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Training Deutz
MOT 3 DEU 3 – TCD 2012 L04/L06 – Tier 3
General information

This training documentation is only for training purposes!

During all work on diesel engines the information and

instructions of the manufacturers are to be followed!

Observe the documentations and manuals of the engine

manufactorers!

2
Content

1. General description of the engine 3

2. Engine lubrication 22

3. Cooling system 28

4. Air intake and charge air system 32

5. Fuel system 40

6. Electronic engine control 56

7. Troubleshooting 74

3
Engine views

Top view (6 cylinders)

Belt drive side Flywheel side

4
General description of the engine/Engine
views
Exhaust gas side(6 cylinders) Rail side (6 cylinders)

Rail side (4 cylinders)

5
General description of the engine/
Data plate of the engine #1

6
General description of the engine/
Data plate of the engine #2

7
General description of the engine/
Engine description

Deutz T C D 20 12 L 4/6 2V
Deutz Manufacturer
T Turbo charger
C Charge air cooler
D 4-stroke diesel
engine
20 Model range
number
12 Piston stroke [cm]
L Construction type
(in-line)
4/6 No. of cylinders
2V No. of valves per
cylinder

8
General description of the engine/
Technical data

TCD2012 L4 2V TCD2012 L6 2V
Cylinders 4 (in-line) 6 (in-line)
Displacement in [l] 4,04 6,07
Bore x stroke [mm] 101 x 126
Compression ratio 18 : 1
Valves per cylinder 2
Cooling system Water cooling system
Injection system Deutz common-rail-system (DCR)
Engine control Electronic engine control (EMR 3)
system
Charge air system Turbocharger with wastegate and intercooler
Emission standart EPA, Tier 3 / EU, 3a

9
General description of the engine/
Performance data
TCD2012 L4 (92 kW)

Power max: 92 kW / 125 PS

Torque max: 520 Nm

TCD2012 L6 (155 kW)

Power max: 155 kW / 211 PS

Torque max: 820 Nm

10
General description of the engine/Engine type

Cylinder #1 on the flywheel

side
Rotation direction
anticlockwise
Firing sequence 4 cyl.:
1–3–4–2
Firing sequence 6 cyl.:
1–5–3–6–2–4
One counterflow cylinder head
Gear drive between
crankshaft and camshaft
Camshaft at the bottom
Valve train via pushrods and
rocker arms
4 valves per cylinder

The Deutz TCD2012 is a water-cooled 4-/6-cylinder in-line engine with 4.04/6.07 liters
displacement. The pistons work in renewable cylinder liners. The camshaft is located in
the crankcase and drives the valves via pushrods and rocker arms. The cylinders are
located in one cylinder head, each has got 4 valves. The charge air system consists of
a turbocharger with wastegate and intercooler. Fuel is injected by a common rail
system. The engine complies with tier 3/euro 3a emission standards. The first cylinder
is on the flywheel side.

11
General description of the engine/
Machine examples

Deutz TCD 74,9 kW HM 4500 – 06.HM (0029-9999)

2012 L04 2V
92 kW SP 15 – 12.SP (0001-9999)
W 50DC – 09.05 (0235-9999)

100 kW W 50R – 14.05 (0001-9999)

Deutz TCD 118 kW SP 25 – 13.SP (0001-9999)

2012 L06 2V
129 kW SP 500 vario – 10.SP (0060-9999)
KMA 220 – 05.MS (0001-9999)

155 kW W 60 / W 100 – 09.10 (0001-9999)

W 100R – 15.10 (0001-9999)
W 100H / W120H – 19.10 (0001-
9999)

12
General description of the engine/
Machine examples – Deutz TCD2012 L04

HM 4500 (74,9 kW) SP 15 (92 kW)

W 50R (100 kW) W 50DC (92 kW)

13
General description of the engine/
Machine examples – Deutz TCD2012 L06

SP 25 (118 kW) SP 500 Vario (129 kW)

KMA 220 (129 kW)

14
General description of the engine/Machine
examples – Deutz TCD2012 L06 (155 kW)

W100

W 100R

W 100H

15
General description of the engine/
Manual rotation of the engine

Cummins part number of the crankingtool: 02992029

Cummins part number of the crankingtool: 02992028

16
General description of the engine/
Valve clearance

Adjustment values for the valve clearance

Inlet valve 75° (+ 10°)
Outlet valve 120° (+ 10°)

The valve play must be set every 2000

hours. Adjusting the valve clearance is a
job for authorized specialists.

