Deutz BFM1013 Diesel Engine Usage and Maintenance Requirements

 The BFM1013 diesel engine uses a unit pump fuel system. For diesel engines using a unit pump fuel supply system, the maintenance and upkeep of the unit pump are completely different from those of traditional diesel engine injection systems, with many special requirements, which brings many troubles to users and maintenance personnel. Due to the special nature of the BFM1013 diesel engine's injection system, most of its usage and maintenance work revolves around the fuel system. If maintenance is not done properly, problems often occur in the fuel system, leading to the diesel engine's inability to operate normally. Therefore, mastering the key points of this diesel engine's maintenance is very important.

 

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  (1) Method for Bleeding Air from the Low-Pressure Fuel Circuit 

  The BFM1013 diesel engine's fuel system uses a unit pump fuel supply system, which has certain special requirements for purging air from the fuel system. Because unit fuel injection pumps require high fuel pre-pressure, there are two systems: 0.3MPa and 0.5MPa (only one system is typically used for a specific diesel engine). Normally, the pressure is no lower than 0.2MPa (0.3MPa system) and 0.45MPa (0.5MPa system). Therefore, in a 0.5MPa system, the spring force of the return bolt is much greater than in an inline pump, making purging with a regular hand pump very difficult. Improper operation can make it difficult to remove air. Incomplete purging may cause difficulty starting the diesel engine or prevent it from starting altogether, and may also cause cavitation in the unit pump and pump chamber.

  ①BFM1013 Diesel Engine Fuel System Purging Methods If the diesel engine cannot start due to air in the fuel system, the following three purging methods are recommended.

 a. Before purging, loosen the high-pressure fuel line clamping nut on the injector and use a hand pump to pressurize and bleed the fuel until all high-pressure fuel lines flow with fuel free of air bubbles. Then tighten the high-pressure fuel lines to complete the purging process.

 b. Before purging, loosen the high-pressure fuel line nut on the unit pump and use a hand pump (Figure 1-19) to pressurize and bleed the fuel until all high-pressure fuel line outlets flow with fuel free of air bubbles. Then tighten the high-pressure fuel line nut to complete the purging process.

 

 Figure 1-19 Hand pump for BFM1013 diesel engine

 

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Regardless of the purging method, it is essential to completely remove air from the fuel system. Otherwise, starting the diesel engine will be very difficult.

② Purging Methods for Other Unit Pump Diesel Engine Fuel Systems Some diesel engine unit pump fuel systems have a purging device installed on the fuel filter (as shown by the arrow in Figure 1-20). The purging requirements are as follows: 

 

 

 

     Figure 1-21 Draining Water from the Oil-Water Separator Water Collector

 a. Loosen the bleed screw plug on top of the fuel filter and use the hand pump on the coarse filter to purge until the fuel filter is full of fuel and the fuel flowing from the bleed screw plug no longer contains air bubbles. Then tighten the bleed screw plug.

 b. Loosen the bleed screw plug on top of the unit pump chamber. Use a hand pump to bleed the system until the pump chamber is full of fuel and no more air bubbles emerge. Then tighten the bleed screw plug.

 

 c. Loosen the connectors between the high-pressure fuel lines and the injectors of each cylinder. Use a hand pump to purge the air from the high-pressure fuel lines until fuel flows out. Then tighten the connectors.

  d. After bleeding, wipe off any fuel that has flowed onto the diesel engine and chassis before starting the diesel engine.

 

 e. Do not use the starter motor to pull the diesel engine to bleed the system.

 f. During bleeding, avoid splashing fuel onto the exhaust pipe, starter motor, and wiring harness (especially connectors). If fuel is accidentally splashed onto these surfaces, wipe them off immediately.

 g. Ensure the fuel is clean and free from contamination during the bleeding process.

 

  (2) Precautions for Using the Unit Pump Fuel Supply System

 

 ① Due to the high injection pressure of the unit pump, the fuel quality requirements are relatively strict. Therefore, the diesel engine fuel system should use at least a two-stage filtration system (coarse filter and fine filter). If possible, a dedicated oil-water separator filtration system can be added.

