Deutz BFM 1008F Service Manual

II DISASSEMBLY/REASSEMBLY

CAMSHAFT LOBE SPECIFICATIONS

NOTE: The camshaft shown in the figure is reflective of a F3M 1008. However, the cam lobes are identical for the F2/3/4M 1008 diesel engines. The cam lobes are slightly different for the BF4M 1008 as is shown in the data below.

H- F2/3/4M 1008 = Valve Lobe (intake/exhaust) = 29.598-29.650 mm H- BF4M 1008, Intake Lobe = 29.438 - 29.490 mm H- BF4M 1008, Exhaust Lobe = 29.778 - 29.830 mm H- USEABLE Limit (All Models) = Minimum Value minus(-) 0.1 mm H

-Injection Lobe (All Models) = 28.948 - 29.00 mm

H1-Injection Lobe USEABLE Limit = 28.848 mm

LOBE IDENTIFICATION:

No. 1 Intake

No. 2 Intake

No. 3 Intake

No. 1 Exhaust

No. 2 Exhaust

No. 3 Exhaust

No. 1 Injection

No. 2 Injection

No. 3 Injection

CYLINDER HEAD REMOVAL

Remove all cylinder head bolts, then lift the cylinder head from the crankcase. Do not pry excessively, lever or strike the cylinder head with a hammer in attempts to break the cylinder head loose from the head gasket. Do not damage the pre-combustion chambers during the handling process.

INSPECTION: Thoroughly clean the cylinder head in a non-caustic solvent. Dry with compressed air. Inspect for cracks and warpage. Check cylinder head warpage using a high quality straight edge and precision feeler gauges. Hold the straight edge on the cylinder head deck and check corner-to-corner and side to side in at least four(4) equidistant zones. The maximum allowable warpage is 0.10 mm. If warpage exceeds 0.10 mm, the cylinder head may be planed a maximum of 0.20 mm. NOTE: Remove pre-combustion chambers before planing.

VALVE REMOVAL

Components:

Valve Stem

Spring

Valve Seal

Spring Cap

Spring Seat

Collets

Place the cylinder head on suitable wood spacers so that the pre- chambers do not touch the top of the work bench when the cylinder head is oriented as shown. Using a suitable valve spring compression tool and acting on the spring cap (5), compress the valve springs so that the collets (6) can be removed while the spring is being held in the compressed state. WARNING: Valve springs can store a considerable amount of energy while under compression. Compress and hold valve springs under compression with care- wear suitable eye protection. After the collets are removed from all valves, turn the cylinder head 90° so that the cylinder head is resting on the intake or exhaust planes. Remove the valves. If valves are to be reused, label each valve according to cylinder number so that the valves can be reinstalled in the identical position as removed.

VALVE STEM SEAL INSTALLATION

Following cleaning of the cylinder head and machining or lapping of the valves/ valve seats, install the valves into the cylinder head. Using wooden spacers to prevent pre-chamber damage, orient the cylinder head as shown. Soak new valve stem seals in clean engine oil for five(5) minutes. Liberally lubricate the valve stems with clean engine oil. Using special tool 1460-047, place the valve stem seals in the end of the 1460-047 tool. Carefully push the valve stem onto the valve stem and over the valve guide. Do not force the seal or use a hammer to drive the seals into place. The hand force applied must be parallel to the valve.

DISASSEMBLY/REASSEMBLY II

VALVE SPRINGS

INSPECTION: Clean all valve springs in solvent and dry with compressed air. Inspect the springs for surface cracks and fractures. Orient the spring in normal direction of operation with one end of the spring resting on a flat surface. Make sure that both planes of the spring are parallel. If the springs seats are not parallel, discard the spring.

Measure the free height of the spring as shown in the diagram. The free height should be 45.6 mm (nominal). If the free height is less than

43.5 mm, discard the spring.

VALVE SPECIFICATIONS:

INTAKE VALVE: Base Material: X 45 Cr Si 8 UNI 3992

Zone 1 - Chrome Plated C = 33.00 mm (F2/3/4M 1008, BF4M 1008) C = 34.40 mm (F4M 1008 F)

α1= 60° 30' / 60° 45'

EXHAUST VALVE: Zone 2 - Weld Joint

Zone 3 - Chrome Plated Zone 4 - Base Material: X 45 Cr Si 8 UNI 3992 Zone 5 - Base Material: X 70 Cr Mn NI N 216 UNI 3992 D = 29.00 mm (F2/3/4M 1008, BF4M 1008) D = 30.20 mm (F4M 1008 F)

=45° 30' / 45° 45'

VALVE CLEANING: The face and lower shank of the valves may be power cleaned via an electric brush. DO NOT POWER BRUSH THE VALVE STEM!

VALVE GUIDES / VALVE GUIDE BORE

Both intake and exhaust valve guides are identical dimensionally and are made from phosphoric gray iron with a pearlitic matrix. The dimensional specifications are as follows:

= 36.4 - 36.6 mm

= 11.045 - 11.054 mm

= 11.000 - 11.018 mm

= 5.80 - 6.20 mm

= 9.75 - 9.85 mm

Valve guides are supplied in finished form. No further machining of standard valve guides is required or recommended. NOTE: 0.50mm oversized valves guides (OD) are available. If oversized valve guides are used, dimension (C) from above must be increased by 0.50mm.

VALVE GUIDE INSTALLATION GUIDELINES AND POST INSTALLATION VALVE/VALVE GUIDE SPECIFICATIONS

Deutz does not provide installation tools for valve guides. Deutz recommends that valve guide replacement be done by a suitable shop specializing in cylinder head work.

