Deutz BF4M2011 Specifications
| Engine Model: Deutz BF4M2011 |
| Engine Type: 4-stroke in-line 3-cylinder turbocharged oil-cooled diesel |
| Total Displacement: 190 cu.in (3.1 L) |
| Rated Engine Power: 87 hp (65 kW) at 2800 rpm |
| Fuel System Type: Direct Injection |
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The Deutz BF4M2011 is a 4-cycle, inline
4-cylinder, turbocharged diesel engine belonging to the Deutz 2011
family. The "B" designation indicates turbocharging, "F" denotes oil
cooling (Flüssigkeitskühlung - liquid/oil cooled), and "M" stands for
industrial engine application. This engine was designed as a compact,
high-power-density unit for off-highway applications including
construction machinery, agricultural equipment, and industrial power
units.
Unlike conventional liquid-cooled engines that use a water jacket and
radiator, the BF4M2011 uses an integrated oil cooling system where
engine oil circulates through an oil cooler to dissipate heat. This
design eliminates corrosion and cavitation risks associated with water
cooling while providing exceptional durability. The engine combines a
high grey cast iron crankcase, direct injection with individual
injection pumps, and a forced-feed lubrication system with a gear pump.
The BF4M2011 meets EU Stage II and EPA Tier 2 emission standards.
The Deutz BF4M2011 occupies a distinct position as a compact,
turbocharged oil-cooled 4-cylinder diesel for equipment requiring
reliable power in a confined installation space. The engine displaces
3.1 liters (190 cu.in), achieved through bore and stroke dimensions of
94 mm by 112 mm. This undersquare configuration, with a stroke 18 mm
longer than the bore, produces favorable low-end torque characteristics.
The compression ratio is 19.0:1, enabling excellent cold start
capability. Rated power is 65 kW (87 hp) at 2,300-2,800 rpm depending on
application calibration , with maximum torque of 270-320 Nm (199-236
lb-ft) delivered at a low 1,700 rpm.
The cylinder block is a high grey cast iron monobloc construction. The
cylinder head uses a two-valve per cylinder layout with one intake and
one exhaust valve. The valvetrain operates with pushrods and rocker arms
actuated by a camshaft located in the cylinder block. The fuel system
uses individual injection pumps for each cylinder in a pump-pipe-nozzle
configuration, with a mechanical governor standard and an optional
electronic governor available. The forced-feed lubrication system uses a
gear pump, with total oil capacity of 13.0 liters.
A distinctive feature of the BF4M2011 is its integrated oil cooling
system. Engine oil circulates through an oil cooler mounted to the
engine, eliminating the need for a separate liquid coolant circuit,
radiator, water pump, and associated hoses. This reduces external leak
paths and simplifies installation. All maintenance points are located on
one side of the engine, and long oil change intervals of up to 1,000
hours reduce operating costs. The engine exhibits very good load
response, ensuring immediate power delivery under varying loads.
Engine Type: 4-cycle, Overhead Valve (OHV), Inline-4 diesel
Valvetrain: OHV, 8 valves (2 per cylinder - one intake, one exhaust)
Aspiration: Turbocharged (fixed geometry or wastegated)
Displacement: 3.1 L (190 cu.in)
Bore: 94.0 mm (3.70 in)
Stroke: 112.0 mm (4.41 in)
Compression Ratio: 19.0:1
Combustion System: Direct injection
Firing Order: 1-3-4-2
Maximum Power: 87 hp (65 kW) @ 2,300-2,800 rpm
Maximum Torque: 199-236 lb-ft (270-320 Nm) @ 1,700 rpm
Maximum Governed Speed: 2,800 rpm (no-load)
Low Idle Speed: 900 rpm
The cylinder block is a monobloc casting manufactured from high grey
cast iron. The monobloc construction integrates the cylinder bores
directly into the block casting without separate replaceable cylinder
liners, providing excellent structural rigidity and eliminating liner
cavitation corrosion risks. The bores receive a final plateau honing
finish to promote piston ring seating and oil control.
The block is of a deep-skirted design extending below the crankshaft
centerline, enhancing rigidity and vibration damping. Four main bearing
bulkheads are cast integrally with the block, supporting a forged steel
crankshaft. The crankcase incorporates cast-in oil galleries on the
intake side, feeding pressurized oil to the main bearings and cylinder
head. Engine mounting feet are cast into the block sides at multiple
locations for flexible installation arrangements. All service points are
located on one side of the engine for simplified maintenance.