 ② The fuel should be clean light diesel oil that meets national standards and has undergone at least 2-3 days of sedimentation and filtration.

 

 ③ Replace the diesel fuel filter and clean the diesel fuel tank regularly.

 

  ④ Regularly drain water from the diesel fuel coarse filter equipped with an oil-water separator, as shown in Figure 1-21.

 

 ⑤ Ensure a clean work environment during disassembly and maintenance, and ensure the clean installation of the unit pump.

  ⑥ The unit pump high-pressure fuel line is a single-use component and generally cannot be reused after disassembly.

 ⑦ It is strictly forbidden to disassemble the high-pressure fuel line while the diesel engine is running. Because the pressure inside the high-pressure fuel line is as high as 180.0 MPa, and there is a pressure holding delay, the high-pressure fuel line should only be disassembled 1 minute after the engine has stopped. ⑧ When a diesel engine experiences problems such as difficulty starting, insufficient power, or easy stalling, the low-pressure fuel circuit system of the unit pump fuel system should be checked first.

    

How to use the Deutz Diagnostic Tool to diagnose faults?

Using DEUTZ diagnostic tools (based on SerDia software and the DECOM interface) to diagnose faults requires following a standardized process: safety preparation → hardware connection → software communication → fault code and data parsing → action testing and calibration → repair verification → report archiving. The core is to differentiate between current and historical faults, combine freeze frames and data streams to pinpoint the root cause, and avoid blindly replacing parts based solely on fault codes.

 

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 1. Establishing a connection: Common locations for the diagnostic port: right side panel of the cab, under/behind the seat, near the ECU next to the engine, inside the fuse box; in construction machinery (such as road rollers), it is often located in the footwell or side panel. Interface type: OBD-II (highway vehicles) or DEUTZ dedicated 3-pin/6-pin CAN interface (non-highway equipment).

  2. Connection Steps: With the engine off, connect the adapter to the vehicle's diagnostic port;

      Connect the adapter's USB end to the computer and open the SerDia software;

      Turn the key to the ON position (without starting the engine) to power on the ECU.

  3. Establish Communication Select "Diagnostics → Connect ECU" in the software, automatically scan or manually select the protocol (CAN/K-Line); Select the corresponding engine model and ECU (e.g., EMR4 EDC17), and wait for the "Communication Successful" message; If it fails: Check the adapter driver, diagnostic port power/ground, and CAN line termination resistance (approximately 60Ω).   

4. Core Diagnostic Process (Key to Fault Location)

 Step 1): Read and Classify Fault Codes (DTCs) Enter "Fault Code Management" and read the current fault (Active), historical faults (History), and pending faults (Pending); 

      2). Record complete information: DTC code (e.g., P0340, SPN+FMI), fault description, number of occurrences, freeze frame (speed, load, temperature, voltage, etc. at the time of the fault);

   3), priority principle: handle the current fault first, then analyze historical faults; communication faults (starting with U) take precedence over sensor/actuator faults.  

Step 2: Freeze Frame and Data Stream Analysis (Reconstructing Fault Conditions) 

 

 

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5. Freeze Frame and Data Stream Analysis (Reconstructing Fault Conditions)  

 1) Retrieve freeze frames to confirm the boundary conditions at which the fault occurred (e.g., idle/full load, cold/hot engine, regeneration stage). 

2) Enter "Real-time Data" and add key parameter groups for monitoring: 

a) Power System: Battery voltage, ECU power supply voltage; 

 b) Intake System: Intake pressure (MAP), intake temperature, boost pressure; 

 c) Fuel System: Common rail pressure (actual/target), metering valve opening, injector drive status;

 d) Timing System: Crankshaft/camshaft speed, phase deviation; 

 e) Aftertreatment: NOx sensor, DPF differential pressure, regeneration status; 

3) Anomaly Judgment: Compare with standard values ​​(e.g., idle common rail pressure approximately 500–800 bar) and observe whether the parameters change synchronously with the operating conditions (e.g., whether the accelerator pedal opening and fuel injection quantity are linear). 