Deutz adjusts the valve clearance at this

engine with a rotation angle disk, not with
a feeler gauge. The adjustment values for
the valve clearance are to be found in the
upper table.

Let the engine cool down for at least 30

minutes before setting the valve
clearance. The lubricating oil temperature
must be below 80 °C / 176 °F.

A detailed description about adjusting the

valve clearance can is in the operation
manual of the engine.

Deutz part number of rotation angle disk:

01899093

17
General description of the engine/Belt drive

Automatic belt tensioner

Belt drive:
1: Fan
2: Alternator
3: Fuel pump
4: Water pump
5: Belt pulley crankshaft
6: Measuring point for testing the belt length

An automatic belt tensioner tightens the V-ribbed belt. If the distance on the belt
tensioner (6) is less than 3 mm, the belt must be renewed. The belt drive and the belt
tensioner must be checked - and if needed renewed - every 1000 h.

18
General description of the engine/
Belt drive – Slacken the belt

19
General description of the engine/
Crankcase ventilation

1: Oil separator

2: Air outlet to the atmosphere

A crankcase ventilation system is a way for gases to escape in a controlled manner

from the crankcase of an engine. The gas comes out of the crankcase and goes to an
oil separator. The oil drops back to the oil pan and the air goes out to the atmosphere.
The crankcase ventilation must be checked daily. A blocked crankcase ventilation leads
to higher pressure in the crankcase what may cause damages of the engine.

20
21
Content

1. General description of the engine 3

2. Engine lubrication 22

3. Cooling system 28

4. Air intake and charge air system 32

5. Fuel system 40

6. Electronic engine control 56

7. Troubleshooting 74

22
Engine lubrication

SAE 15 W - 40

Society of Automotive Engineers

(Gesellschaft der Kraftfahrzeug
Ingeneure)

Viskositätsklasse 15
(dünnflüssig bei Kälte)

Wintereignung

Viskositätsklasse 40
(Dickflüssig bei Hitze

Tasks engine oil:

lubricate
cool
seal
clean
Protect against corrosion
Provide noise insulation

A high-quality engine oil is essential for a modern diesel engine. Higher specific engine
power ratings and stricter exhaust standards also place greater demands on the
engine oil. Mineral oils, semi-synthetic or fully synthetic oils are available on the
market. Mineral oil is obtained directly by distilling crude oil. Semi-synthetic oil is a
mixture of mineral oil and synthetic oil. Synthetic oil is oil which has had its chemical
structure changed in a complicated process. Synthetic oils are particularly highquality.

Viscosity refers to the thickness of the oil, depending on the temperature. An engine oil
should be as thin as possible at cold temperatures, in order to reach all lubricating
points rapidly. At hot temperatures, an oil should be as viscous as possible in order to
prevent disintegration of the lubricating film. Multigrade oils are used in order to
achieve both tasks. SAE classifications are used for measuring the viscosity. It is
necessary to select the correct oil depending on the climatic conditions where the
machine will be used, and the specifications of the engine manufacturer. Oils with a
higher viscosity class are more viscous (thicker). The first viscosity class with the "W"
identifies the winter suitability of the engine oil. The viscosity does not say anything
about the quality of the engine oil.

23
Engine lubrication/ACEA and API engine oil
specifications
Speci- Engine type Power levels Speci- Power levels
fication fication
ACEA/E1 Diesel engine For diesel engines without turbocharging API-CF-4 Engine oil specification introduced in
(commercial or with low turbocharging under low to 1990 for fast-running 4-stroke diesel
vehicles/ medium load. engines with turbocharging.
trucks) Overlaps the requirements of API-CD &
CE, but adds requirements relating to oil
ACEA/E2 Diesel engine Standard quality in engines without consumption and piston cleanliness.
(commercial turbocharging or with low turbocharging
vehicles/ under medium to heavy load with normal API-CG- For truck engines under high load.
trucks) oil change intervals Takes account of EPA emissions limits
4
ACEA/E3 Diesel engine For diesel engines that meet the exhaust imposed from 1994 onwards. Better
(commercial emissions requirements of EURO 1 or detergency and foaming properties than
vehicles/trucks) EURO 2; under heavy load and extended API-CF-4. Can also be used instead of
oil change intervals API-CD, CE and CF-4.