The cylinder head is a single, cross-flow monobloc casting manufactured
from grey cast iron, covering all four cylinders. The combustion
chambers are of the direct-injection open type, machined into the piston
crown as a re-entrant bowl shape optimized for air-fuel mixing. The
cylinder head carries two valves per cylinder: one intake valve and one
exhaust valve. The two-valve layout provides adequate airflow for the
turbocharged 2,800 rpm operating range while maintaining simplicity.
Valves are constructed from heat-resistant silichrome steel, with
exhaust valves featuring hardened seats for durability under sustained
high exhaust temperatures. The valvetrain operates via a camshaft
located in the cylinder block. Mechanical lifters follow the camshaft
lobes and transfer motion through hardened pushrods to cast rocker arms.
The rocker arms pivot on a through-shaft mounted above the cylinder
head. Valve lash adjustment uses a screw-and-locknut arrangement
performed with the engine cold. The cylinder head gasket is a
multi-layer steel (MLS) design with elastomer sealing beads.
The fuel system is a mechanical direct-injection pump-pipe-nozzle
design. Individual injection pumps for each cylinder are integrated into
the crankcase, eliminating external high-pressure fuel lines between a
central pump and the injectors. The individual pumps are actuated by a
camshaft within the crankcase. A mechanical centrifugal governor is
standard equipment, maintaining engine speed under varying loads by
adjusting fuel delivery.
An optional electronic governor is available for applications requiring
more precise speed control. A fuel lift pump draws fuel from the tank
and delivers it through a water-separating fuel filter to the individual
injection pumps. Each cylinder has a multi-hole injection nozzle mounted
in the cylinder head producing a finely atomized fuel spray for complete
combustion with low smoke. Injectors are spring-loaded and calibrated to
open at a precise pressure. Excess fuel not injected returns to the fuel
tank through a return line.
The lubrication system is a forced-feed (pressure lubrication),
full-flow wet-sump design with a gear-type oil pump. The gear pump is
mounted internally on the crankshaft within the timing gear case. The
pump draws oil through a screened pickup tube from an oil pan. Total oil
capacity is 13.0 liters (13.7 qt). Oil passes through the pump and then
through a full-flow spin-on or cartridge-type oil filter with a
microfilter element. An integral bypass valve allows unfiltered oil to
circulate if the filter becomes restricted.
From the filter, pressurized oil enters the main oil gallery running the
length of the cylinder block, distributing oil to all four main bearings
through cross-drilled passages. Connecting rod bearings receive oil via
diagonal passages drilled through the crankshaft. A separate vertical
passage carries oil to the cylinder head for valvetrain lubrication. Oil
pressure is regulated by a spring-loaded relief valve. Long oil change
intervals of up to 1,000 hours reduce operating costs and increase
equipment availability. The recommended oil grade is diesel-rated SAE
15W-40.
The BF4M2011 uses a distinctive integrated oil cooling system rather
than a conventional liquid coolant circuit. Engine oil circulates
through an oil cooler mounted externally on the engine. The oil cooler
functions as a heat exchanger: hot oil from the engine passes through
the cooler core, and air drawn by the engine-driven cooling fan passes
over the core to remove heat. This design eliminates components found on
water-cooled engines: no radiator, no water pump, no coolant hoses, and
no antifreeze.
The oil cooling system provides several advantages: no corrosion or
cavitation of cylinder bores, no freezing risk in cold climates, no
coolant leaks, and reduced maintenance requirements. The engine is
thermostatically controlled via an oil thermostat that regulates oil
flow through the cooler to maintain optimal operating temperature. The
integrated cooling system reduces installation costs and increases the
number of application areas. The cooling fan is belt-driven, with the
belt replacement interval extended to 1,000 hours.
| Intake and Exhaust Systems |
Intake System: Air enters through a dry-type, two-stage air cleaner with
a replaceable paper filter element and an integral dust ejector. From
the air cleaner, air flows to the turbocharger compressor inlet. The
compressor discharges heated compressed air directly into the intake
manifold. An optional charge air cooler (intercooler) is available for
applications requiring higher power density. The intake manifold
distributes charge air evenly to all four cylinders.
Exhaust System: A single cast-iron exhaust manifold collects exhaust
gases from all four cylinders. The manifold is designed to expand
thermally without cracking and includes a mounting flange for the
turbocharger. The manifold routes exhaust gases into the turbocharger
turbine housing. From the turbocharger outlet, exhaust flows through a
flexible coupling then to a silencer and exhaust pipe. The engine meets
EU Stage II and EPA Tier 2 emission standards.
The engine is equipped with a 12-volt or 24-volt negative-ground
electrical system, depending on the application. A starter motor engages
the flywheel ring gear. The charging system uses a belt-driven
alternator with sufficient output for construction equipment electrical
loads. The belt change interval is extended by 100% compared to
predecessor engines.