Whether newly installed or existing, the valve guides should conform to the following:

= 39.5 - 40.0 mm

= 7.005 - 7.020 mm

= 6.960 - 6.990 mm

B-C

= 0.015 - 0.050 mm; USAGE Limit = 0.10 mm

II DISASSEMBLY/REASSEMBLY

VALVE SEATS

Valve seats are supplied fully finished. No further machining of the valve seats is required or recommended except for a final lapping operation as part of valve installation. Deutz does not provide installation tools for valve seats. Deutz recommends that valve seat replacement be done by a suitable shop specializing in cylinder head work. Whether newly installed or existing, the valve seat to cylinder head interface must conform to the following:

For F2/3/4M 1008, BF4M 1008

EXHAUST VALVE SEAT:

= 34.020 - 34.045 mm

= 34.106 - 34.115 mm

α1= 59° 53' - 60

INTAKE VALVE SEAT:

= 30.020 - 30.041 mm

= 30.108 - 30.116 mm

= 44° 53' - 45

For F2/3/4M 1008 F

EXHAUST VALVE SEAT:

= 35.220 - 35.245 mm

= 35.306 - 35.315 mm

= 59° 53' - 60

INTAKE VALVE SEAT:

= 31.220 - 31.241 mm

= 31.308 - 31.316 mm

= 44° 53' - 45

VALVE RECESS and SEAT SEALING WIDTH

Invert the cylinder head as shown with the cylinder head resting on suitable supports. Install the valves, but not the valve springs. Lubricate the valve stems with clean engine oil and perform the final lapping on the valve to valve seat interface using ‘fine’ lapping compound. Wipe off all excess lapping compound. Remove each valve following lapping and measure the width of the sealing band (S) as shown by the gray lap line.

For F2/3/4M 1008, BF4M 1008

SEALING WIDTH (S) = 1.6 - 1.7 mm; USEABLE Limit = 2.0 mm VALVE RECESS (D) = 0.5 - 0.8 mm; USEABLE Limit = 1.1 mm

With the valve resting in the cylinder head, use a depth micrometer to determine the recess (D) that the valve face drops below the cylinder head deck. If valve recess or valve sealing area does not meet the above specifications, replace the valves/ valve seats as required.

For F2/3/4M 1008 F

SEALING WIDTH (S) = 1.6 mm; USEABLE Limit = 2.0 mm VALVE RECESS (D) = 0.7 - 1.0 mm; USEABLE Limit = 1.3mm

PRE-COMBUSTION CHAMBER-OVERVIEW

Components of the Pre-combustion chamber configuration

Pre-combustion Chamber

Glow Plug

Pre-combustion Chamber Ring Nut

Cylinder Head

NOTE: Pre-combustion chambers are identical for the F2/3/4M 1008 and BF4M 1008.

DISASSEMBLY/REASSEMBLY II

NOTE: THE PRE-COMBUSTION CHAMBER DOES NOT NORMALLY REQUIRE REMOVAL OR SERVICE AND SHOULD NOT BE DISTURBED UNLESS ABSOLUTELY NECESSARY. DO NOT REMOVE PRE-COMBUSTION CHAMBERS AS PART OF A NORMAL REBUILD OR VALVE JOB. FURTHER, DEUTZ RECOMMENDS THAT NEW PRE- COMBUSTION CHAMBERS BE INSTALLED IF REMOVAL OF THE EXISTING PRE-CHAMBERS IS REQUIRED. THE FOLLOWING PROCEDURES DETAIL PRE-CHAMBER REMOVAL AND INSTALLA- TION SHOULD SERVICE BE REQUIRED.

PRE-COMBUSTION CHAMBER RING NUT:

As shown in the diagram at the bottom of page 35, the pre-combustion chamber is secured to the cylinder head by a ring nut. The ring nut (2) may be removed by securing the cylinder head in a safe and suitable manner- resting on wooden blocks to protect the pre-combustion chambers, then using special tool 7107-027 and a breaker bar to loosen and remove the ring nut (2).

PRE-COMBUSTION CHAMBER REMOVAL

Remove the glow plug(s) from the cylinder head. Screw special tool 1460-030 into the pre-combustion chamber. Special tool 1460-030 is comprised of shaft/end (1) and slide hammer (2). Make sure that the shaft/end (1) portion of the special tool is completely screwed into the pre-combustion chamber. Carefully, but sharply, slide the slide hammer (2) up the special tool shaft until contact is made with the end of the tool. The hammer effect of the special tool will extract the pre-combustion chamber. Following extraction of the pre-combustion chamber, unscrew the pre-combustion chamber (3) from the special tool.

WARNING: SPECIAL TOOL 7107-030 IS AN IMPACT DEVICE. EYE

PROTECTION SHOULD BE WORN DURING OPERA- TION. GREAT CARE SHOULD BE TAKEN TO PREVENT THE PINCHING OF YOUR HAND OR FINGERS AS THE SLIDE HAMMER IMPACTS THE TOP OF THE TOOL.

