these non-ferrous heavy metal coolers.
The following Table 36 shows differing voltage potentials for a few materials
corresponding to a standard calomel electrode and a sea water temperature
of 25 °C.
Material Voltage potential [V]

Zinc – 1.10
Aluminium – 0.75
Steel – 0.70
Cast iron – 0.70
Lead – 0.55
Tin – 0.45
Ship’s bronze, aluminium bronze, red bronze – 0.26
Copper – 0.25
Stainless steel – 0.20
Nickel – 0.15
8 Tab. 36: Voltage potential of various materials
Danger of corrosion Harbour water (brackish water) is especially aggressive.

For this reason, the raw water systems of the harbour diesel are to be rinsed
out with sea water after it is shut off (in main engine operation, power
generation is principally achieved using shaft-driven alternators). Thus stand
still corrosion is decelerated. However, sea water residues remaining in the
raw water system form oxide layers on non-ferrous heavy metals.
Note:
It is recommended that in the initial period after start up, new coolers are
impinged with clean sea water to create
oxide layers.
8 - 14 12/01
8.4 Pipelines
The volumetric capacity and delivery head of the coolant pump on the engine
(centrifugal pump) is also dependent on flow resistance of the pipelines, and
valves and fittings (stop cocks, valves). Determining the line resistances as
well as the type of line routing (number of pipe elbows, type of pipe elbows) is
thus to be carried out carefully.
The pipelines are to be designed as short as possible for the engine-external
parts of the cooling system.
Note:
In order to prevent operation of the raw water pump without water
(exessive wear), the intake line must be placed so,
that a quantity of water is always present within the pump.
8.4.1 Line dimensioning

The dimensioning of the pipelines between engine and cooling system is first
specified by the cross-section size of the fluid connections.
The hole sizes of the line connections to the engine may are minimum values.
Circulating water Due to the limited suction- and pressure resistance of the coolant pump 8
circuit ("Water pump") the total line resistance, including cooler and armatures, must

be kept at
∆pRohrsystem ≤ 0.5 bar

.
Sea water
circuit Raw water
Intake side Delivery side
BFM1013M/C –0.2 bar 1.0 bar
BFM1015M/C –0.2 bar 2.0 bar
Tab. 37: Intake and delivery side
12/01 8 - 15
The specific pipeline resistances correlated with the volumetric capacities and
the rated pipe widths can be found in the nomogram Fig. 101:. The absolute
line resistance is the product of the specific line resistance and routed line
lengths.
8
Fig. 101: Pressure loss in smooth water pipelines
8 - 16 12/01
From the following table, equivalent pipeline lengths can be found

in [m] for valves and fittings:
Rated width [mm] 25 50 65 80 100 125 150 200 300 400 500 600
Intake basket with foot 3 5.9 8 10 13 16 19 26 39 52 65 79
valve
Slide valve 0.2 0.4 0.6 0.8 1.1 1.4 1.9 2.9 5.6 8.9 13 17.4
Flap trap 1 2.3 3.4 4.5 6.4 8.9 12 18 34 54 77 105
Free-flow valve 0.5 1.2 1.5 1.8 2.2 2.9 3.7 5.4 9.2 14 18 22.4
Slanted seat valve 2 4.1 5.5 6.8 8.5 10 11 13 16 18 20 22
Normal valve 3 7.5 11 14 20 28 37 57 108 173 250 336
Corner valve 3.5 7.2 10 13 17 23 31 49 95 148 207 276
Elbow 90° R = 4d 0.3 0.7 0.9 1.2 1.5 1.9 2.3 3.2 5.7 8.6 12 15.7
Elbow 90° R = 3d 0.5 1.1 1.4 4.7 2.2 2.8 3.5 5 8.5 13 18 23.7
Cast forms 90° 0.8 2.4 3.4 4.5 6.3 8.9 12 18 34 53 74 97
Sheet metal elbows 90° 3 5.4 7.5 9 11 14 18 26 48 77 111 146

8
Tab. 38: Pipeline lengths

If the sum of the resistances from lines, valves and fittings, and coolant heat
exchanger is greater than the available delivery head, then the line diameters
are to be increased.
Example Pipeline length between cooler/engine/cooler: 4.5 m

Number of 90°- pipe bends: 7
Rated pipe widths: 32 mm
Coolant flow: 167 l/min
1. From the nomogram follows at the crossing point "Fluid flow/Pipe diameter”
the flow velocity v = 3.5 m/sec, and the flow resistance ∆p = 51 (mWS/
100m pipe).
2. From the table, it follows for a pipe bend (90°-cast elbow) with rated width
32 mm, an equivalent pipeline length between
0.8 m and 2.4 m.
chosen surrogate length 1.2 m.
3. Entire surrogate length for 7-pipe bends:
7 x 1.2 m = 8.4 m.
4. Overall calculated pipeline length:
8.4 m + 4.5 m = 12.9 m.
5. Flow resistance:
∆p = 51 x 21.9/100 = 6.5 mWS = 0.65 bar
6. ∆p > ppermitted, thus execute a new calculation with rated width 50.
12/01 8 - 17
8.4.2 Pipeline designs

Commercially available steel piping is to be used for engine coolants
(seamless, not zinc-plated), which are to be de-scaled on the inside after
bending and welding (pickling process, rinsing).
The pipes are to be crimped on the end (as per DIN 71550) to produce a
permanent and tight rubber sleeve connection.
d2 d1
d2
a ≤ 1.5 × d2
Fig. 102: Crimps and pipe joints
8 4
a in [mm]
6 6
d2 [mm] 12…22 25 28…80
d1 [mm] d2 + 1 d2 + 1 d2 +2
Tab. 39: Crimp
d2
≤ 1.5 × d2 ≤ 1.5 × d2
Fig. 103: Elastic screwed pipes
8 - 18 12/01
To represent elastic pipelines, sleeve combinations can also be used

according to the previous figure. They should be arranged as parallel to the
crankshaft as possible.
As an alternative, similarly formed rubber parts for radial and axial length
compensation can be used.
Well-known manufacturers of these form parts and hoses are:
Dawson/Rickal Co. 56414 Steinefrenz
Continental Co. 30165 Hannover 1
Matzen und Timm Co. 22525 Hamburg
Möllerwerke Co. 33602 Bielefeld
The materials for rubber muffs, molded parts, seals, and corrugated pipelines
(without internal wire spirals!) for coolant conducting lines must be resistant
against corrosion-proofing oil, antifreeze, and Diesel fuel; also, they must be
temperature-proof between -20 °C and +110 °C
(DEUTZ factory standard H3401).
Raw water lines (Sekondary cooling circuit) must be made of corrosion-proof
material (see Chapter. 8.3.3.3 "Raw water lines").
8.4.3 Line routing

When routing pipelines, it must be ensured that there are no air pockets in the
coolant system. 8
At the positions where air pockets could form, venting lines are to be
connected which are routed continually rising up to the compensator reservoir.

To drain the system, drain valves are to be installed at the lowest point in the
coolant system.
Attention
For raw water cooling as well as for keel cooling screw connections must
be provided by the ship yard, ahead of engine input and after engine
output, in order to facilitate inspection of the cooling system at initial start-
up, as well as for future inspection and maintenance work.
12/01 8 - 19
8.5 Designing cooling systems

Partly new cooling systems have been developed for Deutz-Marine Engines.
In order to achieve satisfactory cooling performance it is necessary for cooling
system calculations to use, exclusively, data set forth in the installation
guide lines.
1013M For the prevention of coolant overheating in the exhaust gas system, a partial
quantity always flows from the engine through the exhaust gas track directly
back to the coolant pump. Therefore, calculations for heat exchange
according to installation guide line must be based on the coolant quantity
actually flowing through the heat exchange device.
A temperature difference in the heat exchanger of 6 - 10°C is to be expected.
Opening start of the thermostat located at the coolant exit from the engine is
87°C, i.e. mean coolant temperature is appr. 95 °C.
On charge-cooled engines BF4/6M1013MC/P the charge air is cooled in a
separate coolant circuit (if required by means of a separate drive and/or fuel
cooler). The required data for cooling of the air circuit is shown in separate
tables 34 and 36. Naturally, this circuit requires its own compensation tank
with compensation conduit and venting outlet.
1015M This engine series is equipped with a multi-parallel cooling system. With this
cooling system it is possible to perform cooling of the engine as well as charge
air cooling with one coolant pump and one heat exchanger:
8 The feed quantity of the coolant pump is divided in 4 individual flow
tracks, one through the engine, one each through the two exhaust gas
tracks, and one through the heat exchanger. The coolant thermostat
(opening start 79°C) is placed ahead of the heat exchanger.

Since only a portion of the coolant flows through the heat exchanger, the
temperature difference must be correspondingly large in order to dissipate the
amount of heat stated in table 33. This temperature difference (max. 60°C at
full load of corner performances) is required in order to supply sufficiently
cooled coolant to the charge air cooler. Reason:
In order to obtain an optimized exhaust gas quality for compliance with
applicable exhaust gas rules and regulations, the charge air
temperature after cooling, at full load with standard conditions, must not
exceed 60°C.
This can be achieved only with a large temperature difference of the
coolant.
After the heat exchangers the coolant of low temperatures is again combined
with the coolant of high temperatures returned from the engine and from the
exhaust gas tracks, and jointly directed to the coolant pump.
At partial load and/or low external temperatures the charge air temperature
could be higher. This reduces the generation of white smoke during the warm-
up phase, and during operation at low load with low temperatures.
The mean coolant temperature ahead of the heat exchanger is eatimated at

appr. 90°C.
An engine oil cooler can be inserted into the conduit leading from heat
8 - 20 12/01
exchanger to engine. In order to observe the maximum permitted pressure

loss of 0.5 bar between engine intake and engine exit it could by necessary to
provide a bypass.
8.5.1 Technical specifications
BF4M1013M/C BF6M1013M/C BF6M1015M BF6M1015M/C BF8M1015M/C

max. permitted coolant
temperature in engine
(Measuring point) [°C]
Warning 105 105 103 103 103
Shut-off 113 113 108 108 108
max. engine exit temp. to
105 105 98 98 98
cooler [°C]
mean engine exit temp. to
95 95 90 90 90
cooler [°C]
expected temp. difference
6 - 10 6 - 10 50 50 50
cooler on/off [°C]
max. permitted pressure
loss in coolant circulation 0.5 0.5 0.5 0.5 0.5
[bar]
max. permitted pressure
loss in raw water circulation
[bar]
8
Intake side 0.2 0.2 0.2 0.2 0.2