 4. Operational Testing and Circuit Verification (Distinguishing Component/Wire/ECU Faults)   

  1) Check "ECU Information": Software version, hardware serial number, calibration number, and confirm if it is the latest version; 

 2) Verify key calibrations (such as injector correction codes, idle speed, regeneration strategy). If they do not match the vehicle model, recalibration is required (original manufacturer authorization required).

6. Repair Verification and Fault Code Clearing 

 1) Repair Implementation: Based on the location results, repair the wiring, replace faulty sensors/actuators, clean or replace filters, update ECU software, etc.;

 2) Clear Fault Codes: After repair, go to "Fault Code Management" → "Clear Fault Codes" to confirm that all DTCs have been cleared; 

  

This article describes how to purge the low-pressure fuel lines of a Deutz diesel engine.

 (1) Method for Bleeding Low-Pressure Fuel Circuit of Diesel Engine 

 

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 The BFM1013 diesel engine fuel system uses a unit pump fuel supply system, which has certain special characteristics in terms of purging air from the fuel system. Because the unit injection pump requires high fuel pre-pressure, there are two systems: 0.3MPa and 0.5MPa (for a specific diesel engine, it may only be one of these systems), normally not lower than 0.2MPa (0.3MPa system) and 0.45MPa (0.5MPa system). Therefore, in the 0.5MPa system, the spring force of the return bolt is much greater than that of the inline pump, making purging with a regular hand pump very difficult. If not operated properly, it is difficult to remove air. If the evacuation is incomplete, the diesel engine may have difficulty starting or may not start at all, and it may also cause cavitation erosion in the unit pump and pump chamber.

 ① Bleeding Methods for BFM1013 Diesel Engine Fuel System If the diesel engine cannot start due to air in the fuel system, the following three bleeding methods are recommended.

a. Before purging, loosen the high-pressure fuel line clamping nut on the injector and use a hand pump to pressurize the fuel to bleed the system until fuel flows out of the entire high-pressure fuel line without any air bubbles. Then tighten the high-pressure fuel line to complete the purging process.

 

b. Before purging, tighten the high-pressure fuel line nut on the unit pump and use the hand pump (Figure 1-19) to pressurize the fuel and vent until all high-pressure fuel line outlets are filled with fuel without bubbles. Then tighten the high-pressure fuel line nut to complete the purging.

 

 c. Before purging, first loosen the return overflow valve on the low-pressure oil chamber, instead of loosening the bleed screw on the fuel filter as with an inline pump. Then pump fuel to bleed the gas until no air bubbles flow out. After purging, tighten the return overflow valve to complete the purging process.

 

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Note: It is not recommended to frequently use the method of loosening the high-pressure oil pipe to release air.

Of the above purging methods, the first one is the most effective, but it is relatively troublesome and complicated. If you are not very familiar with diesel engines, you need to be careful when using it to avoid damaging the valve cover gasket and causing oil leakage.

 

Regardless of the method used for purging, it is essential to completely remove air from the fuel system. Otherwise, starting the diesel engine will be very difficult.

② Other purging methods for unit pump diesel engine fuel systems Some diesel engine unit pump fuel systems have a purging device installed on the diesel fine filter (as shown by the arrow in Figure 1-20), and the purging requirements are as follows.

 

 

   

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a. Loosen the bleed screw on top of the fuel filter and use the hand pump on the coarse filter to bleed the fuel until the fuel filter is full of fuel and the fuel flowing out of the bleed screw no longer contains air bubbles. Then tighten the bleed screw.

  b. Loosen the bleed screw plug on top of the unit pump chamber and use a hand pump to bleed the fuel until the pump chamber is full of fuel and no more air bubbles emerge. Then tighten the bleed screw plug.

  c. Loosen the connectors between the high-pressure fuel lines and the injectors of each cylinder. Use a hand pump to purge the air from the high-pressure fuel lines until fuel flows out. Then tighten the connectors.

 d. After bleeding, wipe off any fuel that has flowed onto the diesel engine and chassis before starting the diesel engine. 

 e. Do not use the starter motor to pull the diesel engine to bleed the fuel. 

 f. During bleeding, avoid splashing fuel onto the exhaust pipe, starter motor, and wiring harness (especially connectors). If fuel is accidentally splashed onto these surfaces, wipe them off immediately. g. Ensure the fuel is clean and free from contamination during the bleeding process.

