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

Deutz Diagnostic Tool Communicator for Deutz Engine DECOM Controllers

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 release hydraulic pressure in multiple hydraulic circuits on a 320D2 excavator

                                                WARNING:

 Hot oil or hydraulic fluid pressure can cause personal injury. Hydraulic fluid pressure remains in the hydraulic system after the engine is stopped. Failure to relieve pressure before servicing the hydraulic system can result in serious injury. When removing hydraulic system components or lines, ensure all work tools are lowered to the ground and the hydraulic fluid is cool. Remove the filler cap only after the engine is stopped and the filler cap is cool enough to touch with bare hands.

 

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  CAUTION: During inspection, maintenance, testing, adjustments, and repairs, care must be taken to ensure that any drained fluid is contained. Before opening any compartments or disassembling any components that contain fluids, have a suitable container available to collect the fluid.

 For tools and supplies suitable for collecting and containing fluids on Cat products, refer to the specialized publication, NENG2500, "Dealer Service Tool Catalog."

Dispose of all fluids in accordance with local regulations and requirements. 

1 Perform the following procedure to relieve hydraulic pressure from multiple hydraulic circuits in the main hydraulic system. 1. Park the machine on level ground.

 

   

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  2. Fully retract the boom cylinder linkage. Adjust the bucket so that it is parallel to the ground. Lower the boom until the bucket is level on the ground. Refer to Figure 1.

 3. Shut off the engine.

 4. Turn the engine start switch to the on position, but do not start the engine.

 5. Place the hydraulic start control lever in the unlocked position.

 6. Move the joystick or pedal to the full position for only the hydraulic   circuit requiring service. This will relieve high pressure in that circuit only. This will also relieve any pressure that may be present in the pilot hydraulic circuit. Note: If the hydraulic circuit requiring service requires activation of an operating switch, activate the appropriate operating switch for that circuit.

 7. Place the hydraulic start control lever in the locked position. 

 8. Start the engine. 

 9. Place the hydraulic start control lever in the unlocked position. Do not move any joystick or pedal from the neutral position during this step. Do not activate any switches during this step. 

10. Return the hydraulic start control lever to the locked position. 

11. Shut off the engine. 

12. Repeat steps 4 through 11 for any other hydraulic circuits requiring service. 

13. After relieving the hydraulic pressure in each targeted hydraulic circuit, return the hydraulic start control lever to the locked position. 

 14. Turn the engine start switch to the off position. 

 15. Slowly loosen the filler plug on the hydraulic tank to relieve pressure. Keep the filler plug loose for at least 45 seconds. This will relieve any pressure that may be present in the return hydraulic circuit. https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sis... Friday, October 26, 2018 

16. Tighten the filler plug on the hydraulic tank to the specified torque. 

17. The pressure in the multiple hydraulic circuits requiring maintenance has now been relieved, and the lines and components can be disconnected or removed from these hydraulic circuits.

 

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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.

  

How to troubleshoot Caterpillar 311B Hydraulic Excavator MID 161 - CID 0168 - FMI 01

 Conditions that Generate This Code: This diagnostic code is logged when the PL522 and 523 modules detect a battery voltage below 11 VDC. Test Procedure 1. Check the system voltage at the 70-pin connector on the PL522 and 523 modules. Start the engine and run it at high idle for 5 to 10 minutes. Measure the system voltage between the "Unswitched Power" and "Ground" contacts. Pin 52 is the "Unswitched Power" terminal, and pin 65 is the "Ground" terminal.

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 Expected Results: 24 VDC systems should have a voltage of 27 VDC to 29 VDC. 12 VDC systems should have a voltage of 13 VDC to 15 VDC. 

Result:

 • OK - The voltage is correct. Clear this diagnostic code and check for other diagnostic codes. Stop 

 • Abnormal - The voltage is abnormal. Go to Test Step 2. Test Step 2. Check the Alternator. Operate the engine at high idle for 5 to 10 minutes. Measure the voltage output at the battery terminals.

 Expected Results: For 24 VDC systems, the voltage range should be 27 VDC to 29 VDC. For 12 VDC systems, the voltage range should be 13 VDC to 15 VDC. 

Result: • OK - The voltage is correct. Go to Test Step 3. • Not OK - The voltage is abnormal. Repair: Repair or replace the alternator.

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 Stop

 Test Step 3. Check the Battery Voltage.  

Turn the key switch to the OFF position. Measure the voltage at the battery terminals. Always wear appropriate personal protective equipment.