PRE-COMBUSTION CHAMBER INSTALLATION:

Carefully clean all carbon from the pre-combustion chamber pocket in the cylinder head. Do not use sharp edges or abrasive means to clean the pre-combustion chamber pocket. Non-caustic solvents may be used to assist in carbon removal. Introduce a new pre-combustion chamber into the cylinder head so that the side hole of the pre-combustion chamber approximately aligns with the glow plug hole (see diagram at left). Screw the pre- chamber alignment tool 7107-031 fully into the glow plug threaded hole, through the pre-chamber side hole. Using the pre-combustion chamber ring nut tool- 7107-027 as shown above, install and tighten the pre-combustion chamber ring nut. Torque the ring nut in two(2) steps- 100 Nm, then 180 Nm. Reinstall the glow plug. Torque the glow plug to 25 Nm.

OIL PAN REMOVAL / INSTALLATION

REMOVAL: Drain the oil from the oil pan. Remove all oil pan bolts. Gently, without deforming the pan, pry the pan from the crankcase using a small bar(1). Numerous attempts at several different locations around the perimeter of the pan may be required before the pan releases from the crankcase. INSPECTION/ CLEANING: Thoroughly clean the oil pan in solvent and dry with compressed air. Remove all traces of the oil pan gasket from the oil pan and crankcase. Inspect the oil pan for warpage, cracks, dents, etc.. Inspect the oil pick-up screen for tears and/or clogging. Inspect the oil drain plug holes for thread integrity. Lay the oil pan mounting flange on a flat surface and check for flatness. Repair or replace as required. INSTALLATION: Install a new oil pick-up O-ring. Apply Dow Corning 7091 Silicone around the perimeter of the sealing surface of the pan as shown. Allow the silicone to “skin”. Install the oil pan to the engine. Torque the oil pan bolts to 10 Nm. Torque the oil drain plug to 40 Nm.

II DISASSEMBLY/REASSEMBLY

PISTON REMOVAL:

Rotate the engine to BDC. Clean all carbon from the top of the cylinder bore. If a wear ridge is present at the top of the cylinder bore, remove the ridge with a suitable “ridge reamer”. Remove the connecting rod cap as shown. Using a soft, wood rod, carefully and slowly push on the connecting rod- forcing the piston upward. Do not allow the connecting rod to hit the crankshaft. Note: Slight crankshaft rotation may be required to gain adequate access to the connecting rod for purposes of pushing. Push the connecting rod until the piston oil ring is outside of the cylinder bore. Lift the piston from the cylinder bore as shown. Mark the top of the piston and the connecting rod with respect to cylinder number. Loosely re-attach the connecting rod cap to the connecting rod.

GENERAL PISTON NOTES:

B/FM 1008/F pistons are identical for the F2/3/4M 1008. BF4M 1008 piston is identical to the F2/3/4M 1008, but is fitted with a special top compression ring individual to the BF4M 1008.

PISTON / CONNECTING ROD DISASSEMBLY and PISTON INSPECTION

Carefully remove and retain the piston pin snap ring (one(1) side only) using a suitable awl and a small screwdriver as required(see dia- gram). Do not damage the snap ring seat during the removal process. Push the piston wrist pin far enough to allow the piston and connecting rod to be separated. NOTE: If required, the wrist pin may be tapped with a soft faced drift to assist wrist pin movement. If tapping is required, place the piston on a protected surface so that the skirt of the piston is not damaged during the tapping process. Do not allow the drift to contact the piston pin bore. INSPECTION: Clean the piston and piston pin in solvent. Dry with compressed air. Inspect the piston for scoring, galling and signs of localized overheating. Carefully remove the piston rings. Remove all carbon from the piston top. Clean the carbon from the ring grooves using a suitable ring groove cleaning tool. MEASUREMENT: Measure the diameter (Q) of the piston skirt a distance (A)-9 mm from the bottom of the piston skirt. Measure piston ring land/ ring clearance as detailed on page 39.

PISTON CLASS, WEIGHT IMBALANCE and GENUINE Deutz MARKINGS

As part of the high quality standards of Deutz, pistons are fitted within B/FM 1008/F engines as a function of finished cylinder size. Four(3) piston classes exist-

A, B, C

. The piston class is stamped into the bottom of the piston as shown in the diagram (at arrow). The Deutz logo on the bottom of the piston crown is your assurance that the piston is GENUINE DEUTZ.

PISTON CLASS DETAILS (F2/3/4M 1008, BF4M 1008):

Dimensions (mm):

CLASS Ø Cylinder (mm) Ø Piston Clearance (mm)

71.990 - 72.000 71.930 - 71.940

72.000 - 72.010 71.940 - 71.950 0.050 - 0.070

72.010 - 72.020 71.950 - 71.960

PISTON CLASS DETAILS (F2/3/4M 1008 F):

Dimensions (mm):

CLASS Ø Cylinder (mm) Ø Piston Clearance (mm)

74.990 - 75.000 74.930 - 74.940

75.000 - 75.010 74.940 - 74.950 0.050 - 0.070

75.010 - 75.020 74.950 - 74.960

REPLACEMENT PISTONS (SPARE PARTS):

Replacement pistons are supplied with piston rings reflective of the piston class. Replacement pistons are supplied as class A. Piston classes B and

are reserved for production engines. Oversized pistons are available as 0.50mm and 1.00mm and are supplied with piston rings reflective of the oversized diameter. DO NOT FIT PISTON RINGS FOR STAN- DARD PISTONS ON OVERSIZED PISTONS. DO NOT FIT RINGS FOR OVERSIZED PISTONS ON STANDARD PISTONS. PISTON BALANCE: Weigh all pistons to be installed within a single engine. The total difference in weight between the lightest and heaviest piston should not exceed 4 grams. Weigh all pistons to be installed within a single engine. The total difference in weight between the lightest and heaviest piston should not exceed 4 grams.