Delivery side 1 1 1 1 1
Coolant quantity in engine
with keel cooling [l] 11 14
without installed
18 38 43
compensation tank
with installed compensation
43 63 68
tank
Cooling water quantity with
21 26 28 50 55
raw water cooling [l]
Tab. 40: Technical data for dimensioning of cooling systems
Note:
maximum loading temperature 50°C
12/01 8 - 21
8
Fig. 104: BF6M1015M Keel cooling
Coding in schematic Connection size mm Description

diagram
B 52 50 Coolant intake
B 53 50 Coolant exit
B 62 20 Compensation conduit
B 63 8 Venting line
B 109 20 Return from heating
B 110 22 Inlet to heating
8 - 22 12/01

Fig. 105: BF6/8M1015MC Keel cooling

diagram
B 63 8 Venting line
12/01 8 - 23
8
Fig. 106: BF6M1015M Raw water cooling

diagram
B 63 8 Venting line
8 - 24 12/01
Fig. 107: BF6/8M1015MC Raw water cooling

diagram
B 63 8 Venting line
12/01 8 - 25
8.5.2 Heat quantity to be dissipated
Engine type Power Heat quantity to be dissipated in cooling water

in [kW] at full load and speed in [rpm]
2300 2100 1900 1800 1500
BF4M1013M A 70 68 64 61 52
B 84 81 76 69 60
Unit – – – 70 67
BF4M1013M/C A 86 78 71 68 61
B 101 91 82 83 73
Unit – – – 86 78
BF6M1013M A 108 98 88 85 76
B 127 114 103 100 91
Unit – – – 105 101
BF6M1013M/C A 130 115 106 103 91
B – – – – –
Unit – – – 124 115
BF6M1013M/C/P A 144 128 116 111 100
B 171 152 136 132 111
Unit – – – – –
BF6M1015M A – 176 168 158 141
8 B – 197 190 180 160
Unit – – – 180 160
BF6M1015M/C A – 275 260 240 220

B – 360 310 290 260
Unit – – – 315 280
BF8M1015M/C A – 375 350 330 290
B – 480 410 385 340
Unit – – – 425 370
Tab. 41: Heat quantity to be dissipated

(Tab. 25: and Tab. 26:)
NOTE:
For engine 1013 with charger air cooling, additional heat quantities must
be dissipated. Please note Table 42.
8 - 26 12/01
8.5.3 Additional heat quantities to be dissipated for 1013

with charger air cooling
Engine type Power Separately in the charger air system, the

additional
heat quantities to be dissipated
in [kW] at full load and speed in [rpm]
2300 2100 1900 1800 1500
BF4M1013M A – – – – –
B – – – – –
Unit – – – – –
BF4M1013M/C A 26 25 23 22 19
B 30 29 28 25 23
Unit – – – 26 24
BF6M1013M A – – – – –
B – – – – –
Unit – – – – –
BF6M1013M/C A 36 35 32 30 27
B – – – – –
Unit – – – 37 34
BF6M1013M/C/P A 43 42 39 37 30
B 52 48 44 40 34 8
Unit – – – – –

Tab. 42: Additional heat quantities to be dissipated for 1013 with charger air cooling

(Tab. 25: and Tab. 26:)
12/01 8 - 27
8.5.4 Circulating amount of water in cooling circuit
Engine type Circulating amount of water in cooling circuit with

sea water cooling or keel cooling
in [l/min] at full load and speed in [rpm]
2300 2100 1900 1800 1500
BF4M1013M 170 155 145 140 120
BF4M1013M/C 170 155 145 140 120
BF6M1013M 170 155 145 140 120
BF6M1013M/C 170 155 145 140 120
BF6M1013M/C/P 170 155 145 140 120
BF6M1015M – 120 109 103 86
BF6M1015M/C – 120 109 103 86
BF8M1015M/C – 150 135 130 110
Tab. 43: Circulating amount of water in cooling circuit
8.5.5 Circulating amount of water in sea water cicuit or

charge air circuit
8 Engine type Circulating amount of water in sea water circuit

in [l/min] at full load and speed in [rpm]
2300 2100 1900 1800 1500

BF4M1013M 160 145 135 130 110
BF4M1013M/C 160 145 135 130 110
BF6M1013M 160 145 135 130 110
BF6M1013M/C 160 145 135 130 110
BF6M1013M/C/P – – – – –
BF6M1015M – 350 320 300 250
BF6M1015M/C – 350 320 300 250
BF8M1015M/C – 500 450 430 360
Tab. 44: Circulating amount of water in sea water circuit
8 - 28 12/01
8.6 Heating
Heat from the liquid-cooled DEUTZ diesel engines can be used to heat the
driver cabin or guest rooms.
The engine coolant is routed directly to the heat exchanger and the heat is
given off directly to the environment (direct heating).
As an alternative, the engine heat can be transferred to an intermediate heat
exchanger (transfer cooler) into a separate heating circuit with heat
exchangers (indirect heating). Heating leaks do not thus endanger the engine
cooling.
8.6.1 Direct heating

The engine fluid impinges the heat exchanger directly. Heat exchangers for
heating include:
• Convectors,
• Cooler network with convectors.
12/01 8 - 29
Connecting up the heat exchanger for heating to the engine cooling system is
shown in the following figure.
3 4
1 2 2
5
6 7
8
8
Fig. 108: Engine coolant circuit, direct heating
1 Heater fan and heat exchanger

2 Convectors
3 Return line, heating M26 × 1.5
4 Inlet
5 Thermostat
6 Outlet
7 Fluid pump
8 Engine oil cooler
9 Heating connection M30 × 2
8 - 30 12/01
The engine fluid quantities at maximum rated speed are listed below for
heating systems.
These quantities result from the listed resistances on the fluid side of the
heating system, thus for heat exchangers including pipelines, valves and
fittings, auxiliary heating, and if necessary, throttle.
Max. engine fluid Min. resistance of

quantities for the heating system Engine rated speed
heating in in in
Engine [l/min] [bar] [rpm]
BF4/6M1013E/C 18 1.1 2300
BF6M1015M/C 40 0.7 2100 min-1 2100
BF8M1015M/C 50 -1 2100
0.57 1900 min
-1
0.52 1800 min
0.31 1500 min-1
Tab. 45: Engine fluid quantities
Because the listed quantities cannot be exceeded, the specified resistances

are minimum values.
In order to influence the even coolant distribution in the engine circuit and
heating circuit appropriately (e.g., when flow resistance of the heating circuit
is significantly lower than the flow resistance of the engine), a throttle must be
installed on the inlet of the heat exchanger for heating (as an alternative, on
the outlet or inlet of the engine).
For the throttle design, please contact the installation service.
8

Pipeline diameters are to be determined according to specification, the flow
speed of the coolant of 4 m/sec cannot be exceeded.
Recommended pipeline diameter of 20 mm (interior width) up to approx. 10 m
total pipeline length. For longer pipelines, contact the installation service.
For long heating pipes, the additional flow resistances are to be considered.
They could require an additional pipe diameter increase.
For engines with integrated cooling system, the size of the compensator
reservoir was designed for a certain, circulating coolant quantity.
It is recommended to install a compensator reservoir for heating systems
whose coolant filling requires more than 10 litres.
12/01 8 - 31
8.6.2 Indirect heating

A transfer cooler is installed in the engine coolant circuit where the engine heat
from the engine coolant is transferred to the heating circuit fluid.
1 4
6
8 7
9
2
8 3
Fig. 109: Engine coolant circuit, indirect heating
1 Compensator reservoir
2 Heater fan
3 E-pump
4 Inlet
5 Thermostat
6 Outlet
7 Fluid pump
8 Engine oil cooler
9 Heating connection M30 × 2
All specifications for the flow resistance as well as line diameter for the transfer
cooler/engine circuit correspond to the specifications inTable 45.
The design of the pipeline diameter of the heating system including valves and
fittings and heat exchanger for heating (heater fan) are to be adjusted to the
electro-motor fluid pump used and their characteristic values.
The heating circuit transfer cooler/heat exchanger for heating must be
equipped with a compensator reservoir with venting and release valves.
8 - 32 12/01
8.6.3 Heating connections

BF 6M 1013 M/C/P
BF 4M 1013 M/C/P

M/C/P
12/01 8 - 33
8 Cyl.
6 Cyl.
8 Fig. 111: Heating connections 1015

8 - 34 12/01
8.6.4 Heat exchanger for heating

The heat exchanger for heating including warm air fan can be designed by
specialised companies.
When dimensioning the heat exchanger for heating, it must be observed that
the coolant tap on the engine only has a limited coolant quantity available
(e.g., 18 l/min at BF4M1013M).
A 30 °C temperature drop in the coolant is permitted between inlet and outlet
at the heat exchanger for heating at maximum engine power.
If the heating is designed so that it can dissipate more heat with the available
quantity of coolant, the engine cannot reach its appropriate temperature
despite a closed thermostat. This must be avoided by proper heating
dimensioning.
If the entire engine coolant heat should be used for heating, the heat
exchanger for heating must be switched in parallel to the cooler for the engine
coolant. The coolant flow must be controlled via a temperature-controlled
changeover-switch either via the heating cooler or engine coolant cooler. The
full coolant flow is then available for the heat exchanger for heating. Only a
maximum of 8 °C temperature drop of the engine coolant is permitted.
This type of heating system is only reasonable when the engine is primarily
used at full power. It is advisable to contact the installation service.
8.6.5 Auxiliary heating

8
1015 The driver cabins or rooms are heated with auxiliary heating during engine
stand still.