 

How to replace Deutz engine oil filter DFP2012 / DFP1013

 Please.follow.the.steps.below.to.change.the.oil.filter:

 

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                                                                    Risk of scalding!       

                                             

 

   1Then.unscrew.the.lube.oil.filter.cartridge.using.a.commercial.tool.and.spin.it.off.

                               

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2 Catch any oil that may spill out.

 

3 Clean.any.dirt.from.the.filter.carrier.sealing.surface

4 Lightly oil the rubber gasket of the new cartridge

5

5  Manually.screw.in.the.new.cartridge.until.the.gasket.is.flush.
 

6 Tighten.the.lube.oil.filter.cartridge.with.another.half-turn.by.hand

7 Check the oil level, see section 6.1.2

8 Start the engine 

9 Check the oil pressure, see section 3.3.2 

          10 Check.the.lube.oil.filter.cartridge.seal.for.leaks.. 

                          11 Shut down the engine and wait a minimum of 5 minutes 

12 Check the oil level, see section 6.1.2 

How to verify the DFP2012 / DFP1013 Deutz diesel engine "overspeed" test switch

    

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 Each engine is equipped with an over-speed test switch that is mounted directly to the control
panel. This test allows the over-speed set point to be obtained at only 67% of the factory preset
speed. Please follow the steps below to perform this test.

 1 Start the engine (see section 3.2.2)

2  Hold the OVER-SPEED TESTING switch in the up position (as seen below) until the2.
engine shuts down. If the engine does not immediately shutdown, contact your autho-
rized service representative.

 

 3  Push the OVER-SPEED RESET button

                                                                 

 

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4  Restart the engine

 

How to change the oil in a DFP2012/DFP1013 Deutz diesel engine?

                 

                              Use caution when draining hot oil: Risk of scalding!

                               

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 Collect the oil in a container. Do not allow the drained oil to run into the soil.
Dispose of the oil in accordance with environmental regulations.

 To change the oil, please follow the steps below:

 

          

 

 1.
Allow the engine to warm up2.
Lube.oil.temperature.should.be.approximately.80.degrees.Ca.
Switch the engine off

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4 Place an oil tray under the engine

5 Unscrew the oil drain plug

 6 Drain the oil

7 Fit.the.oil.drain.plug.with.a.new.seal.ring.and.tighten.firmly.(for.torque,.see.section.8.4.1.7.
– 8.4.2) 

8 Pour in fresh lube oil 

   a  For grade / viscosity information see section 4.1 

   b  For quantity information see section 8.1

9  Check the oil level, see section 6.1.2

 

  

How to commission a DFP2012 / DFP1013 Deutz diesel engine

                  https://www.heavydutydiag.com/                          

   Commissioning

This section contains information regarding the commissioning of your engine.

Adding Engine Oil

1 Never add oil to the engine while it’s running 

 

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  2 Initial Engine Oil Fill-Up

 3  Adding Fuel

     Use only commercial-grade diesel fuel. For fuel grade, see section 4.2. Use summer or winter-
grade fuel, depending on the ambient temperature.
Never.fill.the.tank.while.the.engine.is.running.•
Ensure cleanliness!•
Do not spill fuel!•
DO NOT• use BIO-DIESEL; bio-diesel can cause the fuel injection components to stick
if.the.engine.is.not.run.for.an.extended.period.of.time.