DISASSEMBLY/REASSEMBLY II

CYLINDER INSPECTION / DIMENSIONAL SPECIFICATIONS

Thoroughly clean the cylinders and upper deck of the crankcase. Alternately, completely clean the crankcase with solvent and dry with compressed air. Remove all carbon deposits from the cylinder and carefully remove any excessive ridge at the upper portion of the cylinder using a suitable “RIDGE REAMER” tool. Inspect the cylinders for general wear, scoring, galling and discoloration. Using a calibrated bore gauge, measure the cylinder diameter at four(4) positions in 45° intervals at each of the depths (1), (2) and (3) as shown. The piston ring contact zone is shown as (X), while the piston skirt only contact area is shown as (Z). Dimensional analysis is as follows:D = 71.990 - 72.000 mm, CLASS A- (All B/FM 1008/F Models)

If the cylinder is found to be 72.050mm or greater at any measurement point, bore the cylinder by 0.50 or 1.00mm. Further, if the cylinder is found to be in specification, but the bore is tapered or bell-mouthed, boring is suggested. NOTE: To determine the piston running clearance, measure the piston skirt as detailed on page 37, then measure the cylinder bore in zone (Z). The piston running clearance will be the difference between the two (2) dimensions.

CYLINDER CLASS

The cylinder class (at time of manufacture) is stamped on the upper deck of the crankcase as shown in the diagram. Cylinders are classed as

A, B, C

depending on the exact cylinder diameter.

NOTE: Replacement pistons are available in class A. If upon disas- sembly, the existing pistons cannot be reused, replace the piston with classA depending on the cylinder diameters found.

CYLINDER SURFACE FINISH

Proper cylinder surface finish is critical for low oil consumption and optimal engine performance. Therefore, the success of an engine rebuild is greatly affected by the preparation of the cylinders with respect to surface finish.

After inspection of the cylinders as detailed above, the cylinders should be power honed. A “BEAD” type hone is preferred for engines that do not require boring. Engines that require boring, should be power honed as part of the boring operation. Since honing removes material, the diameter of the cylinder should be re-checked as detailed above following honing.

The honing operation should produce a pattern oriented at 45-55

as shown in the diagram. The final surface roughness should be

0.5-1.0 mm.

POST HONING CLEANING: Deutz strongly recommends that the cylinders be washed with hot water and a strong degreasing soap following honing. Finish the cleaning operation with a thorough rinsing with clean water, then dry the crankcase with compressed air. Coat all exposed surfaces, especially the cylinders and upper crankcase deck with clean engine oil to prevent corrosion.

NOTE: DO NOT USE EMERY CLOTH, SAND PAPER, ETC. ON THE CYLINDER IN ATTEMPTS TO CREATE A CROSS-HATCH PATTERN BY HAND MOTION.

II DISASSEMBLY/REASSEMBLY

PISTON RING END GAP

Prior to installing piston rings on each piston, install the rings within the cylinder bore, approximately 25 mm from the top of the crankcase deck as shown. A piston turned upside down should be used to push the rings to the 25mm depth so that assurances of proper orientation can be had. Use a feeler gage(A) to measure the ring end gap. The specifications are as follows:

1st piston ring(compression) = 0.25-0.45 mm, (USEABLE Limit = 1.00 mm) 2nd piston ring(compression) = 0.25-0.45 mm, (USEABLE Limit = 1.00 mm) 3rd piston ring(oil scraper) = 0.25-0.45 mm, (USEABLE Limit = 1.00 mm)

NOTE: If the ring gap is less than the minimum value shown, gently secure the ring in a soft jaw vise and file (small amount) the ends of the ring, re-checking the end gap periodically until the required clearance is achieved. Remove all burrs from the piston ring ends before installation.

PISTON RING TO PISTON LAND CLEARANCE

With reference to the diagrams, measure the piston ring to piston land clearance using a feeler gage. If the piston has previously been operated within and engine, the piston should be inspected and cleaned as described on page 36. The specifications for piston ring to piston land clearance are as follow:

= 0.090 - 0.125 mm

= 0.050 - 0.085 mm

= 0.040 - 0.075 mm

Replace the piston and/or piston rings if the piston ring to piston ring land clearance exceeds the specification.

PISTON RING ASSEMBLY LOCATION

With reference to the diagram, carefully install the piston rings onto the piston.

= Top Compression Ring (Tapered / Torsional)

= No. 2 Compression Ring (Tapered / Torsional)

= Oil Control Ring (Internal Spring, 2 piece Ring)

= Chrome Plated Portion of Top Compression Ring

= Chrome Plated Portion of Oil Control Ring NOTE: As shown on the diagram, install the rings so that the word “top”, “UP” or any other markings faces up.

CONNECTING ROD / CONNECTING ROD BEARINGS SPECIFICATIONS

INSPECTION / SET-UP: Remove the connecting rod cap. Remove the connecting rod bearing inserts. Clean the connecting rod and bearings in solvent, then dry with compressed air. Inspect the connecting rod for nicks, gouges and potential stress risers. Inspect the wrist pin bushing for scratches and indications of galling or overheating. Discard the connecting rod if any doubt concerning the general condition of the connecting rod exists. Inspect the connecting rod bearings for wear, dis-coloration, scatches and grooves. Discard the connecting rod bearings if any doubt exists. Install the connecting rod bearing inserts (whether new or existing) into the connecting rod, then torque the connecting rod cap. See page 41 for connecting rod cap orientation and torque specifications. The following provides dimensional specifications for a fully assembled (with bearings) and torque connecting rod. Replace the connecting rod and/or connecting rod bearings if dimension conformance to the following is not shown.