The auxiliary heating system is connected in series in the fluid circuit of the
heating system, and the coolant is heated as needed. An electric auxiliary
pump provides the coolant circulation, so that the engine can also be heated
depending on how it is switched.
The heat of the auxiliary heating system is generated by burning diesel fuel.
The auxiliary heating is thus a complex system and requires careful installation
(exhaust system, combustion air system, electrical system, fuel supply, …).
When installing this kind of auxiliary heating, the manufacturer instructions
must be followed.
12/01 8 - 35
8.7 Engine pre-warming
8.7.1 Engine 1013

Coolant pre-warming can be provided by a heating element 230 V/820 W.
It should be installed according the following figure.
8
Fig. 113: Engine pre-warming 1013
Thermostatic regulation is not used, because overheating does not occur at

this heating capacity.
8 - 36 12/01
8.7.2 Engine 1015

Coolant pre-warming is provided by an external unit with 230 V/2 kW heating
capacity.
Installation and connecting to the engine is done by the shipyard or the engine
installer.
The unit is not supplied by DEUTZ. It has to be ordered separately from the
manufacturer (e.g. IKL Anlagentechnik, P.O. box 1349, D-42757 Haan/
Germany,
Phone (0 21 29) 5 10 51).
8.7.2.1 IKL-pre-warming unit
Function The electro-circulation pump installed in the pre-warming unit pumps the
engine water in the circuit through the electro-flow heater and cooling water
circuit of the diesel engine when the diesel engine is stopped.
The engine water is heated with a constant amount of heat. The desired
temperature is pre-selected from the installed 10…120 °C adjustable control
thermostats (design T2 + T3).
After switching the diesel engine on again, the pre-warming unit shuts off
automatically. The non-return valve installed in the unit closes. When the
diesel engine stops again, and the temperature drops below the pre-selected
level, the engine is again supplied with constant heat.
The control thermostat installed as limiter in the setting range of
10…120 °C serves as safety regulator. It protects the pre-warming unit from
8
excessive temperatures (design T1 + T2).

The T3 design is also equipped with an under-temperature limiter as well as
over-temperature protection.
The IKL-pre-warming unit of the series 7302 is switched in two stages. Units
of the series 7303 and 7304 are switched in three stages.
12/01 8 - 37
8
Fig. 114: Electric pre-warming unit for water
1 Terminal box
2 Pump with drive motor
3 Depletion G½
4 Automatic venting
5 Check valve
8 - 38 12/01
Fig. 115: Engine and pre-warming unit
1 Pipe 18×2, or hose 19×26×…

2 Pipe 22×2, or hose 22×29×…
12/01 8 - 39
8.8 Gearbox oil cooling
8.8.1 Cooling with raw water

Install the gear box oil cooler, possibly fuel cooler. etc., in raw water circuit
after engine.
8.8.2 Keel cooling
8.8.2.1 1013
with charge air cooler

Gear box oil cooler after charge air cooler in 2nd circuit.
without charge air cooler
Install separate pump, or direct hull cooling of gear box oil.
8.8.2.2 1015
Only gear box oil cooler in the line from hull cooling to engine, with a parallel
8 throttle, if the cooler is not dimensioned for the entire coolant quantity. Max.
coolant temp. in this case 50 °C.
8 - 40 12/01
Cooling capacity
Fresh water Engine Cooling capacity Fresh water
power Fresh water throughput
Peng Pg (cp = 1.0 Wh/kgK)
Engine in [kW] in [kW] in [kcal/h] in [l/min] at 60/75 °C
BF4M1013M/C 118 4.4 3805 4.9
BF6M1013M/C 195 7.3 6288 8.1
BF6M1015M/C 330 12.4 10641 13.8
BF8M1015M/C 440 16.5 14187 18.3
Tab. 46: Cooling capacity for ship gearbox, fresh water
Pg = Peng × 0.03 × 1.25
Formula 21: Cooling capacity, fresh water
Cooling capacity
Raw water
Engine
power
Peng
Cooling capacity
Raw water
Pg
Raw water
throughput
(cp = 1.0 Wh/kgK)
8

Engine in [kW] in [kW] in [kcal/h] in [l/min] at 60/75 °C
BF4M1013M/C 118 7.1 6088 2.7
BF6M1013M/C 195 11.7 10060 4.4
BF6M1015M/C 330 19.8 17025 7.5
BF8M1015M/C 440 26.4 22700 10.0
Tab. 47: Cooling capacity for ship gearbox, raw water
Pg = Peng × 0.03 × 2.0
Formula 22: Cooling capacity, raw water
12/01 8 - 41
8
8 - 42 12/01
9 Lubrication system
9.1 General
DEUTZ engines have a compressed oil circulating lubrication. The oil
pressure and the oil flow ensure engine lubrication and a not inconsiderable
part of the engine cooling.
Changes to the lubrication oil or cooling oil system require the approval of the
DEUTZ head office.
Standard filter Non-classified engines are equipped with a lubricating oil filter cartridge
Lubrication system
reversible dual filter mounted directly on the engine. For classified engines, or for required
reversible dual filters, a reversible dual filter is installed separately on the
engine by DEUTZ, or is furnished separately to be installed in the ship with
connecting hoses.
Attention! All hose connectors are of identical thread!

When disconnecting hoses, e.g. for lowering the
engine by crane, for reconnection the indicating
arrows on connection piece and/or filter, resp.,
must be observed!
After disconnecting the hoses the open connection
fittings must be plugged immediately!
Strict cleanliness is of utmost importance! 9
Note:
When using a separate dual filter with hose connection the
shipyard/installation firm must provide and install a self-made drip pan
below the filter. Such pan is not furnished by Deutz.
If the filter must be moved to another place for reasons of space or another
filter should be used, it is necessary to contact DEUTZ for filter authorisation.
12/01 9-1
Lubrication system
Fig. 116: Reversible lubrication oil filter as example 1013
9.2 Partial flow fine filter

The head office must be contacted if a partial flow fine filter is subsequently
installed on the engine.
Because circulating quantities and pressures are carefully matched in the
9 lubricating oil system, there is the danger of affecting the injection oil piston
cooling with subsequent filter mounting. The engine guarantee can only be
upheld if these types of mounting are only carried out in co-ordination with the
head office.
9-2 12/01
9.3 Changing the oil level markings for tilted

engine mounting
The oil level must be checked when the engine is horizontal.
The permitted deviation: 2°.
If an engine is stationary mounted in a permanent tilted position, the oil
measuring stick must be adjusted to the tilted position. I.e., the maximum and
minimum must be marked again.
Determining the new markings is performed most appropriately as follows:
• Set up the engine horizontally before installing it at a tilt.
• Fill oil up to the "Min.” mark, and keep a record of the filled-in oil quantity.
• Fill oil up to the "Max.” mark, and keep a record of the difference of oil
quantity.
Lubrication system
• Solder the markings onto the oil measuring stick.
• Install the engine into the tilted position with the maximum oil filling.
• Insert the dry oil measuring stick and mark the wetted level with an
indentation.
• Drain the max/min oil quantity difference, i.e., the measured minimum
quantity must be present in the engine.
• Insert the dry oil measuring stick and mark the lowered wetted level with an
indentation.
When starting up, proceed as specified in the operating instructions.
Remark: For oil pans corresponding to BS9201 and 9202 the dip stick marking
does not have to be changed up to an installation incline of 10° flywheel
high/low.
9
9.4 Pre-lubrication
Normally, pre-lubrication prior to start-up is not required for engines 1013M
and 1015M. If pre-lubrication is necessary for special applications (e.g.
immediate standby application, or emergency power generators for long-term
operation), a pre-lubrication device can be mounted on engines 1015M, on
connection point B 151 (thread M18x1.5). Oil for pre-lubrication is taken from
the oil pan, at the oil drainage screw. A check valve must be provided in the
pre-lubrication device.
12/01 9-3
Lubrication system
9-4 12/01
10 Speed adjustment
The speed adjustment for main drive engines is normally done with a Bowden
cable. It must be routed in a generous arc and must not touch hot components.
Moment on the Moment on the

speed adjustment lever shut-off lever
Engine in [Nm] in [Nm]
BF4/6M1013M/C 5.0 1.5
BF6/8M1015M/C 5.0 5.0
Tab. 48: Permitted forces/moments at the adjustment lever stop
Speed adjustment
10
12/01 10 - 1
10.1 1013
10.1.1 Large-scale speed adjustment range (Main drive)

Speed adjustment
10
Fig. 117: Speed adjustment 1013

1 speed adjustment lever
1a Idling
1b Full load
2 Stop lever
3 In operation
10 - 2 12/01
10.1.2 Small speed adjustment range (Aggregate)
Speed adjustment
10
Fig. 118: Fine speed adjustment 1013
For installation of an Add-on-Regulator (e.g. Barber Colman) a nominal speed
regulator must be provided with reinforced shaft bearing of the stop lever. For
nominal speed regulation this design provides an automatic protection against
excessive speed [RPM].
12/01 10 - 3
10.2 1015
10.2.1 Large-scale speed adjustment range (Main drive)

Speed adjustment
10
Fig. 119: Bowden cable engine 1015
10 - 4 12/01
10.2.2 Small speed adjustment range (Aggregate)

Aggregate engines of series 1015 are furnished exclusively with electronic
GAC regulator. This regulator type provides good regulation quality covering
prolonged operation time at small P grade.
The regulation unit is composed of an electronic control device (to be mounted
separately in a control box within the engine room), of an induction-type RPM
sensor (mounted on the SAE housing, thread M 16 x 1.5, of a magnetic valve
in the fuel line (for excessive RPM protection), and of an electro-mechanical
actuator mounted on the injection pump.
10.2.2.1 Control unit
ESD 5500 E
Speed adjustment
10
Fig. 120: GAC regulator

The control unit ESE 5500 CE performs the following functions:
- Single-, or Parallel operation
- Isochroner (P degree = 0%), or P degree operation (droop)
- Fixed RPM- or All-RPM regulation
- Adjustable idling (idle)
- Connection for synchronizer, load regulator, RPM ramp, ect.
- Supression of resonance vibrations (soft coupling)
- Starting fuel quantity
12/01 10 - 5
The control unit's terminal strip is provided with 14 terminals, labeled with
letters A thr. P.
1) A-B Actuator, 12 V or 24 V design.
2) C-D RPM sensor (Pick Up)
3) E-F Power supply. Install a fuse of 8 A in the + lead.
4) G-H-J RPM potentiometer
5) K-L Switch open: Motor runs isochron
(P degree 0)
Switch closed: Motor runs at P degree (Droop)
For selection of the P degree the switch must be closed.
6) G-M Switch open: Motor runs at nominal RPM
Switch closed: Motor idles at low speed.
The switch must be closed for selection of low idling.
7) N Connection (Aux) for auxiliary modules (load distribution,
LDA)
8) P Power supply for auxiliary modules (10 V output)
Speed adjustment
10
10 - 6 12/01
Speed adjustment
Fig. 121: GAC regulator, terminal strip
10.2.2.2 RPM sensor, excessive speed protection, and actuator
RPM sensor, magnetic valve for excessive speed protection, and actuator are
mounted on the motor.
10
12/01 10 - 7
10.2.2.3 Cable routing
Cables are to be routed as shown in fig. 117.