ACEA/E4 Diesel engine For diesel engines that meet the exhaust API-CH-4 Introduced in 1998 for fast-running 4-
(commercial emissions requirements of EURO 1 or stroke engines designed for new,
vehicles/ EURO 2; under very heavy load and stricter exhaust emissions regulations.
trucks) extremely extended oil change intervals Comparable with ACEA E5, lower ash
content. Suitable for sulphur contents >
Diesel engine For diesel engines that meet the exhaust 0.5 %. Is chiefly required for US-
ACEA/E5 (commercial emissions requirements of EURO 3; the manufactured engines. Can also be
vehicles/ specifications also include tests acc. to used instead of API-CD, CE, CF and
trucks) API-CH-4 in order to ensure global CG-4.
acceptance.
ACEA/E6 Diesel engine Engines with soot particulate filter (SAPS API-CI-4 Presented in September 2002.
SAPS (commercial = sulphate ash, phosphorous, sulphur). Designed for fast-running 4-stroke
vehicles/trucks) Oils with a limited content of the engines which can only comply with
aforementioned elements for use as future exhaust limit legislation by
engine oil in vehicles with a diesel exhaust recirculation. Suitable for
particulate filter (DPF) and TWC (three- sulphur contents > 0.5 %. Can also be
way catalytic converter). used instead of API-CD, CE, CF-4, CG-
4 and for sulphur contents > 0.5 %. All
Diesel engine For diesel engines that meet the exhaust engine statuses (energy conserving).
ACEA/E7 (commercial emissions requirements of EURO 4 and
vehicles/ EURO 5; can be used for TIER 3 engines
trucks) and suitable for extended oil change
intervals

The ACEA (Association des Constructeurs Européens d’Automobiles) and API (American
Petroleum Institute) specifications describe the application ranges of engine oils. To
select the correct oil for an engine, it is essential to compare the oil specifications of
the oil to be used with the information from the engine manufacturer. The ACEA or API
specifications are a basis for selecting engine oils.
In addition to the ACEA and API specifications, engine manufacturers use their own
standards for classifying engine oils. These are given in parallel to the ACEA / API
specifications.
Examples of some engine manufacturers: Mercedes MB 228.5
Caterpillar CAT ECF-1
Deutz DQC III – 05
Cummins CES 20078

24
Engine lubrication/Components layout engine
lubrication

1: Dipstick
2: Oil cooler
3: Measuring point oil pressure
4: Oil filler neck
5: Oil filter
6: Oil sump

25
Engine lubrication/Oil filter

The engine oil that lubricates and

cleans engine components such
as valves, pistons and the
crankshaft needs to be reliably
cleaned itself for precisely this
reason. Highly contaminated oil
causes serious damage to the
engine. The dirt comprises
abraded metal particles, dust
particles or soot. With the help of
the oil filter, it is possible to
extend the service life of the
engine and the oil itself
considerably.
Example: Oil filter W100
Cheap, replica filters often do not
have components such as bypass
valves and non-return valves.
This can cause serious engine
damages.

1: Bypass valve

2: Filter element

3: Filter housing

4: Centre tube

5: Non-return valve on clean

side/tube side

6: Seal

26
Engine lubrication/Oil pressure test

If the oil pressure sensor sets a fault or the engine has a mechanical problem it makes
sense to check the oil pressure. If the oil pressure is too low, the risk of major damage of
the engine is high. An oil pressure test has to be carried out at the operation temperature
of the engine. The oil pressure of an engine will increase depending on the engine rpm.

Lube oil 0,3 % o.k. at full load, no action required

Lube oil cunsumption 0,3 - 0,75 % o.k. at partial load, no action required

If there is any reason to suspect that the lube oil consumption is too high or if there is a
customer complaint, the lube and fuel consumption must be checked and documented for a
duration of at least 100 working hours.