 Expected Results: The voltage on a 12 VDC system should be between 12 VDC and 15 VDC. The voltage on a 24 VDC system should be between 24 VDC and 27 VDC.

Result: • OK - The voltage is between 12 VDC and 15 VDC, or the voltage is between 24 VDC and 27 VDC. Repair: PL522 or 523 may be faulty. Recheck the system before replacing PL522 or 523. PL522 or 523 is rarely the source of the fault. Refer to System Operation, Troubleshooting, Testing and Adjusting, "Electronic Control Module (ECM) - Replacement." After replacing PL522 or 523, recheck the system and check the status of the diagnostic code. Stop • Not OK - The voltage is not between 12 VDC and 15 VDC, or the voltage is not between 24 VDC and 27 VDC. Repair: Refer to Special Instruction, REHS0354, "Charging System Troubleshooting." If the condition does not improve, PL522 or 523 may be faulty. Recheck the system before replacing PL522 or 523. PL522 or 523 is rarely the source of the fault. Refer to "Electronic Control Module (ECM) - Replacement" in Systems Operation, Troubleshooting, Testing and Adjusting. After replacing PL522 or 523, recheck the system and check the status of the diagnostic code. 

 Stop 

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Caterpillar Machine Heating System Troubleshooting and Troubleshooting

Caterpillar Machine Heating System Troubleshooting and Troubleshooting SMCS - 7304-035; 7309-035-YC

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SMCS - 7304-035; 7309-035-YC The following problem-solving information is intended for locating and correcting problems in the heating system. Different problems may cause the same or similar system conditions (symptoms). Refer to Testing and Adjusting, SENR 5664, "Heater Performance - Tests" to evaluate system performance before beginning the corrective procedures. The problem must be diagnosed first. If any damaged components are found during inspection, repair or replace them.

Symptom: When the heater control knob is turned to the highest heat setting, there is little or no heat flow to the cab.

Possible Cause 1 The blower motor does not operate.

1. Check the circuit breaker or fuse box to ensure there are no open circuits in the system.

2. Visually inspect the wiring harness to check for damaged wires and missing connectors. Refer to the electrical schematic for the individual machine to ensure proper connections. 3. Check the fan blades to ensure they are not obstructed or stuck. 4. Check the fan switch for proper operation at all settings. The blower motor should operate under a variety of settings and temperatures.

 

Possible Cause 2 There is a leak in the system. 1. Check the hose clamps to ensure they are not missing and that they are tightened according to the torque values ​​shown in the diagram. 2. Check the heating coil for any obvious cracks or leaks. 3. Check the water valve to ensure it is properly installed and functioning properly.

Possible Cause 3 The inlet/outlet of the engine cooling system is closed. 1. Check the valve connecting the heater hose to the engine block. 2. Ensure the valve is fully open.

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Possible Cause 4 The hoses connecting the system are kinked or clogged.

1. Check the hoses for blockages or bends. Blockages and bends in the heater hoses can restrict the flow of coolant, which can also reduce the performance of the entire heating system.

2. Replace any hoses that may be restricting the flow of coolant.

Possible Cause 5 The heater's controls are malfunctioning.

1. Determine the type of controls used on the machine.

2. If the system is equipped with a water valve, proceed to step

3. If the system is equipped with a blend door, proceed to step 6. 3. Inspect the water valve for signs of damage.

4. Inspect the water valve to ensure that it fully opens when the temperature control knob is set to the hottest position.

5. If the water valve will not open or close, proceed to "Possible Cause

6. Inspect the blend door.

7. Inspect the blend door for any damage.

8. Ensure that the insulation on the blend door is intact.

9. Ensure that the actuator is connected to the blend door.

10. Inspect the blend door to ensure that it fully opens when the temperature control knob is set to the hottest position.

Possible Cause 6 The water valve's cable or potentiometer is malfunctioning.

1. Determine the type of water valve controls used on the machine.

2. If the water valve has a cable connected, proceed to step 3. If the machine has a built-in potentiometer, proceed to step 5.

3. Inspect the machine to ensure the cable is connected to the water valve handle.

4. Inspect the water valve to ensure the valve is fully open when the temperature control knob is turned to the hottest position.

5. Inspect the machine to ensure the potentiometer is connected to the wiring harness in the cab instrument panel.

6. Inspect the water valve to ensure the valve is fully open when the temperature control knob is turned to the hottest position.

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