Additional cable shielding must be provided if interference fields are present.
Basically, the following leads must be shielded over their entire length: RPM
sensor leads to terminals C and D, and actuator leads to terminals G and H,
or A and B, resp. The shielding must be insulated in order to assure absence
of uncontrolled connection with mass. Sometimes regualtion can be interfered
with from interfering signals. Only the shielding ends on the regulator are to be
connected with the installation, the opposite end has to remain free.
During operation the actuator cable must never be separated!
The following minumum cross sections [mm2] are required for major cable
connections:
Terminals <6m > 6 < 10 m
A - B to actuator 1.5 2.5
Speed adjustment
E - F to battery 1.5 2.5

C - D to RPM sensor 2 x 2.0 mm2 shielded
10
10 - 8 12/01
11 Sound insulation and

sounddamping
Sound insulation and sounddamping

11.1 General
The noise of a diesel engine is composed of many individual noises together.
For example:
• the intake and exhaust noise,
• the injection, combustion, valve drive, wheel drive, and bearing
noise as well as
• the ventilator noise.
The diesel engine radiates noise through its entire surface and transmits these
further via all joints and bedding to the hull.
The noise level increases with increasing engine speed.
The total of all noise emissions from all machines located and being operated
in one room: Engines, motors, drive tranmissions, ventilators, compressors,
pumps, etc., generate a noise level which is further amplified by the reflection
from the enveloping walls, floor, and ceiling. The generated noise is partly
transmitted through the walls and thus radiated into neighboring rooms. The
noise generated by the machines in this room is conveyed in the form of
airborne noise through the walls into neighboring as well as to other rooms in
the building, through building foundation, floor, ceiling, and rigidly mounted
pipelines.
With the use of engines as main drives of ships the propeller represents a
considerable source of noise. The propeller-generated vibration noise is
conveyed as airborne noise, similar to the machine-generated noise described
above.
Noise abatement measures are to be taken into considaration already at the
outset of engine application planning; noise abatement after installation, if
possible at all, would be extremely expensive.
11
12/01 11 - 1
11.2 Sound insulation

This is the most important acoustic measure and means the extensive
acoustic isolation of the noise sources from the environment. This can be
achieved by separating walls, enclosure of the engine, and structure-born
noise insulation, depending on type of mounting.
Airborne noise insulation can be achieved initially through utilization of elastic
components, such as engine bedding pads.

Separating walls and enclosure should either be structurally insulated
(elastically attached) to the engine, or dampened. Sound absorbing material
must be attached to the engine. Enclosures must be sealed as well as
possible; ducts for operating elements and supply lines to the engine must be
sealed off.
To increase the insulating effect of enclosure walls, it is recommended to
make them from sandwich plates or from plastic, or to coat them with sound-
absorbing masses (layer thickness 3 x plate thickness), or heavy layer mats.
Ahead of engine room ventilators, or at the intake of cooling/ventilating units
direct noise radiation can be effectively abated by the use of deflecting ducts
rather than straight ones. It must be noted that the supply duct is designed
large enough so that the cooling air loss remains reasonable.
Such ducts are to be covered with sound absorbing material (damping).
Analogous arrangements must be made for the exhaust ducts and scavenging
air ducts in enclosure designs.
11
11 - 2 12/01
11.3 Sound absorption

Uninhibited reflection on the walls can increase the effective sound level in
spaces or enclosures. This could require additional absorption measures
under certain circumstances.
In order to degrade the vibrations, and thus the noise emissions from walls and
other large surfaces, the latter are to be subjected to appropriate noise

absorption measures.
An important part of sound absorption is the inner lining of the enclosure with
foam or fibrous materials, whose surfaces can be covered with a perforated
plate.
Exhaust gas noise and cooling ventilator noise are the most prominent among
the noise portions emitted to the environment of the engine room. In order to
comply with noise-limiting rules and regulations it is necessary to install noise
absorbing devices on all engine room openings, such as air intake and
exhaust apertures. The following principle of acustics is applicable, in
approximation, to establish the reduction of noise level:
A1
Lnx (dB) = Ln1 + 16.6 x ln
Ax
Lnx (dB) : Noise level in distance Ax (m)
Ln1 (dB) : Noise level in distance A1 (m)
Formula 23: Acustic principle
11
12/01 11 - 3
11.4 Material for sound insulation and sound

absorption
The subsequent material example offers both sound absorption and sound
insulation in its structure and mass.
Sound insulation • Sound-absorbing masses, sprayed-on; thickness of the sound-absorbing
masses max. 3 x plate thickness
• Heavy mat, glued on

• Sandwich plate
• Plastic plates
• Double wall construction of enclosures
Sound absorption • Foam, at least 20 mm thick or stronger for air supplies, permanently glued
or mechanically secured.
• Fibre or foam, prevented from pouring out, and protected against sponging
of moisture, by plastic foil retained by a perforated plate with 20 to 25 % of
perforation.
Sound isolation • Decoupling via elastic beddings or connecting enclosure walls with elastic
elements.
11
11 - 4 12/01
For the insulation of vibrations, e. g., of the floor of operator cabins, mats made
of jute felt with heavy-gauge rubber sheets can be provided.
Material Installation location Composition

Sound- Large surface plates and
absorbing covers
masses,

Foam, open Air supply and exhaust
pores ducts
Foam, film Engine room

coating
Fibre material Engine room, driver

(rock wool) cabin
Floor coating Drive cabin
Absorption Separating walls

mats
Tab. 49: Absorption materials

11
12/01 11 - 5
11.5 Additional measures for enclosing the

engine
The sound insulation has high heat insulation which must be considered when
dealing with heat dissipation.
The internal temperatures of an engine enclosure can increase dramatically,
therefore the temperature resistance of useable construction elements and
engine attachments must be observed.

For the thermal relief of the engine room, it is recommended to use forced air
ventilation with an additional fan, or to use appropriate installation measures
on the air supply and exhaust lines of the engine.
11
11 - 6 12/01
12 Electrical system
12.1 Batteries
For electrically started engines, very high current surges are required from the
battery while starting. The batteries must be capable of delivering this current.
For cold starting, low temperature test current is decisive, in addition to the
battery capacity (see DIN 43539, section 2). The specifications are indicated
on the battery.
Highly reliable low temperature test currents are allocated to the starters. In
the following table, this allocation with battery size specifications are entered.
Use of batteries with cold testing current higher than recommended results in
reduced life expectancy of the starter, damages of starter pinion and/or
toothed flywheel ring are to be expected. Cold starting is worsened with
insufficient low temperature test current.
The environmental temperature of the batteries may not exceed a max. of
60 °C.
Batteries must be installed with easy accessibility for maintenance work,
unless maintenance-free batteries are used.
Batteries must be mounted so that movement is not possible.
Electrical system
The battery mounting space must be well ventilated. Mounting of electrical
switch gear in the environment of batteries is not permitted, due to possible
sparking with subsequent danger of explosion.
Maintenance regulations and further instructions are to be found in the
manufacturer’s specifications.
Note:
Unless furnished by Deutz, all open electrical connections are to be
shielded with protective covers, such as caps, etc.
12
12/01 12 - 1
Allocation of batteries and dimensioning of starter battery cables leading to various
12/01
starters
Battery cold Battery cold Starter short Minimum/Maximum Cable length Min./Max. in[m] with a lead cross section in
Starter type Permitted
Nominal testing current testing current circuit current permitted total [mm2] of
and battery
voltage in acc. to DIN acc. to SAE, at 20°C** in resistance in [mΩ]
performanc capacity at
[V] 43539/2 at BCI, or DIN [A] RBatt + Rfeeder line 35 50 70 95 120
e in [kw] 27°C in [Ah]
18°C in [A] EN50342 in [A]
88 395 660 1150 3.1 - 4.7
110 450 750 1150 3.1 - 4.7 Current 0.0 - 1.4 0.0 - 1.9 0.0 - 2.6 0.0 - 3.3
IF 3.0
12 143 570 950 1250 3.1 - 4.7 load too 0.3 - 2.4 0.4 - 3.4 0.5 - 4.5 0.6 - 5.8
(1013)
176* 790* 1320* 1480 3.1 - 4.7 high 1.4 - 3.5 1.9 - 5.0 2.6 - 6.6 3.3 - 8.4
210* 700* 1160* 1325 3.1 - 4.7 1.0 - 3.1 1.4 - 4.5 1.9 - 5.9 2.4 - 7.6
66 300 500 940 8.4 - 12.0 0.0 - 1.0 0.0 - 1.4 0.0 - 1.9 0.0 - 2.6 0.0 - 3.3
88 395 660 1050 8.4 - 12.0 0.0 - 3.5 0.1 - 5.0 0.1 - 7.0 0.1 - 9.3 0.2 - 11.9
IF 4.0
24 110 450 750 1100 8.4 - 12.0 1.0 - 4.4 1.5 - 6.3 2.1 - 9.0 2.7 - 11.9 3.5 - 15.3
(1013)
170 600 1000 1100 8.4 - 12.0 2.8 - 6.2 4.0 - 8.8 5.6 - 12.6 7.4 - 16.6 9.5 - 21.2
210* 700* 1160* 1100 8.4 - 12.0 3.5 - 6.9 5.0 - 9.9 7.1 - 14.1 9.4 - 18.6 12 - 23.8
88 395 660 1520 6.8 - 9.0 0.0 - 1.4 0.0 - 1.9 0.0 - 2.6 0.0 - 3.3
110 450 750 1620 6.8 - 9.0 Current 0.0 - 2.8 0.0 - 3.9 0.0 - 5.2 0.0 - 6.6
KB 5.4
24 143 570 950 1760 6.8 - 9.0 load too Current load 1.9 - 6.9 2.6 - 9.1 3.3 - 11.7
(1015)
170* 600* 1000* 6.8 - 9.0 high too high 2.5 - 8.0 3.3 - 10.6 4.2 - 13.5
210* 700* 1160* 6.8 - 9.0 4.0 - 11.0 5.3 - 14.6 6.8 - 18.7
110 450 750 1600 5.2 - 8.4 0.0 - 1.9 0.0 - 2.6 0.0 - 3.3
Current Current
KB 6.6 143 570 950 1750 5.2 - 8.4 0.0 - 4.9 0.0 - 6.5 0.0 - 8.3
24 load too load too
(1015) 176 790 1320 2000 5.2 - 8.4 1.9 - 8.0 2.6 - 10.6 3.3 - 13.6
high high
210* 700* 1160* 5.2 - 8.4 0.9 - 7.0 1.2 - 9.2 1.5 - 11.8
Tab. 50: Allocation of starters and batteries, and dimensioning of starter/battery cables
*= The battery's cold testing current is higher than permitted for the specific starter. Therefore this battery should not be used in conjunction with the
corresponding starter. If batteries of higher capacity are required for technical reasons it is necessary to use correspondingly long cables, in order to comply
with the rules for maximum/minimum total resistance of batteries and cables. The cable lengths listed in the table are approximations only, the prescribed
resistance has priority. Compliance has to be ascertained through resistance measurement, if required.
** = The short circuit current at 20°C represents the maximum occurring starter current. The cable cross section is determined by this value.
12 - 2
12
Electrical system
12.2 Dimensioning the cables between