Dim. SPECIFICATION NOTES A

= 126.48 - 126.520 mm

= 18.015 - 18.025 mm BF4M 1008 = 20.015 - 20.025

= 40.021 - 40.050 mm (Cap Torqued to 40 Nm)

= 17.996 - 18.000 mm BF4M 1008 = 19.996 - 20.000 mm

= 50.900 - 51.100 mm BF4M 1008 = 54.000 - 55.100 mm

B-D

= 0.015 - 0.039 mm USEABLITY Limit = 0.060

NOTE: If the small end bushing is replaced, the lubrication hole must be aligned

DISASSEMBLY/REASSEMBLY II

CONNECTING ROD ALIGNMENT

Check the alignment of the connecting rod wrist pin bore with respect to the connecting rod journal diameter by fitting the connecting rod to a suitable fixture as shown or by placing the connecting rod on a mandrel in V-blocks as shown. If the V-block and dial indicator method is used, center the wrist pin in the connecting rod wrist pin bore so that an equal amount of the wrist pin protrudes from each side of the connecting rod. While holding the wrist pin down and seated in the wrist pin bushing, measure the height of the wrist pin on both sides of the connecting rod. If the fixture method is used, press down on the wrist pin as shown and measure the any axial offset.

Maximum Axial Mis-alignment = .015 mm (USEABILITY Limit = 0.030 mm) Minor mis-alignment may be corrected by skillfully and gradually

working the connecting rod between centers on a press. DO NOT ATTEMPT TO CORRECT MIS-ALIGNMENT UNLESS PROPERLY TRAINED AND EXPERIENCED.

PISTON WRIST PIN INSTALLATION / RETAINING SNAP RING

After thoroughly cleaning and checking the connecting rod as described in the previous, liberally coat the wrist pin , piston wrist pin bore and wrist pin bushing with clean engine oil. While holding the piston and connecting rod as shown, insert the wrist pin into the piston and through the connecting rod. Do not force the wrist pin or use a hammer or drift pin to install the wrist pin. If hand force cannot install the wrist pin, investigate the cause of the problem. Install the piston pin retaining pin so that the open ends of the snap ring are oriented as shown in the diagram. The radial distance between the piston centerline and the open ends of the snap ring should be equal on both sides. The snap ring may be moved into proper position after installation by carefully acting on the snap ring with a suitable awl at point (A).

CONNECTING ROD- PISTON ASSEMBLY BALANCE

Weigh the connecting rod / piston assemblies to be installed with a given engine. The maximum allowable weight difference between the lightest and heaviest assembly is 10 grams. If the 10 gram differential in weight cannot be achieved, exchange pistons and/ or connecting rods until the maximum differential is 10 grams or less.

PISTON / CONNECTING ROD INSTALLATION

With reference to the cylinder bore and preparation specifications on page 38 and the information presented prior regarding pistons, piston rings and connecting rods, install the piston / connecting rod assembly. Rotate the engine so that the respective cylinder for piston/ connecting rod installation is at BDC. Clean the crankshaft rod journal. Coat the rod journal with clean engine oil. Remove the connecting rod cap. Install the upper and lower connecting rod bearings (see page 41). Liberally coat the connecting rod bearings, cylinder, piston and piston rings with clean engine oil. Rotate the piston rings to insure that no ring end gap is located on the thrust side of the piston (90

° ±

10° from the wrist pin axis) and that all ring end gaps are spaced approximately 120° relative to each other. Compress the piston rings with a suitable tool as shown. Orient the piston so that the turbulence chamber(A) in the top of the piston will correspond to the pre-combustion chamber in the cylinder head. Gently lower the piston / connecting rod assembly into the cylinder taking extreme care not to cock the piston in the bore and preventing the connecting rod from contacting the crankshaft. Gently tap the center of the piston with the wooden end of a light hammer while guiding the connecting rod over the crankshaft journal.

II DISASSEMBLY/REASSEMBLY

CONNECTING BEARING / ROD CAP INSTALLATION

Install the connecting rod bearing inserts into the connecting rod and connecting rod cap. Make sure that the back of the bearing insert and the connecting rod and connecting rod cap bore is free of dirt, rust, oil etc. Insert the bearing inserts so that the tab on the bearing aligns with the slot in the connecting rod or connecting rod cap. Push the bearing completely into the connecting rod and connecting rod cap. Liberally oil the bearings with clean engine oil. Install the connecting rod cap onto the connecting rod making sure that the respective tang/ slot locks on the connecting rod cap aligns with the tang/ slot lock on the connecting rod. Torque the connecting rod bolts to 40 Nm in 5 Nm steps.

PISTON PROTRUSION

Rotate each cylinder to exact TDC. TDC may be determined by the use of a dial indicator mounted to the cylinder deck and indicating piston height as a function of crankshaft rotation. After TDC is established, measure the protrusion of the piston (A) from the cylinder deck plane using a calibrated depth micrometer. The height should be measured on a line corresponding to the wrist pin axis as shown. Record the protrusion. Repeat the TDC establishment and piston protrusion procedure for each cylinder, recording the value for each cylinder. The HIGHEST protrusion measured will be used to establish the proper head gasket selection as presented below.