The engine is equipped with a single turbocharger. The turbocharger is
mounted directly on the exhaust manifold. Exhaust gas flow spins the
turbine wheel, which drives the compressor wheel on the same shaft. The
compressor wheel draws ambient air through the air cleaner and
compresses it, increasing air density and enabling more fuel to be
burned per combustion cycle. The turbocharged configuration provides 13%
more power compared to the naturally aspirated successor 1011F engine.
Overall Engine Length (Front Pulley to Flywheel Housing): 710-1,080 mm
(28.0-42.5 in).
Overall Engine Width: 495-649 mm (19.5-25.6 in).
Overall Engine Height (From Oil Pan Rail to Valve Cover Top): 703-787 mm
(27.7-31.0 in).
Dry Engine Weight (Complete without Flywheel): 247-286 kg (545-630 lb).
Weight (With Fluids, Starter, Alternator): 260 kg (573 lb).
Engine Oil
Grade: SAE 15W-40 (diesel-rated, API CF-4, CG-4, CH-4, or higher).
Oil Capacity (Total System, With Filter): 13.0 L (13.7 qt).
Oil Change Interval: Up to 1,000 operating hours (application
dependent).
Normal Oil Pressure (Rated Speed, Hot): 350-450 kPa (51-65 psi).
Minimum Oil Pressure (Hot Idle): 70 kPa (10 psi).
Cooling System (Oil Cooler)
Oil Cooler Type: Air-to-oil heat exchanger, engine-driven fan.
Oil Thermostat Opening Temperature: Approximately 80-90°C (176-194°F).
Fuel System
Fuel Grade: Diesel fuel.
Fuel Filter Change Interval: Replace every 500-1,000 operating hours.
Valve Clearance (Cold Engine, Ambient
Temperature)
Intake: 0.20-0.30 mm (0.008-0.012 in).
Exhaust: 0.30-0.40 mm (0.012-0.016 in).
Valve Adjustment Interval: Inspect and adjust every 1,000 hours or
annually.
Air Cleaner Element: Replace primary paper element every 250-500 hours.
Belt Replacement Interval: Extended by 100% compared to predecessor
1011F series.
Cylinder Head Bolts (M10): 90-100 Nm (66-74 lb-ft).
Cylinder Head Bolts (M12): 120-130 Nm (89-96 lb-ft).
Connecting Rod Cap Bolts: 65-70 Nm (48-52 lb-ft).
Main Bearing Cap Bolts: 95-105 Nm (70-77 lb-ft).
Flywheel Bolts (to Crankshaft Flange): 90-100 Nm (66-74 lb-ft).
Crankshaft Pulley Bolt: 200-230 Nm (148-170 lb-ft).
Camshaft Drive Gear Bolt: 70-80 Nm (52-59 lb-ft).
Injection Pump Mounting Nuts (to Crankcase): 20-25 Nm (15-18 lb-ft).
High-Pressure Injection Lines (Injector End, Pump End): 22-25 Nm (16-18
lb-ft).
Injector Hold-Down Clamp Bolts: 25-30 Nm (18-22 lb-ft).
Intake Manifold Bolts: 18-22 Nm (13-16 lb-ft).
Exhaust Manifold Nuts (to Cylinder Head): 25-30 Nm (18-22 lb-ft).
Oil Pan Bolts: 10-12 Nm (7-9 lb-ft).
Valve Cover Bolts: 6-8 Nm (4-6 lb-ft).
Oil Cooler Mounting Bolts: 20-25 Nm (15-18 lb-ft).
Starter Motor Mounting Bolts: 35-40 Nm (26-30 lb-ft).
Alternator Mounting Bracket Bolts: 25-30 Nm (18-22 lb-ft).
Engine Mount Feet Bolts (to Block): 50-60 Nm (37-44 lb-ft).
Oil Drain Plug (Oil Pan): 30-35 Nm (22-26 lb-ft).
The Deutz BF4M2011 engine is utilized as the diesel powertrain for the
following equipment categories.
Construction Machinery:
Bomag BW-177D-4 single-drum vibratory roller
Compact wheel loaders
Excavators
Backhoe loaders
Agricultural Equipment:
Tractors
Combine harvesters
Forage harvesters
Industrial Power Units:
Generator sets
Welding generators
Pump drives
Compressors
Material Handling Equipment:
Rough terrain forklifts
Telescopic handlers
Forklifts
Aerial Work Platforms:
JLG 1250AJP boom lift
Other mobile elevating work platforms
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