A new or renewed engine can consume more lubrication oil than a ran-in engine. The lube
oil consumption can not be checked correctly until the engine reached around 500-700
working hours.

To-do if the limit values exceeded:

Check the engine and components for leakage

Check crankcase pressure (at low idle speed, at
high idle speed, at load operation)
Check the bearings of the turbo charger
Check induction stroke for lubrication oil
Take a lube oil and fuel sample

27
Content

1. General description of the engine 3

2. Engine lubrication 22

3. Cooling system 28

4. Air intake and charge air system 32

5. Fuel system 40

6. Electronic engine control 56

7. Troubleshooting 74

28
Cooling system/Coolant

Tasks coolant:
Corrosion protection

Cavitation protection

Antifreeze protection

Overheating
protection

Frost protection Coolant concentrate

down to °C portion in % by volume
-35 °C / -31 °F 48 Vol.-%
-37 °C / -35 °F 50 Vol.-%

The coolant in the engine is chiefly used for cooling the engine. The coolant consists of
a mixture of water and a cooling system protection agent. It is essential to comply with
the manufacturer's information when using cooling system protection agents. Different
cooling system protection agents are not allowed to be intermixed. The different
effects could neutralize each other. Cooling system protection agents are classified
according to the specifications of the ASTM (American Society for Testing and
Materials). Also, the water quality for the coolant mixture is decisively important.
Distilled or fully demineralised water should be used. For more information about water
quality, please refer to the manufacturer's information.
The mixing ratio of water and cooling system protection agents is generally about 50
% by vol. to 50 % by vol. For more information refer to the instruction manual of the
machine or the engine. The following pictures show testing tools for the cooling system
for testing the mixing ratio of antifreeze and for testing the tightness of the system.

29
Cooling system/Coolant circuit

Example thermostat valve

1: water pump
2: oil cooler
3: thermostat valve
4: expansion tank
5: water cooler + fan

The task of the cooling system is to dissipate the heat resulting from the combustion
process, and to keep the engine at operational temperature. For this purpose, coolant
is pumped from the water pump (1) to the oil cooler (2). The task of the oil cooler is to
cool the engine oil. From the oil cooler, the coolant flows to the cylinders and the
cylinder head, in order to dissipate heat there. The thermostatic valve (3) regulates
the temperature in the cooling system. It opens when the operational temperature of
the engine has been reached, and water flows into the cooler (5). Atmospheric air
flows through the cooler and, if required, a fan is switched on. The cooled coolant is
now drawn in by the water pump (1) again. Water expands or contracts depending on
temperature, as a result of which an expansion vessel (4) is required. It also makes
sure that there is always enough water available, and that air can escape from the
system. The cooling system is under pressure. The pressure valve is located in the
cover of the expansion vessel. The pressure in current engines is approx. 1 bar, which
prevents the water from starting to boil at 100 °C. Unless the system has the specified
pressure, steam bubbles will form. The consequences are engine overheating,
cavitation and, ultimately, engine damage.

30
Cooling system/Components layout cooling
system

1: Water pump

2: Connector for vent line

3: Water outlet to the cooler and

thermostat housing

4: Thermostat housing

5: Water inlet from cooler

6: Oil cooler

31
Content

1. General description of the engine 3

2. Engine lubrication 22

3. Cooling system 28

4. Air intake and charge air system 32

5. Fuel system 40

6. Electronic engine control 56

7. Troubleshooting 74

32
Air intake and charge air system/Air filter

A: Safety element
B: Air filter
C: Cyclone filter with dust collector

1: Air intake
2: Air outlet
3: Main filter
4: Dust collector

Function cyclone filter

33
Air intake and charge air system/
Turbocharger - Wastegate
1: Turbine side

2: Compression side

3: Oil supply

4: Wastegate

Wastegate

34
Additional information – Turbocharger

1: Shaft between turbine wheel and compression wheel

2: Channel for the oil supply

A: Compression side

B: Turbine side

A turbocharger is used to produce more power for an engine. A turbocharger

compresses the intake air for the combustion process of the engine. If more air goes
into the cylinder, the fuel injection quantity can be bigger, and the engine has more
power. A turbocharger is driven by the exhaust gases of the engine, but the engine
does not lose mechanical power to drive the turbocharger. The exhaust gases drive the
turbine wheel, the turbine wheel drives the compression wheel by a shaft and the
compression wheel compresses the air. The speed of the turbocharger goes up to
100000 rpm and higher. A turbocharger is lubricated by the oil circuit of the engine.