HEAD GASKET SELECTION/ INSTALLATION

Three(3) separate head gasket thickness’ are available for B/FM 1008/F engines depending on the measured piston protrusion as measured above. The head gaskets are identified by notches cut in the edge located at point (B) as detailed below. Head gaskets are provided with “0 notch”, “1 notch” or “2 notches” to

For F2/3/4M 1008, BF4M 1008

For F2/3M 1008 F

For F4M 1008 F

assist in the identification of the different gaskets.

108 109

A (mm)

(PISTON PROTRUSION) No. of hole Piston to Cylinder

Head Clearance (mm)

0.97 - 1.06

0.39 - 0.48

1.07 - 1.16

1.17 - 1.25

0.40 - 0.48

A (mm)

(PISTON PROTRUSION) No. of hole Piston to Cylinder

Head Clearance (mm)

0.82 - 0.91

0.55 - 0.63

0.92 - 1.01

1.02 - 1.10

0.55 - 0.63

A (mm)

(PISTON PROTRUSION) No. of Notches Piston to Cylinder

Head Clearance (mm)

0.82 - 0.91

0.52 - 0.61

0.92 - 1.01

1.02 - 1.10

0.53 - 0.61

Match the piston protrusion dimension determined above with dimension (A) from the chart. Install the corresponding head gasket. If a head gasket cannot be chosen based upon the piston protrusion measured, check the connecting rod length, rod bearings, wrist pin bushing, etc. for the cause of the problem.

Completely clean the deck surface of oil, old gasket material, varnish, coolant, etc. Remove all traces of fluid from the cylinder head bolt bores. Install the head gasket so that the gasket aligns with the deck dowels and the brand name or “TOP” printed on the gasket faces up.

DISASSEMBLY/REASSEMBLY II

CYLINDER HEAD INSTALLATION

Cylinder head bolts are tightened/ torqued using a constant tension method as opposed to the traditional simple torque method. In short, the bolts are pre-loaded, then rotated in two(2) steps to ensure all bolts are tensioned exactly the same. The additional rotation after the initial pre-load stretches the bolts. PREPARATION: Clean the cylinder deck thread holes of all liquid, gasket material, rust, etc. Clean the cylinder head sealing surface of all gasket material, deposits, etc. Clean the head bolt threads. Measure the length of the head bolts. The nominal length (new) is 89.5 /

90.5mm. Each time the bolts are tightened, the bolt stretches slightly. DO NOT USE HEAD BOLTS WITH MEASURED LENGTHS OF 92mm OR GREATER. In general terms, head bolts may be tightened three(3) times before replacement. Liberally oil the cylinder head bolt thread, bolt head thrust area and washer. Install the head gasket according to the instructions on page 41. Gently place the cylinder head on the crankcase aligning the index dowels. Fit a suitably sized torque wrench with a dividing head as shown.

CYLINDER HEAD TIGHTENING PROCEDURE- F2/3M 1008 and F2/3M 1008 F:

FIGUREA = F2M 1008, F2M 1008 F FIGUREB = F3M 1008, F3M 1008 F

STEP 1: Torque the head bolts to 50 Nm in 10 Nm steps in the order shown. STEP 2: Rotate each head bolt, in the order shown, 90° (clockwise) STEP 3: Rotate each head bolt, in the order shown, 90° (clockwise)

NOTE: NO POST OPERATION RE-TORQUE OF THE CYLINDER HEAD IS REQUIRED OR RECOMMENDED.

CYLINDER HEAD TIGHTENING PROCEDURE- F4M 1008, F4M 1008 F, BF4M 1008

NOTE: NO POST OPERATION RE-TORQUE OF THE CYLINDER HEAD IS REQUIRED OR RECOMMENDED.

II DISASSEMBLY/REASSEMBLY

MAIN BEARING CAPS / BEARINGS- CENTER

The center main caps are referenced on the actual cap and on the crankcase as shown to allow replacement of the caps in the identical position of removal. The reference number locations are shown in the figure at the left. Always reposition main caps in the original position. NOTE: If main bearings are intended to be re-used following disassembly, mark the bearing position using a permanent marker. INSPECTION / CLEANING: Clean the main bearing caps in solvent and dry with compressed air. Remove all dirt, oil and deposits from the bearing seats. Check/ clean all oil passages and remove any and all impurities. Flush the oil passages with clean solvent before assembling the crankshaft. Inspect the main bearing caps and crankcase for cracks, signs of overheating, nicks, etc. Inspect the main bearings for wear and signs of oil starvation, pitting, scoring, etc. Thoroughly scrub, but do not damage the non-bearing surface (back side) of the main bearings if re-use is intended. Replace the main bearings if any doubt exists. BEARING INSTALLATION / TORQUE SPECIFICATION. Install the main bearings (upper and lower) into the respective bearing seats/ caps aligning the “tang” on the bearing with the “slot” in the seat or cap. Liberally oil the bearing surface with clean engine oil. Install the main bearing caps with reference to original position (see above). Torque the main bearing caps to 60 Nm in 10 Nm steps.