4.
See sections 6.3.1, 6.3.2 and 8.2 for this information as it pertains to each engine. 

5.
Check the battery and cable connections, see section 6.6.1.1.•
Trial run:•
After.the.engine.has.been.prepared,.carry.out.a.brief.trial.run.for.approximately.o
10 minutes UNLOADED, if possible.
During and after the trial run:•
Check the engine for leakso
After the engine has been turned off:•
Check the oil level and top off, if necessary, see section 6.1.2o
Re-tension V-belts, see section(s) 6.4.1 – 6.4.1.5 

 

  5 This section pertains to the method(s) for starting your engine.

Electric Starting 

 

  

 

6 Starting via Control Panel

 a  Put the MODE SELECTOR switch to MANUAL START.

                        

 

 

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  b Lift and hold the MANUAL CRANK “2. A” switch, releasing it when the engine starts.
Attempt to start the engine for 15 seconds.

                                       

    

c If the engine doesn’t start lift and hold the MANUAL CRANK “3. B” switch and release it
once the engine starts. Attempt to start the engine for 15 seconds. 

                          

  f If the starter engages and turns the engine but it doesn’t crank and run; then alternate4.
between the “MANUAL CRANK A” and “MANUAL CRANK B” switches. 

 g  If the starter engages for every starting attempt and the engine fails to run; then consult5.
the fault table in section 7.1 or call DEUTZ service department. 

h If the starter fails to engage and crank the engine then try starting the engine as outlined6.
in section 3.2.3 entitled “Starting via Manual Solenoids 

 

7 Starting via Manual Solenoids 

a  Put the MODE SELECTOR switch to MANUAL START.

b Lift and hold the manual crank “A” solenoid lever and release it once the engine starts.2.
Attempt to start the engine for no longer than 15 seconds. 

 c If the engine3. does not start then repeat step 2 above using manual crank “B” solenoid. 

               

         

  D If the starter engages and turns the engine but it doesn’t crank and run; then alternate4.
between the “MANUAL CRANK A” and “MANUAL CRANK B” switches.

  E If the starter engages for every starting attempt and the engine fails to run; then consult5.
the fault table in section 7.1 or call DEUTZ service department.

    

How to adjust the unit pump of Deutz engine 1013 series

 

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The method for adjusting fuel supply timing is as follows: Open the inspection window on the side of the fuel injection pump and locate the tappet corresponding to the plunger to be adjusted. Loosen the timing screw locknut on the tappet. If the timing is late, back out the timing screw slightly, tighten it with the locknut, and try again. If the timing is advanced, back in the timing screw slightly, tighten it with the locknut, and try again (this situation is rare). After each adjustment, carefully rotate the cam slowly until the plunger reaches its highest point. Then, use a screwdriver to pry up the tail of the plunger and use a feeler gauge to measure the gap between the tail of the plunger and the head of the timing screw. This gap must be no less than 0.4mm to prevent the plunger from hitting the oil outlet valve seat and damaging both sets of components. If the timing requirements can only be met with a gap less than 0.4mm, the plunger must be replaced with a new one.

 Fuel Advancer Maintenance Just like ignition advance in gasoline engines, diesel engines also require the start of fuel injection before the piston reaches top dead center (TDC) on the compression stroke. This is called the injection advance angle. This advance angle ensures fuel atomization and combustion for maximum power. The crankshaft angle of the injection pump from the start of fuel injection to TDC is called the fuel advance angle. The fuel advance angle is indicated by a scaled line and an indicator on the advancer housing at the front of the injection pump.

、

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Common advancer failures include oil seal leakage and driven disc wear. The advancer's components operate in oil, which dampens the vibration of the flyweights. Oil deficiency can affect advancer performance. Wear on the driven disc's curved shape can also alter advancer performance. Therefore, when a diesel engine experiences insufficient power at high speed, thick smoke, or overheating, it's important to check the advancer's characteristics. The advancer's operating characteristics should be checked on an injection pump test bench. For advancers used in non-supercharged CA6110 engines, the advance angle is 0° at speeds below 500 rpm and 6.5° at 1500 rpm. For advancers used in supercharged engines, the advance angle is 0° at speeds below 500 rpm and 5° at 1300 rpm. The advance angle changes linearly with speed, directly proportional to the speed. If the characteristic curve measured during testing deviates from the above requirements, the system should be repaired. A change in the advancer's operating characteristics indicates wear on the contact surface between the driven plate and the flywheel roller. Remove the plate and reshape the curved surface with an oilstone to restore it to its original shape. Place a shim under the driven plate's spring seat with a thickness equal to the total wear and reshaping to maintain the curved surface's position. The repaired advancer should be reinstalled and retested until the operating characteristics meet the requirements. A leaking advancer can usually be corrected by simply replacing the oil seal.