35
Air intake and charge air system/Boost
pressure control - Wastegate

1: Pressure hose between

compression side and
pressure actuator
2: Pressure actuator
3: Rod between pressure
actuator and bypass valve
4: Position bypass valve

A wastegate is used for

charge pressure control. It
limits the charge pressure of
a turbocharger to a preset
value. A wastegate actor is
connected to the compressor
side of the turbocharger by
a hose. The wastegate actor
is adjusted to the maximum
allowed charge pressure for
the engine. When the set
charge pressure is reached,
the wastegate actuator is
actuated. The wastegate
actuator moves the control
rod, which opens the bypass
valve on the turbine side.
Part of the exhaust gases
pass through the bypass,
and the exhaust gas
pressure on the compression
wheel decreases. The
turbine wheel and
compressor wheel turn more
slowly, and the charge
pressure is reduced.

36
Air intake and charge air system/Charge air
cooler (example W 100)

37
Air intake and charge air system/Boost
pressure test

The displays of Wirtgen

machines with Deutz
engines show the absolute
pressure. (Atmospheric
pressure + boost pressure =
absolute pressure)

While checking the boost

pressure manually, the
pressure gauge shows the
relative boost pressure.
(Absolute pressure –
atmospheric pressure =
relative boost pressure)

For measuring the max.

boost pressure, the machine
must be working under full
load. Adjusting the max.
engine speed without load is
not sufficient.

Example of the max. boost

pressure of a W100 (09.10):
1.9 bar [27.5 psi]

38
Air intake and charge air system/Boost
pressure test

The Deutz TCD 2012 has no boost pressure measuring point at the inlet manifold of
the engine. On the left side an example of a measuring adapter is shown. It should be
installed at the end of the manifold.

Use a pressure gauge with a small measuring range for checking the boost pressure.
The picture on the right side shows a pressure gauge with a measuring range from 0
to 4 bar.

39
Content

1. General description of the engine 3

2. Engine lubrication 22

3. Cooling system 28

4. Air intake and charge air system 32

5. Fuel system 40

6. Electronic engine control 56

7. Troubleshooting 74

40
Fuel system/Fuel system scheme – L04

1: Diesel tank Low pressure fuel circuit

5 - 7 bar [72.5 – 101.5 psi]
2: Shut-off valve
Fuel return flow
3: Hand pump
4: Water separator and fuel prefilter
High pressure fuel line with
5: Fuel pump up to 300 - 1600 bar
6: Fuel main filter [4,350 – 23,200 psi]
7: Fuel Control Unit
8: High pressure pumps
9: Common Rail
10: High pressure relief valve
11: Injectors
12: Return manifold

41
Fuel system/Fuel system scheme – L06

1: Diesel tank Low pressure fuel circuit

5 - 7 bar [72.5 – 101.5 psi]
2: Shut-off valve
Fuel return flow
3: Hand pump
4: Water sepeaator and fuel prefilter
High pressure fuel line with
5: Fuel pump up to 300 - 1600 bar
6: Fuel main filter [4,350 – 23,200 psi]
7: Fuel Control Unit
8: High pressure pumps
9: Common Rail
10: High pressure relief valve
11: Injectors
12: Return manifold

42
Fuel system/Component layout fuel system

1: Injectors

2: High pressure relief valve

3: Fuel Control Unit

4: High pressure pumps

5: Common Rail

6: High pressure pipe

7: Fuel pump

43
Fuel system/Water separator and pre-filter

1: Hand pump

2: Filter element

3: Water collector

4: Water drain valve and

position of water-in-fuel
sensor

The water separator is the

first component of the fuel
supply system after the fuel
tank. The water separator is
a combination of a prefilter
and water separator. The
water separator is equipped
with a water-in-fuel sensor.
If a signal from the water-
in-fuel sensor appears, it is
important to drain the
collected water out of the
water separator. Water in
fuel can damage the
injection system.