FRONT / REAR MAIN BEARING CAPS / BEARINGS

The front and rear main bearings of the B/FM 1008/F engine are designed with lateral seals (2) installed between the sides of the main bearing cap and the crankcase saddle. The lateral seals MUST be replaced each time the main bearing caps are removed. Thoroughly clean the main bearing cap and crankcase as described above. Install and lubricate the main bearings as described above. Install the thrust bearings (rear main only) as described on page 43. Install the lateral seals onto the main bearing cap (1). Liberally lubricate the exterior of the seals. Place the special shims (part no. 1460-053) as shown in the figure between the crankcase and the main bearing. Push the main bearing into place. Remove the shims (part no. 1460-053). Torque the front and rear main bearing caps to 60 Nm in 10 Nm steps. Following installation, the lateral seal must extended 0.5-1.0 mm past the crankcase planes (A) at the front and rear face of the crankcase and

0.5-1.0 mm past the oil pan plane (B) to allow complete sealing. Trim material in excess of 1.00 mm with a razor knife. NOTE: Prior to installation of the rear seal support, oil pump or the oil pan, apply a small amount of RTV Silicone to the lateral seal extended area.

MAIN BEARING CLEARANCE

Ideally, main bearing clearance is determined following actual measurement of the main bearing journals and the main bearing diameters. “PLASTIGAGE” however, can provide a quick and reasonably accurate determination of main bearing clearance. Re- view and understand the instructions provided with the “PLASTIGAGE” kit. Invert (if possible) the engine so that the crankshaft weight is directed away from the main bearing cap. Remove the main bearing cap in question. Clean all oil from the main bearing and crankshaft using a spray solvent. Place a small strip of PLASTIGAGE across the main bearing as shown at (A). Install and torque the main bearing to 60 Nm. DO NOT ROTATE THE ENGINE!. Remove the main bearing cap and compare the width of the compressed PLASTIGAGE strip to the “KEY” provided with the PLASTIGAGE (as shown) to determine the bearing clearance.

PISTON COOLING JETS- BF4M 1008:

The BF4M 1008 engine is equipped with cooling jets which spray engine oil on the underside of the piston providing additional engine cooling. The cooling jets attach to the crankcase directly adjacent to the lower cylinder. COMPONENTS: SPECIFICATIONS:

Washer

= 0.80 - 0.85mm

Nozzle

= 34 mm

Washer

= 150 mm

Banjo Bolt

= 16 mm

Check Ball

= 5

Spring INSPECTION / CLEANING / INSTALLATION: Inspect the spray jets for damage and clogging. Using new washers (1), (3), affix the nozzle (2) to the crankcase with bolt (4). Slowly rotate the engine to BDC (each cylinder). Adjust the position of the nozzle (2) so that no contact is made with the piston at BDC and the nozzle is pointed at the center of the piston bottom. Torque the bolt (4).

DISASSEMBLY/REASSEMBLY II

THRUST BEARINGS

Thrust bearings on the B/FM 1008/F engine are supported by the rear main bearing cap and the crankcase. The thrust bearing assembly consists of four(4) separate thrust bearing segments. Two(2) of the segments are supported by the crankcase and the remaining two(2) are supported by the rear main bearing cap. All four(4) of the thrust bearing segments act upon the crankshaft thrust surfaces. INSPECTION: Thoroughly clean the rear main bearing cap thrust bearing socket and the crankcase side thrust bearing socket. Inspect the thrust bearings for indications of high wear, scuffing, scratches and general condition. Inspect the crankshaft thrust surfaces for galling, scratches, pitting, etc.. INSTALLATION: Liberally coat the crankcase side thrust bearings with clean engine oil and install by “rolling” the segments between the crankcase thrust bearing socket and the crankshaft thrust surface. The bearings must be installed so that the bearing surface, as indicated by oil grooves (A) is oriented toward the crankshaft thrust surface. The main bearing cap thrust bearings are simply placed on the thrust bearing reliefs and indexed with location “ears” as shown in the diagram. The thrust bearings must be oriented so that the oil grooves (A) face the crankshaft thrust surfaces. Liberally coat the thrust bearings with clean engine oil, then install the rear main bearing following the instructions presented on page 43. NOTE: The upper thrust bearings (crankcase side) do not include the locator “ears” for purposes of locational index.

CRANKSHAFT END PLAY

After installing all main bearings and the thrust bearings, the crankshaft end play may be measured.

1. Push the crankshaft toward the crankshaft pulley end of the engine.

2. Using a feeler gage, measure the clearance between the thrust bearing wear surface and the crankshaft thrust surface.

SPECIFICATIONS:

= 0.130 - 0.313mm (Wear Limit = 0.5 mm)

= 23.05 - 23.10mm (Wear Limit = 23.50 mm)

If the crankshaft end play exceeds the specifications above, fit the engine with oversize thrust bearing segments and/or grind the crankshaft thrust surfaces. The following provides guidelines for the application of oversize bearings and for grinding the crankshaft thrust surfaces.

THRUST SURFACE SPECIFICATIONS- CRANKSHAFT END PLAY CORRECTIONS

Depending on the condition/ width of the crankshaft thrust sur- faces (B) (above figure) and the width (C) of of the main bearing cap thrust bearing socket/ thrust bearing width combination, crankshaft end play can be corrected in several ways. Std, 0.1mm oversized and 0.2mm oversized thrust bearings can be fitted on side (1), side (2) or both. The following table provides details of the combinations of thrust bearing width, thrust surface width(main bearing cap / crankcase) and crankshaft thrust surface width.