 

Adjusting Unit Pump Injection Timing: Like separate pumps, unit pump injection timing significantly impacts diesel engine operation. Adjusting unit pump injection timing also involves adjusting the injection pump's fuel advance angle. Excessively large injection advance angles lower the cylinder air temperature, resulting in poor mixture formation upon fuel injection and a prolonged ignition delay, potentially leading to rough engine operation, poor idling, and starting difficulties. Excessively small injection advance angles delay combustion of the combustible mixture in the cylinder, lowering the maximum explosion pressure and temperature, and even incomplete combustion. This can lead to reduced engine power, overheating, black exhaust smoke, and reduced fuel economy. Therefore, adjusting unit pump fuel timing is crucial. Unlike separate pumps, unit pumps do not have a fuel advancer. Instead, adjustment is performed directly on the unit pump by varying the distance between the injection pump plunger and the injection pump tappet. The thickness of the adjustment shim Z is Ts. A thicker shim increases the fuel advance angle; a thinner shim decreases the fuel advance angle. It is necessary to adjust the appropriate thickness Ts of the adjusting gasket so that the injection pump fuel supply advance angle just meets the needs of the diesel engine. 

 

 

1. Calculation of the thickness of the adjustment gasket Z 2. Calculation formula for the thickness of the adjustment gasket (1) Ts=(L-Vh)-(Lo+A/100) Where: L - the height from the installation plane of the injection pump in the cylinder block to the surface of the injection pump tappet. The standard hole on the standard cylinder block is Le=150mm. After replacing the cylinder block, the height from the installation plane in the cylinder block to the tappet changes to L=Le+X+Y, where X+Y is the height difference after the change. Vh - the pre-stroke of the injection pump plunger from the bottom dead center to the moment of starting to pump oil. The Vh value can be found in the data table of the diesel engine model. For example, when the injection advance angle of the BF6M1013EC engine is 9°, the pre-stroke Vh value is 5.50mm. L0 - the standard length from the installation plane of the single pump (when it is about to supply oil) in the cylinder pump to the surface of the single pump tappet, L0=143mm. A/100-The difference between the standard length L0 of the single pump and the actual length. The A value is measured and marked on the pump body when the single pump leaves the factory. When the theoretical value is calculated after replacing the cylinder body and the single pump, it can be rounded to the applicable adjustment gasket thickness value. For example, if the calculated value Ts is 1.665mm, the rounded gasket thickness Ss value is 1.7mm. Calculation of replacing only the injection pump Z Adjustment gasket thickness calculation formula (2) Ts = Ek-(L0+A/100) Where: EK value can be found in the data table of the diesel engine model. The EP value is marked on the nameplate of the diesel engine. The EK value can be found from the Ep value to calculate the Ts value. Adjustment of the fuel supply of the single pump The fuel supply of the single pump is guaranteed by the original position of the fuel supply rack and the stroke of the rack. After the injection timing of each injection pump is adjusted, it is very important to ensure the position of the fuel supply rack. The fuel rack adjustment diagram for the BF6M1013EC diesel engine is shown below. X represents the fuel rack's position when it is in the stop position (X = 0.3-1.3 mm). This value is measured at the end of the housing. If it is too small, the fuel rack will not fully stop the fuel flow. Y represents the maximum stroke of the fuel rack (Y = 16.8-17.1 mm). This rack stroke ensures maximum fuel delivery from the injection pump. A smaller Y value will affect fuel delivery and prevent full power at full throttle.