44
Fuel system/Fuel supply pump

Scheme external gear pump

The fuel supply pump of the

Deutz TCD 2012 is driven by
the belt drive.

45
Fuel system/Main fuel filter

The main fuel filter filters dirt particles out of the fuel. The components of the common
rail system like the inlet metering valve, the high-pressure pump and the injectors are
very sensitive to contaminated diesel. It is essential for the filter to be maintained in
accordance with the regulations. Pre-filling the filters is not permitted! This fuel is not
filtered by the filter and the dirt will damage the injection system.

1: Vent valve

46
Additional information – particel sizes

47
Fuel system/Fuel supply common-rail-system

1: Fuel return flow to the tank

2: Fuel supply common-rail-system (hose from main fuel filter)

48
Fuel system/Fuel supply pressure test

Fuel supply pressure test behind the last

fuel filter.

Pressure 5 – 7 bar [72.5 – 101.5 psi]

49
Fuel system/Fuel Control Unit

1: Solenoid

2: Pressure control valve

(fuel low pressure)

3: Fuel return flow to tank

4: Outlet to the high

pressure pumps

5: Inlet for fuel low pressure

The fuel control unit controls

the amount of Diesel that
flows from the fuel supply
pump to the high pressure
pump and thus adjusts the
rail pressure.

The solenoid of the fuel

control unit is controlled
with a pwm-signal (pulse
width modulation).

Low voltage (pwm 0%): Fuel

control unit completely open

High voltage (pwm 100%):

Fuel control unit closed

The resistance of the

solenoid is max. 5 Ohm.

50
Fuel system/High pressure pump

The Deutz TCD 2012 has got

two high pressure pumps
that are driven by the
camshaft.

These are positioned left and

right of the fuel control unit
and get the fuel supply by
the fuel control unit.

The high pressure pumps

deliver the fuel directely into
the rail.

1: High pressure connection

to the rail

2: Low pressure connection

from the fuel control unit

3: Pump element

4: Roller plunger

5: Position of the high

pressure pumps

51
Fuel system/Common Rail

The rail is a high-pressure accumulator for the diesel fuel and is supplied with diesel by
the high-pressure pump. The rail stores the fuel under high pressure and supplies all
injectors with the same high pressure. The maximum rail pressure under normal
conditions goes up to 1600 bar / 23206 PSI. Do not open high-pressure pipes when
the engine is running. Before opening a pipe it is important to wait for the rail pressure
to decrease to a safe value. After a high-pressure pipe has been opened once, it must
be painstakingly checked for leakage and renewed if necessary. It is not allowed for
the high-pressure pipes to be opened to bleed the system.

Sectional view of a rail (example)

52
Fuel system/High pressure relief valve

High-pressure relief valve:

The high-pressure relief

valve is mounted on the end
of the rail. The high-
pressure relief valve
protects the high pressure
components against
excessive pressure. The
high-pressure relief valve
opens at a rail pressure of
about 1900 bar / 27557 PSI
and reduces the rail
pressure to about 1200 bar /
17404 PSI. Once the valve
has opened, it must be
depressurized in order to be
able to close. The high-
pressure relief valve can
open as a result of a fault in
the control circuit of the
high-pressure fuel system. If
it was opened 50 times, it
must be changed. The
engine control shows this
using error codes.

1: High pressure relief valve

(sectional view)
2: Return flow to the tank
3: Position of the high
pressure relief valve

53
Fuel system/Injectors

Example of an injector

Injectors inject the fuel

under a high pressure
directly into the cylinder.
They are manufactured very
precisely and rely on the
lubricity of the diesel. Even
smallest particles in the fuel
can damage the injectors.

Control of the injectors

with approx. 90 V

Example of injectors in the cylinder head Multiple injection 3x

per cycle

Resistance of the coil

0 - 2 Ohm

54
55
Content

1. General description of the engine 3

2. Engine lubrication 22

3. Cooling system 28

4. Air intake and charge air system 32

5. Fuel system 40

6. Electronic engine control 56

7. Troubleshooting 74

56
Electronic engine control system

A diesel engine requires an engine control unit for controlling the engine speed, engine
rated output, exhaust aftertreatment and self-diagnosis. Ever since exhaust emissions
category Tier 3 / Euro 3a, modern diesel engines have generally had an electronic
engine control unit.