starter and battery
The calculation to determine minimum cross section values includes the
consideration of cable heat rise and total resistance of the system.
i For classified installations the following calculations are for information
only. The values set forth by the individual classification groups have
priority.
12.2.1 Minimum cross section corresponding to cable

heat rise
Calculated determination of the minimum cross section has to include
consideration of cable heat rise at short-term permitted cable load of
30 A/mm2 according to the following equation:
Ik Ik
q [mm²] = =
IL 30
Electrical system
Formula 24: Cable cross-section
This minimum cross section q must not be reduced under any circumstance!
12.2.2 Required nominal cross section corresponding to

total resistance
The total resistance of the system is composed of internal battery resistance,
resistances of feed lines, return lines, and connecting lines, and of transition
resistances.
12
Rtotal = Rbattery internal + Rfeed line + Rreturn line + Rconnection lines + Rtransition
Depending on starter size the total resistance Rtotal has to be present, the
magnitude of which has to be taken from Tab. 50 on page 2. The individual
resistances, thus cross sections, batteries, and cable lengths can be selected
so that the permitted range of total resistance is in compliance with the
limitations.
12/01 12 - 3
Calculation of internal battery resistance:
The internal battery resistance of a fully charged battery (PE = %) at 20°C can
be calculated from the cold testing current IKP noted on the battery acc. to DIN
43539 (30 sec discharge time, 9 V minimum voltage per 12 V battery) (Values
applicable for lead acid batteries only):
For 12 V systems RiBatt+20°C = 2400x(0.687/IKP)

For 24V systems RiBatt+20°C = 4800x(0.687/IKP)
For other than DIN 43539 values for cold testing current the internal battery
resistance must be amended accordingly.
For indications according to SAE, BCI, and DIN EN 60095-1 (will be changed
to DIN EN 50342) the cold testing current increases by factor 1.66, compared
to DIN 43539.
On rare occasions IEC is indicated (60 sec. discharge time, 8.4 V minimum
voltage). For this the increase factor is 1.15 compared to DIN 43539.
These factor are to be taken into account for each calculation of internal
battery resistance.
Electrical system
12
12 - 4 12/01
Calculation of cable resistance:
After the required cross sections corresponding to cable heat rise have been
determined, the cable resistances can be determined from table 'Copper lead
cross sections':
Nominal Resistance Diameter Diameter permitted permanent

cross section per m cable [mm] including current **
[mm2] length [mΩ/ insulation * [A] at environmental temp.
m] at 20°C [mm]
+ 30°C+50°C
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
Electrical system
Tab. 51: Copper lead cross sections acc. to DIN ISO 6722 part 3, PVC insulation
* smaller ODs possible when using different insulation matter (Values in

brackets for material TPE-E, lead 13Y acc. to Deutz factory
standard 823 600-2, temperature-proof from - 40°C to
+ 150°C, e.g. for engine cable harness).
** acc. to DIN VDE 0298, part 4.
Lead length for 2-pole cables normally used for marine application applies to
the + lead, the connection lead between batteries, and
the -lead.
12
12/01 12 - 5
Calculation of transition resistances:
Transition resistances differ considerably, they can not be globally calculated.

Especially on installations with many transitions, or when utilizing a battery
cut-off switch, these resistances can be determined only through
measurements.
Example: Nominal cross section of starter main line
Installed lead acid battery acc. to DIN 45539:
2 x 12V, 143Ah, IKP = 570A, IK = 1760A
(see table "Allocation starter/battery”)
Installed starter:
5.4 KW, 24V with perm. total resistance Rtotal = 6.80...9.00 [mΩ]
(see table "Allocation starter/battery”)
Cable length from battery to starter terminals:4.5m

Return line starter to battery: 1.0m
Total cable length: 5.5m
Cable cross section =? Lead resistance =?

Electrical system
a) Calculation of minimum cross section:
Minimum starter main line:
Ik Ik
q [mm²] = = = 1760/30 = 58.6 mm2
IL 30
Selected: 70mm2
12
12 - 6 12/01
b) Calculation of nominal cross section:
From 70mm2 selected nominal cross section the cable resistance is taken
from table "Copper lead cross section"
Rlead = 0.259 x 5.5 [mΩ/m x m = mΩ] = 1.425 [mΩ]
Transition resistance: Measured proof required; however,

considered negligible.
Internal battery resistance: RiBatt + 20°C = 4800 x (0.687 / IKP)

= 4800 x (0.687 : 570)
= 5.785 [mΩ]
Total resistance: Rtot = RiBatt+20°C + Rlead

= 5.785 + 1.425 = 7.210 [mΩ]
c) Result:
The total resistance is within limitations of the permitted total resistance of

6.80....9.00 [mΩ] , i.e. the selected nominal cross section can be maintained
for the cable length noted above.
Electrical system
12
12/01 12 - 7
12.3 Starter
The starter is to be protected against water spray, oil, and excessive
temperature. A guard plate is to be provided.
For permitted permanent temperature of the starter housing (Pole housing)
+ 100 °C must not be exceeded. The maximum permanent permitted housing
temperature of the starter's engaging magnet is also +100 °C.
Short-term temperature peaks up to +120 °C are permitted on both measuring
points, 'short-term' is defined as maximum 15 min, and the total of such
occurrences is limited to appr. 5 % of the total operation time.
Electrical system
12
Fig. 122: Diagram Starter 12V 3.1 kW single-phase, 24 V 4.0 kW single-phase
12 - 8 12/01
Fig. 123: Diagram Starter 24 V 4 kW 2-phase, 24 V 5.4 / 6.6 kW 2-phase

Electrical system
Code No. Type of electrical component Application range

G 1 Generator Power supply 12
H2 Signal lamp Load control
M1 Starter Engine start
P4 RPM indication, auxiliary Engine
possibility via pick-up
S1 Ignition start switch Engine start
S 18 Switch Display lighting
Tab. 52: Explanation of descriptions in diagrams
12/01 12 - 9
12.4 Control line to starter

and starter lock relay
12.4.1 Dimensioning of control line to starter (Battery -

Start switch - Terminal 50)
Dimensioning of the starter control line can be selected from diagram (s. Fig.
124:), if it is routed as one individual, separate lead between battery – start
switch - terminal 50.
Determining the cable cross section with known

Cable cross section
cable length of the control cable

- at temperatue function limit 100°C -
+100°C
Example: Starter JF 12V 3 kW
Cable length 7m
= cable cross section > 3.8mm2
2
(next standard cross section is 4mm )
Electrical system
KB 24V 5.4 kW R=308mΩ

KB 24V 6.6 kW R=308mΩ
Minimum cross section
Length of control cable
Fig. 124: Dimensioning of starter control cable
12
12 - 10 12/01
12.4.2 Start block relay

The start-block relay prevents the single-tracking of the starter pinion with the
engine running and protects the starter pinion and the ring gear from being
destroyed. A start-block relay is always required if the engine cannot be
directly heard or observed when starting, or with double engine systems. The
mounting should be right next to the starter to keep voltage losses to a
minimum at typical cable expenditure.
When selecting the time relay, it should be observed that restarting is only
possible when the engine has stopped.
Permissible environmental temperatures of the starter-block relay: -
30 °C…+75 °C
Relay positioning (installation position): Connections facing downward
Electrical system
12
12/01 12 - 11
12.5 Generators
Generators are to be protected against heat radiation and spray water.
The highest permitted temperature of the generator is dependent on the
model. In general, the following highest values are applicable for the
generators offered in our scope of delivery:
Max. housing Cooling air

temperature temperature
in [°C] in [°C]
AC generator +90 +80 *
Regulator and AC generator, +130 ** –
mounted
Over-voltage protection device +60 –
Tab. 53: Generator temperatures
* Generators are ready for operation at all electrical conditions at up to a

maximum of 80 °C environment and air temperature
** Measuring point on the regulator: On Bosch systems letter "A" in label
GERMANY
Die Dimensioning of B+ and B- leads is determined by the maximum permitted
voltage drop of ∆Utot. = 0.8 V jointly for both leads.
With the maximum load current of the generator, via specific cable resistance
Electrical system
qR
qR = Rload lead / Llead =∆Utot. / (Iload current x Llead) mΩ/m lead
from Table 51 "Copper lead cross sections", the required nominal cross
section can be determined.
Or one can calculate:
A [mm2] = ( Iload current [A] x Llead[m] x p [mm2Ω/m]) / ∆U [V]

With p = 0.0185
12 Maximum permitted length of the load line at
12V ≤5m
24V ≤ 15 m
12 - 12 12/01
Fig. 125: Diagram Generator 28V 55 / 80 A 2-phase

Electrical system
For code No. allocation see Tab. 52: Chapter 12.3

12
12/01 12 - 13
12.6 Dimensioning various

cable cross-sections
For reason of tensile strength the cross section of control lines, lighting lines
or power supply lines, resp., has to be at least 1.5 mm2.
Heat rise and voltage decay must be taken into consideration when
dimensioning cable cross sections.
12.6.1 Lead dimensioning for heat rise