TABLE KEY:

= Crankshaft End Play (resultant)

= Width of crankshaft thrust surface

THRUST BEARING COMBINATION

C (mm) B (mm) A (mm)

Standard 22.787-22.920 23.050-23.100

0.1 mm (both sides) 22.987-23.120 23.250-23.300

0.1 mm (one sides) 23.087-23.220 23.350-23.400

0.130-0.313

0.2 mm (one sides)

0.2 mm (both sides) 23.187-23.320 23.450-23.500

II DISASSEMBLY/REASSEMBLY

CRANKSHAFT SEALS - FRONT and REAR

The front seal for the B/FM 1008/F diesel engine is housed within the oil pump assembly. The rear oil seal is supported by the rear oil seal support. Deutz recommends that oil seals be replaced if removed from the supporting bores. The oil seals should also be replaced if upon inspection, signs of hardening, stress cracks, dampness on the exterior or dry rot is noted.

SEAL DETAILS:

Seal Support

Seal

Installation depth plane (initial), front

Installation depth plane (initial), rear

Crankshaft wear surface- front

Crankshaft wear surface- rear

INSTALLATION: Remove the oil pump or seal support depending upon front or rear seal replacement. Gently, without deforming the seal supporting bore, pry the seal from the bore. Carefully clean, in a non abrasive manner, the wear surface of the crankshaft. Soak the oil seal in clean engine oil for approximately 1/2 hour. Coat the crankshaft with clean engine oil. Using a suitable mandrel, evenly and squarely push the seal into the bore until the outer seal plane coincides with planes (1) or (2). Reinstall the oil pump or seal support using new gaskets as required. Torque the rear seal support retaining bolts to 12 Nm. Torque the oil pump retaining bolts to 25 Nm.

NOTE: If the wear surface of the crankshaft showed signs of grooving at the initial installation depth reference (1) or (2), push the seal into the bore an additional 2 mm using a suitable mandrel.

CRANKSHAFT LUBRICATION DRILLINGS- TYPICAL

The lubrication drillings for the F2M 1008 / F2M 1008 F are shown in the diagram. The lubrication drillings for the F3/4M 1008 and BF4M 1008 are very similar to the F2M 1008 / F2M 1008 F.

CLEANING: Remove plugs at (2) by suitable means. Soak the crankshaft in solvent to loosen any deposits within the drillings. Clean the drillings (1) and (2) by blowing with compressed air, using stem brushes, etc.. Cap the drillings at (2) with new plugs.

CRANKSHAFT JOURNAL INSPECTION / MEASUREMENT

INSPECTION: Inspect each journal (main and rod) for scratches, scoring, grooves and general wear. Replace the crankshaft or machine as required. See page 456for dimensional specifications.

MEASUREMENT: With reference to the diagram, measure each journal with a calibrated micrometer. Each journal should be measured at 45

intervals around the circumference of each journal beginning at the position shown on the left most diagram. At each interval, measure two seperate parts of the given diameter- once near the center of the journal and once near the fillet of the journal.

DISASSEMBLY/REASSEMBLY II

CRANKSHAFT JOURNAL SPECIFICATIONS

For F2/3/4M 1008, BF4M 1008 A

= Main Journals = 47.984 - 48.000 mm (WEAR Limit = 47.900 mm)

For F2/3/4M 1008 F A

= Main Journals = 50,981 - 51.000 mm (WEAR Limit = 50.900 mm)

For B/FM 1008/F B

= Rod Journals = 39.984 - 40.000 mm (WEAR Limit = 39.900 mm)

UNDERSIZED BEARINGS- ROD and MAIN

Undersized connecting rod and main bearings are available in sizes

0.25 and 0.50mm. Use of the undersized bearings will require the nominal size of the rod/ main journals to be reduced by 0.25 or

0.50 mm respectively.

MAIN and CONNECTING ROD BEARINGS

The dimensions shown reflect clean, installed and torqued bearing inserts.

For F2/3/4M 1008, BF4M 1008 C

= Main Bearings = 47.984 - 48.016 mm (WEAR Limit = 48.055 mm)

C-A

= 0.022 - 0.074 mm (WEAR Limit = 0.200 mm)

For F2/3/4M 1008 F C

= Main Bearings = 51,023 - 51,059 mm (WEAR Limit = 51,098 mm)

C-A

= 0.023 - 0.078 mm (WEAR Limit = 0.200 mm)

For B/FM 1008/F D

= Rod Bearings = 40.021 - 40.050 mm (WEAR Limit = 40.100 mm)

D-B

= 0.021 - 0.066 mm (WEAR Limit = 0.130 mm)

HYDRAULIC PUMP PTO- (No. 3 PTO)

All B/FM 1008/F diesel engines may be fitted with a hydraulic pump drive (A) as shown. The hydraulic drive takes power from the back of the engine camshaft. Hydraulic pump adaptations for DIN size 2PD, DIN size 1P and BOSCH pumps are available.

DRIVE SPECIFICATIONS:

Speed Ratio: 1 : 2, or 1/2 engine speed.

Maximum Torque = 37 Nm, irrespective of engine speed. NOTE: 37 Nm @ 3600 r/min corresponds to 7 kW.

HYDRAULIC DRIVE COMPONENTS- No. 3 PTO

Splined Drive- (Bolts to Camshaft)

Pump Drive Gear (Attaches to Pump Input Shaft)

O-Ring

Pump Support (Bolts to Cylinder Head)

O-Ring

The splined drive (1) also includes the eccentric for the fuel lift pump. The splined drive must be bolted to the camshaft end and torqued to 80 Nm. The pump drive gear (2) must be torqued to the hydraulic pump input shaft. Check with the pump manufacturer for torque specifications at the input shaft.

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Deutz BFM 1008F Service Manual

Specifications and Main Features

Frequently Asked Questions

User Manual