An electronic engine control unit requires input signals from the machine, for example
the engine speed, that is set by the machine operator. Furthermore, the electronic
engine control unit uses sensor signals such as the charge pressure and engine speed,
in order to establish the operating state of the engine. On the output side, the
electronic engine control unit controls the injection system and the exhaust
aftertreatment.

If there is a malfunction of the engine control unit, the exhaust limit values cannot be
maintained and there could be a loss of power or follow-on damage. To detect faults,
this electronic engine control unit has self-diagnosis. Faults that occur are indicated by
a fault message and diagnostic trouble codes.

57
Electronic engine control/Engine controller
EMR3
Example of the position of the EMR3 engine control (W100)

The EMR3 engine control

unit is mounted on the
machine and not directly on
the engine. A cable harness
connects the engine control
unit with the engine via a
main plug. The engine
control unit is connected to
a control unit or the display
of the machine via the
engine CAN bus.

58
Electronic engine control/Central plug

The central plug connects

the electronic engine control
unit with the engine.

59
Electronic engine control/Engine CAN-Bus SAE
J1939

The name of the engine CAN bus is SAE J1939. The J1939 CAN bus is used for
modern engines with an electronic control unit (ECM). This CAN bus is an
international standard used for the communication between diesel engines and
construction machines, agricultural machinery or trucks. The Cummins QSC 8.3 /
QSL 8.9 uses the J1939 engine CAN-Bus for two different functions.

General examples of engine CAN bus functions:

Display of engine sensor signals on the machine display.

Setting of the engine rpm from the machine control panel.

Display of SPN/FMI error codes on the machine display.

Control functions of sensors and actuators inside the engine

60
Electronic engine control/Electronic engine
control system

The following schematic overview shows the inputs and outputs of the engine
control unit. Symbols on the inputs provide information about the measured
parameter. For example: rpm, pressure, temperature, filling level, flowthrough
volume and flow-through mass. Symbols on the outputs provide information about
the type of output: For example: digital output, pulse-width modulation and CAN
bus. A more detailed description of the various sensors is provided in the next
chapters.

61
Electronic engine control/Basic functions of
sensors – temperature sensors

Temperature sensor

NTC

Increasing temperature
decreasing
resistance

Measurement of the
electrical resistance to
check the sensor

Temperature sensors are typical sensors for engines. Every modern diesel engine is
equipped with various temperature sensors. An NTC (negative temperature
coefficient) resistor changes the resistance depending on the temperature. If the
temperature increases the resistance will decrease.

Examples:
Water temperature sensor
Boost pressure temperature sensor
Fuel temperature sensor

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Electronic engine control/Basic functions of
sensors – pressure sensors
Pressure sensor

Supply voltage 5 V

Signal voltage 0,5 V–4,5 V

Signal voltage changes

depending on the pressure

Measurement of the
voltage to check the
sensor

Measurement of the
electrical resistance is not
possible to check the
sensor!

Every modern diesel engine is equipped with various pressure sensors. The pressure
sensor gets a supply voltage from the engine control unit. The signal voltage of the
sensor changes depending on the pressure. The supply voltage of pressure sensor is
usually 5V and the signal voltage is between 0.5V and 4.5V.

Examples:
Oil pressure sensor
Boost pressure sensor
Rail pressure sensor

63
Electronic engine control/Basic functions of
sensors – speed sensors
Speed / position sensor

Inductive sensor

No power supply

Generates an AC voltage

Measurement of the
resistance for checking
the sensor

Measurement of the
frequency for checking
the sensor

Every modern diesel engine is equipped with at least two speed sensors. One speed
sensor is for the detection of the crankshaft speed and the other speed sensor is for
the detection of the camshaft speed. The diagram at the left is about an inductive
speed sensor. The sensor has a permanent magnet integrated. Every time a tooth
moves into the magnetic field or out of the magnetic field the coil will induce a
voltage peak. The ECM converts the voltage peaks in an rpm signal.