For the prevention of intolerable heat rise of cable leads, the following current
density S [A/mm2] must be complied with for all electrical conductors:
S < 30 [A/mm2] short-term consumers (e.g. Main starter cable)

S < 10 [A/mm2] continuous consumption (e.g. Load line of generator)
Minimum cross section q [mm2], which must not be fallen below, derives from:
q = I [A] / S [A/mm2]
Electrical system
12.6.2 Lead dimensioning for voltage decay

The cable lead cross section is calculated from the maximum permitted
voltage decay UVL [V] of 10% of current I [A], the specific electrical resistance
p 0.0185 [Ωmm2/m], and the cable length [m]:
A[mm2] = I [A] x p [Ωmm2/m] x L [m] / UVL [V] I = P [Watt] / U [V]
12 The so calculated cross section has to be rounded up to the next applicable

value shown in Table 51 "Copper lead cross sections".
Cross sections below 1.5 mm2 are not permitted!
12 - 14 12/01
12.7 AC generators
24 V-generators are peak-voltage resistant up to 300 V, 12 V generators are
peak-voltage resistant up to 200 V.
Voltage peaks from the generator are limited by Zener diodes to a maximum
of 56 V.
With voltage resistant or zener diode protected designs, voltage peaks in the
network can occur without endangering the generator or the regulator, e.g.,
during emergency operation without battery.
All generators and installation regulators furnished by DEUTZ are protected
against excessive voltage infiltrating from the board network.
Electronic components are being added to the power system in increasing
numbers. These electronic components are very sensitive to voltage spikes
caused by generators or switching processes in the power system.
Thus it is necessary to connect inductive components, e. g. coils, relays, or
solenoids using a free-wheeling diode or a parallel resistor.
When connecting, e. g., the battery cables on the terminals of AC generators,
correct polarity matching is of utmost importance (Generator B+ with the "+"
phase of the battery, Generator D- with the "-" phase of the battery). Reversing
the polarity means a short-circuit and destruction of the power rectifier.
Thus the generator does not function.
Electrical system
12
12/01 12 - 15
12.8 Lifter solenoid

Lifter solenoids of Diesel engines serve as an electrical engine shut-off device,
in which a system for engine monitoring can be integrated (e.g. monitoring of
oil pressure, coolant temperature, oil temperature, RPM, etc.). The solenoids
are installed directly on the engine and affect the control rod of the injection
pump via a controlling unit.
The solenoids are electrically operated in the work switching.
When the engine is started and while it is running, the solenoid is de-energised
and does not influence the control rod movement. When activated during
engine operation, the lifter solenoid moves the regulator rod to position "Zero
fuel feed". The engine shuts down.
The electric cable cross sections can be dimensioned according to Kapitel
12.6, where the permitted voltage loss for cables including terminals,
switches, and contacts can be a maximum of 10 %.
As a result of being installed close to the engine, this type of solenoid must
hold up to high acceleration forces and environmental temperatures:
• Permitted continuous vibrating stress: 20 g
• Permitted continuous environmental
temperatures: –40…+120 °C
• Permitted continuous surface
temperature of the solenoids: up to +150 °C
• Minimum magnetic forces: 80 Nm at stroke = 0 mm
50 Nm at stroke = 7 mm
• Boundary conditions and environmental
Electrical system
temperature: 75 % Uof rated and +90 °C

or
90 % UNom and +120 °C
Note
When switching off the solenoid, voltage peaks arise which can destroy
unprotected unit electronics.
DEUTZ offers solenoids with protective diodes to protect unit
electronics from these voltage peaks.
12
12 - 16 12/01
13 Engine monitoring
Monitoring systems are required for operation monitoring of the engines. The
scope of monitoring is determined by the rules and regulations set forth by
appropriate supervision authorities, by the authorized classification group, and
by the demands of the ship's owner.
Engines not permanently supervised by a machinist have to be equipped with
correspondingly extensive monitoring devices.
Deutz assumes that
Lubrication oil pressure,
Coolant temperature,
Engine RPM,
Coolant level, and
for mixing vessels the exhaust gas temperature
are permanently monitored by means of optical and/or audible alert.
Note:
On engines BFM 1013 MC (with charge air cooling only) monitoring of
the second cooling circuit for keel cooling, and of the raw water cooling
circuit, must include the charge air temperature. A corresponding switch
must be set at 60°C.
Engine monitoring
Engine shut-off must be provided for engines on which no imminent danger
from automatic shut-off exists for ship or equipment (e.g. aggregates).
13
12/01 13 - 1
13.1 Monitoring via Deutz panels

Deutz offers a complete monitoring system for monitoring marine engines
1013/1015M. Optionally three monitoring panels can be furnished, different in
respect to scope or convenience.
These monitoring systems are not classiviable.
Function (Scale range of Panel 1 Panel 2 Panel 3 Adjusted value

display)
Start/Stop and ignition key yes yes yes
Load control yes yes yes
Dimmer for instrument Continuous lighting yes yes 25 - 100 %
lighting
Horn with confirmation no yes yes
Engine stop function no no no
Self test no At ignition one full hand motion and brief lighting of alert lamps
RPM (0 - 3000 min-1) Display Display Display
Warning for excessive no no no
RPM
Engine lubrication oil Display and warning Display and warning Display and warning 0.5 bar
pressure via horn/lamp via horn/lamp via horn/lamp
(0 - 10 bar)
Coolant temperature Display and warning Display and warning Display and warning 105°C
(40 - 120°C) via horn/lamp via horn/lamp via horn/lamp
Gear drive oil temperature no Display and warning Display and warning Act. 130°C,
Engine monitoring
(50 -150°C) via horn/lamp via horn/lamp nom. 100°C

Gear drive oil pressure no no no
Exhaust gas temperature no no Display
(200 -700°C)
Charge air pressure (0 - 5 no no Display
bar)
Coolant level Warning lamp/horn Warning lamp/horn Warning lamp/horn
Parallel operation of panels no 2 x Panel 2 x Panel
possible with max. ... 2 or 3 2 or 3
Max. cable length from 15 m if 1.0 mm2 30 m bei 1.0 mm2
control/distribution box to
22.5 m if 1.5 mm2 45 m if 1.5 mm2
panel *)
Panel size, width x height x 240 x 160 x 95 326 x 160 x 145 420 x 160 x 145
depth [mm]
Tab. 54: System description monitoring panel 1, 2, or 3

13
*)Due to system provisions, cable cross sections > 1.5 mm2 can not be used
on the existing multi-lead plug connections.
13 - 2 12/01
Depending on panel type the sensors are incorporated in the engine, and
wired to a central plug connector.
Lead cr.sect.
from to
Engine monitoring
13
Fig. 126: Terminal allocation of central plug connector
12/01 13 - 3
A cable harness 2 m long is furnished for connection of the engine control box,
including the corresponding plug half. Normally the engine control box is
mounted in the engine room.
Rubber cap-protected push buttons for actuation of two overloead fuses are
located on the side of the control box. On panels 2 and 3 there is also a turn
switch located on the side of the control box, for the activation of the
corresponding panel (if several panels are provided for one engine).
For connection of the control box with the distribution box (if several panels are
provided for one engine), or with the panel, Deutz furnishes either a cable
harness 6 m long with connected plug half for the control box, or the plug half
with corresponding contact pins. The plug half for the panel is always
furnished separately.
Panel side Cable harness side
Plug:
Plug bushing: for cable 0.75
PIN Utilization
Engine monitoring
VACANT
VACANT
VACANT
VACANT
VACANT
VACANT
VACANT
VACANT
Fig. 127: Pin utilization plug half panel

Panels are always furnished as built-in devices. If they are to be installed in a
control compartment (or similar housing), such compartment has to be
13 provided by the firm/shipyard executing the installation of the engine.
13 - 4 12/01
13.1.1 Panel 1
Panel 1 represents a simple device for ships operated without Radar, and
without being subjected to special inspections, e.g. by SUK.
maximum 4 sensors, 1 Panel with open rear; permanent lighting

no audible alert
Plug half furnished with panel
Cable
one end with plug half

the other end open
Key switch:
OFF
Operation Engine control box (M1)
mounted on engine
Start
Terminal strip
Length 2m
Cooling agent temperature rigidly mounted on
control box
Cable harness
various
Oil pressure cross sections
25 pol. terminal strip
2 x PG fitting Relay 2X (1x delay)
Cooling agent level Central plug connector for customer Fuses 2X (Actuation
Engine Application outside of box)
(Bedla)
Starter
RPM
Generator
Control lines Start/Stop
Engine monitoring
This panel is applicable up to:
Operational temperature - 20°C - + 55°C
Bearing temperature - 30°C - + 80°C
Protection type IP65 on front in mounted state acc. to IEC
60529
Mounting position 0 - 90° i.e. horizontal to vertical
13
12/01 13 - 5
Adjustment of pulse number on RPM counter:

• Switch operation voltage OFF
• Depress and hold key located on the housing's rear wall
Engine monitoring
Fig. 129: RPM counter

• Switch operation voltage ON.
• Display alternatingly indicates "Pulse" and "Adjust".
• Select function "Pulse".
• Pulses per revolution are displayed.
• Immediately begin entry of No. of pulses through repeated actuation of the
key.
• The following pulse numbers are to be programmed:
13 1013M129.00 pulses
1015M167.00 pulses
• The number in flashing mode can be changed through key actuation. After
entry of the flashing number, wait 3 seconds. Then the next number begins
to flash. Do no longer actuate the key upon completion of the pulse number
entry.
• Now the display changes to operation hours counting.
• Entry is completed.
13 - 6 12/01
Entry of warning point
Engine monitoring
13
Fig. 130: Warning point selection
12/01 13 - 7
Diagrams Panel 1
Customer
Coolant tank
Coolant Level
Coolant temp.
Lub. oil pressure
RPM sensor/pick up
Engine monitoring
Battery
13
13 - 8 12/01
13 - 9 12/01
13
Engine mass
Engine monitoring
Control box mass
X17/5 Starter
X17/ Stop solenoid Y1
X17/7 Stop solenoid Y1
RPM sensor B 1/1
RPM sensor B 1/2
Lub. oil pressure B
Coolant temp.
Instrument panel
Panel P1
Engine oil pressure
RPM
Indicator
Stop key
Coolant temp.
Load control
Coolant level
Engine monitoring
Ignition lock
12 Coolant temp.
Fig. 133: Instrument panel
13
13 - 10 12/01
Notes:
Jumper required for engine 1013M