Examples:
Crankshaft speed sensor
Camshaft speed sensor

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Electronic engine control/Crankshaft speed
and position sensor

Left: TCD-marking

Component Terminal Value

Crankshaft speed and position
1–2 1k
sensor

65
Electronic engine control/Camshaft speed and
position sensor

Component Terminal Value

Camshaft speed and position
1–2 3.8 k
sensor

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Electronic engine control/Boost pressure and
temperature sensor

Component Terminal Value

Boost temperature 2500 at 20 °C [68 °F]
1–2
sensor 850 bei 50 °C [122 °F]

At engine idle speed approx. 1.1 V

Boost pressure 1–4
At max. engine speed approx. 1.5 V
sensor
1–3 5V

67
Electronic engine control/Rail pressure sensor

Component Terminal Value

1–2 Approx. 0.5 – 4.5 V
Rail pressure sensor
1–3 5V

68
Electronic engine control/Coolant temperature
sensor

Component Terminal Value

Coolant temperature
1–2 Approx. 2.5 k at 20 °C [68 °F]
sensor

69
Electronic engine control/Fuel low pressure
sensor

Component Terminal Value

With switched on ignition approx. 0.5 V
Fuel low pressure 4–2
At engine idle speed approx. 4 V
sensor
4–1 5V

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Electronic engine control/Oil pressure sensor

Component Terminal Value

With switched on ignition approx. 0.6 V
Oil pressure 3–2 At engine idle speed approx. 2.7 V
sensor (approx. 5.3 bar in the display)
3–1 5V

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Electronic engine control/Atmospheric
pressure sensor

Inside the ECM; not testable

72
73
Content

1. General description of the engine 3

2. Engine lubrication 22

3. Cooling system 28

4. Air intake and charge air system 32

5. Fuel system 40

6. Electronic engine control 56

7. Troubleshooting 74

74
Troubleshooting SPN/FMI error code system

SPN = suspect parameter

number
FMI = failure mode
identifier
0-Counter = Counter of the error

The SPN/FMI error code system is based on the SAE J1939 CAN bus. This CAN bus is
an international standard used for the communication between diesel engines and
construction machines, trucks or agriculture machines. If the engine control unit
detects a failure, a SPN/FMI error code will appear at the machine display. The error
code can be used for troubleshooting on the engine. The information from an SPN/FMI
error code and a flash code displayed at the same time is basically the same.

75
Troubleshooting/Troubleshooting via flash
codes

DIAGNOSE-system for determining engine errors with the Deutz flash codes

Switch on power supply

Insert key and turn to center position
Press DIAG-button for at least 1 second
Example: Flash code 2-2-4 = engine oil pressure

Occuring errors of the engine are shown by the lighted or flashing red LED.

Red LED lights:

By a lighted red LED an error of the engine is indicated. Depending on the seriousness
of the error the engine may run with limitations – the red LED is still lighted.

Red LED flashes:

By a flashing red LED a fatal error of the engine is indicated. In this case the engine
must be shut down if this is possible without any dangers.

ATTENTION

In the case of a fatal error, the engine may be shut down by the electronic engine
control.

76
Troubleshooting/Deutz diagnostic system
Serdia 2010

Deutz has an own

diagnostic-tool called
Serdia 2010. It is not
possible to use the older
version -Serdia 2000- on
diesel engines with the
emission standard Tier4i /
Euro3b or plus. For using
the Serdia 2010 software a
licence is required. The
hardware of the newer and
older Serdia versions was
the same at the beginning,
but meanwhile the
interface has been
replaced. The Serdia 2010
diagnostic-tool uses an
own error code system by
Deutz additionally to the
SPN/FMI error codes and
the flash codes.

77
Troubleshooting/Basic flow of a
troubleshooting

78
This training document is not a substitute for technical documentation (instruction
manual, safety instruction and spare parts catalogue).
It is not subject of the technical modification service. All technical instructions for
description, operation, maintenance, etc. are taken by the instruction manual, the
safety manual or the spare parts list.

Publisher
Reinhard-Wirtgen-Straße 2
53578 Windhagen, Germany
Phone: +49 (0) 2645 / 131 – 0
http://www.wirtgen.de

Copyright
© Wirtgen GmbH 2017
Distribution and copying of this document, usage and communication of its content are
forbidden, unless specifically permitted. Infringements will result in the obligations to
pay damages. All rights reserved in case of a patent, utility model or registration of a
design.

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