No jumper for engine 1015M
Jumper required for Panel 2

No jumper for panel 3
Color of connection cable: Brown
Color of connection cable: Pink
Color of connection cable: Yellow
Color of connection cable: Red
Connection charge air pressure G
Engine monitoring
Fig. 134: Terminal strip in control box
13
12/01 13 - 11
Engine monitoring
13
13 - 12
13.1.2
Electrical equipment version 2

max. 8 sensors, 3 Panels
engine.
Bridges / Engine panel (P2) Bridges / Engine panel (P3)
BAI fastened on
angular bracket
Engine-specific
programmed
Panel 2 and 3
Plug half
supplier of
Bridge 1 Bridge 2 Panel LU
max. 3 Panels
Key switch:
customer-supplied cable customer-supplied cable OFF - Operation - Start
Distribution box Plug half
Terminal strips loosely included

Cable (K2) 6m with LU panel

open end to distribution box / panel
Exhaust gas Therm

temperature o elem Length 2m
ent lin
e 3m rigidly mounted Engine control box (M2)
charge air pressure on control box mounted on engine
optional
Oil temperature Cable harness (K1)
Terminal strips
Gear drive
Cooling agent
25 pol. terminal strip
temperature 2 x PG fitting Relais 4X (1x delay)
for customer Fuses 2X
Oil pressure Central plug connector application Actuation outside of box
Interlock
Engine
Cooling agent
level
Start
Generator
RPM Control lines Start/Stop
Panels 2 and 3 are universally applicable, yet not classifiable. Compared to
panel 2, panel 3 includes indication of exhaust gas temperature and charge
pressure. A maximum of 3 panels 2 and/or 3 can be used for monitoring one
12/01
These panels are applicable up to:

Operational temperature - 20°C - + 55°C
Bearing temperature - 30°C - + 80°C
Protection type IP65 on front in mounted state acc. to IEC
60529
Mounting position 0 - 90° i.e. horizontal to vertical
Entry of engine type

RPM counting takes place via pick-up at the toothed flywheel ring. Engine
types 1013M and 1015M have different Nos. of teeth of the flywheel ring. This
must be considered for correct RPM indication. For this purpose a jumper is
either installed in or removed from the control box.
Entry of engine type in control box high line
Engine type 1013: Jumper from terminal 33 to terminal 38

of terminal strip X40 (see sketch)
Terminal strip
Engine monitoring
Jumper for
engine type 1013
Engine type 1015: no jumper
Fig. 136: Entry of engine type in control box high line

With High - line design (Panel 2 and 3) the warning points can be changed only
with a computer and corresponding software.
13
12/01 13 - 13
Diagrams panel 2 and 3
Customer
Coolant tank
Engine
Coolant level Exhaust gas
charge air pressure temperature
Coolant temperature
Gear drive N_
Gear drive oil temperature
Lubrication oil presure
RPM sensor
Lifter solenoid
Engine monitoring
Light generator
Battery
Starter
Engine mass
13
13 - 14 12/01
13 - 15 12/01
13
Controll box mass
relay
Main
Engine monitoring
Stop
relay
Stop plus
Stop magnet plus
Start
relay
relay
Coolant level
Coolant level
Load control
Exh.gas temp
Exh.gas temp
RPM sensor
charge air pressure
Lubrication oil pressure,
Gear drive oil temp.
Coolant temp.
Coolant level
charge air pressure
Lubrication oil pressure
Gear drive oil temp.
Coolant temp.
Instrument panel
Instrument panel
Instrument panel
Distribution box
Engine monitoring
Fig. 139: Instrument panel A, B, C, and distribution box
13
13 - 16 12/01
Engine monitoring
Fig. 140: Distribution box (for 2 or 3 panels per engine)
13
12/01 13 - 17
Notes: (N...)
1. Wiring portions depicted in broken-line fashion to be provided by customer
2. Distribution box required only for 2 or more instrument panels
3. Cables from distribution box to the panels to be provided by customer
4. Cable connection in distribution box to be made by customer
5. Resistor R* if required (depends on cable type and length; standard value 120 Ohm)
6.1 If lead 1 from panel A is connected to terminal A1 in the distribution box, start or stop
can be controlled from either panel; for this purpose service switch S3 has to be
set in position 2 (panels are inactive in position 0 or 1).
6.2 If lead 1 from panel A is connected on terminal A9, panel A is activated if S3
is in position 1 (panels B and C are inactive). Setting S3 in position 2
activates panels B and C; panel A is inactive.
7. The following operation status prevails if diode V1/5 is installed, and lead 1 from panel A
is connected on terminal A9 (Note 6.2):
In position 1 of S3 only panel A is active; in position 2 all panels are active.
8. Up to 3 panels (2 versions mixed, or 3 identical) can be installed.
Version 1: Instrument panel high Line DEUTZ P2 drawing No. 0422 8655 KZ 0165-48
Version 2: Instrument panel high Line DEUTZ P3 drawing No. 0422 8668 KZ 0165-48
9. Design description acc. to H829908 part 1, e.g. G1
10. Engine cable harness
11. Cable harness K2 included with control box
12. Cable harness K3
13. Not furnished by DEUTZ
14. No. of teeth of the toothed flywheel ring BFM1013: 129
BFM1015: 167
15. RPM sensor set corresponding to engine type, acc. to setting instruction 0426 0549 EE
16. Plugs and contacts to be wired by customer. Parts are included with the instrument panel
(panel 1)
17. Installed on the engine if raw water heat exchanger is used
Engine monitoring
13
13 - 18 12/01
12/01
Notes:
Utilize the plug parts loosely furnished. See construction set.

Contacts clipsed into housing after crimping
Not drawn to scale
Designation of electrical parts, e.g. acc. to H 829908 part1
Electrical conduit Not furnished by DEUTZ!

Length L: To be determined by customer
Distance between control box and instrument panel
Maximum permitted length L:
for low Line with panel 1: 15 Meters
for high Line with panel 2 or panel 3: 30 Meters
Fig. 141: Connection cable

Shielding should be provided for protection of the electrical conduit against
mechanical or thermal overload
Corrugated pipe, shrink hose, or similar conduit. Not furnished by DEUTZ!
Connection control box Free lead ends are labeled

Lead labels corresponding to connections on X29
Plug allocation pos. 1, view of wiring side

Connection
Instrument panel
Contacts 6; 7; 8 are vacant
Bush for cable entry side shrunk-on with gasket

Comply with procedural instructions issued by AMP
For connection on the instrument panel
use the plug connector included with the instrument panel
from to
Conduit
13 - 19
Engine monitoring
13
Explanations of designations in diagrams
Code No. Type of electrical component Application range

B1 RPM sensor RPM monitoring and display
B5 Pressure sensor Charge air pressure
B6 Pressure sensor Engine oil display
B8 Temperature sensor Circulation cooling water
B 12 Temperature sensor Exhaust gas display
B 31 Temperature sensor Gear drive oil
F 68 Level switch Coolant level minimum
G 1 Generator Power supply
G 2 Battery Current storage
K 3 Relay Miscellaneous functions, N.O.
K 6 Relay Engine stop
K 15 Relay Start
M1 Starter Start
N Notes
F8 Overload fuse Power supply
F 10 Overload fuse Power supply
S 25 Selector switch Allocation of start selection
V 1 Check diode general
X 17 Plug connection Separation point engine -
customer
X 20 Plug connection Electronic control device
X 28 Plug connection Control box
X 29 Plug connection Control device - Panel
X 30 Terminal strip Control box
Y 1 Lifter solenoid, or magnet valve, Engine stop
resp.
Engine monitoring
Fig. 142: Code No. Type and application
13
13 - 20 12/01
13.2 Monitoring with panels not furnished by

Deutz
Any application requires engine monitoring. If not furnished by Deutz,
monitoring equipment must be obtained separately (e.g. for classified
installations).
Engine monitoring must be performed within the limit values shown in Tab. 55:
1013M 1015M
Lubrication oil pressure [bar]
Pre-alert Main drive 0.9 1.0
Pre-alert Auxiliary 1.8 3.0
drive
Engine stop, or major alert Main drive 0.7 0.9
Engine stop, or major alert Auxiliary 1.5 2.5
drive
Lubrication oil temperature [°C] 130 130
Coolant temp. Engine [°C]
Pre-alert 105 103
Engine stop, or major alert 113 108
-1
Excessive RPM [min ]
Pre-alert max. 2700 2450
Engine stop max. 2800 2500
Engine monitoring
Tab. 55: Monitoring limit values
1. The coolant level of the compensation tank is monitored by a level sensor

for triggering motor stop or major alert.
2. On engines with mixing vessel after ATL the exhaust gas temperature must
always be monitored by a thermo-switch (for BFM 1015 M on either side!)
set at switch point 100°C.
Notes
1. Main drive: Engine with large range of RPM selection
2. Auxiliary drive: Engine with fixed RPM. For application of an

auxiliary engine with various RPM distinctively
below nominal RPM, the values for main drive
must be entered, or corresponding intermediate
values.
13
3. Excessive RPM: Notation of the maximum permitted entry values
for excessive RPM limit. All lower values can be
selected in accordance with the installation-related
rules and/or demands.
4. All other points to be monitored, e.g. exhaust gas temperature, charge

air pressure, etc., have to correspond with the operation data of the
individual engine.
12/01 13 - 21
Engine monitoring
13
13 - 22 12/01
14 Maintenance requirements
14.1 General
The correct engine installation must not only fulfil the technical requirements
for parts which must be maintained but also provide easy access to them.
If this accessibility is not ensured, there is always the danger that this work will
either not be carried out, or not at the correct time interval. This automatically
leads to increased wear and the premature failure of the engine.
14.2 Maintenance requirements

• Checking the engine oil level
• Changing engine oil,
• Replacing the lubricant filter and fuel filter cartridge,
• Checking and cleaning the air filter,
• Cleaning the cooling system,
Maintenance requirements
• Checking the V-belt tension,
• Battery maintenance,
• Venting fuel lines,
• Checking the cooling water level.
• Impeller change on raw water pump,
• Checking the generators,
• Checking the regulators,
• Checking the starter,
• Checking the injection pump,
• Adjusting the valves,
• Checking and replacing the injection nozzles,
• Cleaning the turbocharger,
• Changing the coolant.
14
12/01 14 - 1
Maintenance requirements
14
14 - 2 12/01
15 Installations
15.1 Installation checklist
Installations
15
12/01 15 - 1
Installations
15
15 - 2 12/01
15.2 Calculation of torsional vibration
Installations
15
12/01 15 - 3
Installations
15
15 - 4 12/01
15.3 Connection dimensions
Comparison drawing number - engine type
drawing number engine type
raw water cooling

2201 9900 BF6M1015M
2201 9901 BF6M1015MC
2201 9902 BF8M1015MC
keel cooling
2201 9903 BF6M1015M
2201 9904 BF6M1015MC
2201 9905 BF8M1015MC
raw water cooling

0029 9900 BF4M1013M
0029 9901 BF4M1013MC
0029 9902 BF6M1013M
0029 9903 BF6M1013MC
0029 9904 BF6M1013MCP
keel cooling
0029 9905 BF4M1013M
0029 9906 BF4M1013MC
0029 9907 BF6M1013M
0029 9908 BF6M1013MC
0029 9909 BF6M1013MCP
Installations
15
12/01 15 - 5
Installations
15
15 - 6 12/01
Explanations of the abbreviations
Space for removal and Connections

service
A 2 Luboilfilter B 3 Oil drain
A 5 Intake air cleaner B 5 Fuel supply
A 11 Oil drain plug B 6 Fuel return
A 12 Oil sump B 6.1Overflow from injection nozzle
A 14 Generator B 8 Oil filling
A 22 Starter B 10 Exhaust
A52 Raw water cooler B 15 Speed control
A 53 Coolant level monitoring B 16 Combustion air inlet
B 23 Engine mounting
B 45 Fuel supply to fuel filter
B 46 Fuel return from fuel filter
B 52 Coolant engine inlet
C 78 Center of gravitiy B 53 Coolant engine exit
B 54 Raw water cooler inlet
B 55 Raw water cooler exit
B 62 Compensating line
B 63 Vent line to header tank
B109 Return from heat exchanger
B110 Supply to heat exchanger
B 147 Coolant drain
X 11 Central socket
Index
A - Open access for double engines . . . . . . . 1-1

Air pocke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-19 - Perforation, raw water filter . . . . . . . . . . 8-12
Alignment accuracy . . . . . . . . . . . . . . . . . . . . . . 2-7 - Radiated heat portion . . . . . . . . . . . . . . . 4-2
Alignment bearing play . . . . . . . . . . . . . . . . . . . 2-1 - Switching point . . . . . . . . . . . . . . . . . . . . 5-4
Angular counting - Temperature exhaust gas insulation . . . 6-13
- Drive side . . . . . . . . . . . . . . . . . . . . . . . . 3-20 - Temperature of surrounding air, engine room
- Free side . . . . . . . . . . . . . . . . . . . . . . . . 3-23 4-1
Axial fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5 - Test dust . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Drive element . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
B
Battery E
- Low temperature test current . . . . . . . . . 12-1 Effects of dust . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Bearing forces . . . . . . . . . . . . . . . . . . . . . . . . . 2-14 Electrical system
bedding - Voltage peaks . . . . . . . . . . . . . . . . . . . 12-15
- Elastic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2 Engine lubrication . . . . . . . . . . . . . . . . . . . . . . . 9-1
Bending moment . . . . . . . . . . . . . . . . . . . . . . . . 3-9 Engine room
- Flywheel housing . . . . . . . . . . . . . . . . . . . 3-9 - Overall planning . . . . . . . . . . . . . . . . . . . . 1-1
Bowden cable, speed adjustment . . . . . . . . . . 10-1 Exhaust silencer . . . . . . . . . . . . . . . . . . . . . . . . 6-1
C F
Cooling cells . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10 Foundation
Corrosion damages . . . . . . . . . . . . . . . . . . . . . 6-12 - Elastic bedding . . . . . . . . . . . . . . . . . . . . 1-7
Coupling - Longitudinal beam . . . . . . . . . . . . . . . . . . 1-7
- Centre displacement . . . . . . . . . . . . . . . . 3-8 - Rigid bedding . . . . . . . . . . . . . . . . . . . . . . 1-7
- Elastic . . . . . . . . . . . . . . . . . . . . . . . 2-2, 3-24 Foundation plate . . . . . . . . . . . . . . . . . . . . . . . 1-7
Fuel
D - Piston pump . . . . . . . . . . . . . . . . . . . . . . . 7-1
Dimension specification - Rotor pump . . . . . . . . . . . . . . . . . . . . . . . 7-1
- Air speed . . . . . . . . . . . . . . . . . . . . . . . . . 4-5 Fuel consumption . . . . . . . . . . . . . . . . . . . . . . . 5-2
- Alignment bearing play . . . . . . . . . . . . . . . 2-1
- Back pressure, compressors . . . . . . . . . 3-34 I
- Combustion air quantity . . . . . . . . . . . . . . 4-1 Intake air . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33
- Continuous temperature, air flow, pressure
joints . . . . . . . . . . . . . . . . . . . . . . 3-34 L
- Continuous temperature, fuel . . . . . . . . . 7-16 Laboratory service life . . . . . . . . . . . . . . . . . . . 5-6
- Corrugated hose . . . . . . . . . . . . . . . . . . 5-11 Lubricating oil filter cartridge . . . . . . . . . . . . . . 9-1
- Environmental temperature, battery . . . . 12-1
- Exhaust particle . . . . . . . . . . . . . . . . . . . 6-14 O
- Filtration efficiency . . . . . . . . . . . . . . . . . . 5-5 Oil pan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
- Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18 Outputs
- Flow rate . . . . . . . . . . . . . . . . . . . . . . . . 8-12 - cannot be uncoupled . . . . . . . . . . . . . . . . 6-8
- Free space engine/chassis . . . . . . 2-8, 2-13
- Heat transmission value . . . . . . . . . . . . . . 8-6 P
- KHD delivery regulation . . . . . . . . . . . . . 5-12 Pressure
- KHD factory standard H 3461 . . . . . . . . 5-13 - Definitions . . . . . . . . . . . . . . . . . . . . . . . 3-39
- KHD factory standard H 3482 . . . . . . . . 5-11 Pressure regulator . . . . . . . . . . . . . . . . . . . . . 3-34
- KHD factory standard H 735 . . . . . . . . . 5-13
- Laboratory service life . . . . . . . . . . . . . . . 5-7 R
- Minimum axle spacing for double engines 1-1 Resonant frequency . . . . . . . . . . . . . . . . . . . . . 2-8
12/01 -A
Ring gear . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-11
S
Salt drag-in . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Sediment drain screw . . . . . . . . . . . . . . . . . . 7-17
Shims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Sound reduction . . . . . . . . . . . . . . . . . . . . . . . 11-1
Starter pinion . . . . . . . . . . . . . . . . . . . . . . . . 12-11
T
Throttle
- Closed circular pipeline . . . . . . . . . . . . . . 7-5
- Heating circuit . . . . . . . . . . . . . . . . . . . . 8-31
- High positioned fuel tank . . . . . . . . . . . . . 7-6
- Venting line . . . . . . . . . . . . . . . . . . . . . . . 8-7
Tilt
- Long-term . . . . . . . . . . . . . . . . . . . . . . . . 1-5
- Short-term . . . . . . . . . . . . . . . . . . . . . . . . 1-5
W
Water outlet openings . . . . . . . . . . . . . . . . . . 8-10
Water shocks . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
Z
Zinc soap . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
From the library of Barrington Diesel Club
-B 12/01

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Installation Guide for Diesel Engines

Types 1013 / 1015

From the library of Barrington Diesel Club

The multitude of installation possibilities does not allow for generally

Therefore, we recommend an installation consultation with an authorised

Responsible for the contents:

4 Engine room ventilation

5 Combustion air system

6 Exhaust gas system

8 Engine cooling system

8.7 Engine pre-warming. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-36

11 Sound insulation and sounddamping

12.7 AC generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-15

Fig. 1: Type 1013

Fig. 50: Connecting the pressure line

Fig. 96: Reversible fuel filtering

Tab.1: Size when completed 1013

Tab.48: Permitted forces/moments at the adjustment lever stop

Formula 1: Vertical alignment, angular deviation

1.1.1 Engine dimensions 1013

Fig. 1: Type 1013

Size when completed in [mm]

Dry weight in [kg]

Fig. 2: Minimum spacing Type 1013

1.1.2 Engine dimensions 1015

Size when completed in [mm]

Dry weight in [kg]

Fig. 4: Minimum spacing Type 1015

BF4M1013M/C 9109 9 11 25 25 25 25 235 Cast iron

Demands on the installation level A

The evenness of the installation level may fluctuate by

The installation level must be within a parallelism

Fig. 5: Positioning and shape tolerances for elastic support

2.1.1 Engine alignment

2.1.2 Angular deviation

Fig. 6: Measuring the angular deviations

Measuring point Measured value

Fig. 7: Calculating the shim thickness

Measured value (± 6 o’clock) x L

Formular1: Vertical alignment, angular deviation

Measured value (± 3 o’clock) - measured

Formular2: Horizontal alignment, angular deviation

2.1.3 Parallel displacement

Fig. 8: Measuring the centricity

Measuring point Measured value

radial play (*) mm

Measured value (± 6 o’clock) + measured value (± radial play)

Formular3: Vertical alignment, parallel displacement

Measured value (± 3 o’clock) + measured

Formular4: Horizontal alignment, parallel displacement

Fig. 9: Checking the flange parallelism

Fig. 10: Measuring with free shaft ends

2.2 Elastic bedding

2 from the resonant frequency of the engine mass (engine including

Fig. 12: Floor supports for elastic engine bedding 1013

Fig. 13: Floor supports for elastic engine bedding 1013

Fig. 14: Floor supports 1015

Fig. 16: Floor supports 1015

Spring deflection (mm) SIM 300 B

Fig. 17: For spring deflection see ill.18

Tab. 8: Bedding allocation for elastic engine bedding (Marine)

frequency is known, the bearing forces can be determined as follows:

Fig. 19: Centre of gravity positions