Deutz Truck Engine

[Mateos Weinzapfel]

Thefirst batch of production-ready prototype vehicles equipped with D12, a new truck engine jointly developed by SANY and Deutz, successfully rolled off the assembly line, Mr. Liang Linhe, chairman of SANY Heavy Truck announced the news on May 18.

As the first fruit of the corporation between SANY and Deutz, D12 has technical support from Deutz, a time-honored German engine manufacturer whose reputation for quality is widely recognized in the field. Its displacement reaches 12.12L while its engine power can reach 430HP and 460HP, which is more powerful than some home-made engines whose displacement stays at 11L. With the big displacement, D12 is superior to the majority of the engines in the domestic market.

Besides, the D12 engine can ensure large torque at a low speed. The output torque of D12 can reach 700Nm while its idle speed can keep down at 525rpm, 200rpm lower than other congeneric engines. At the same time, when starting or stopping the truck, the low idle speed effectively reduces the wear to the related components of the engine which could extend the service life.

To realize the lower fuel consumption, the D12 engine adopts the latest 1800bar electronically controlled injection system and silicone oil fans, which not only strengthens the injection logic and sequence, and improve fuel atomization, but also has a better fuel efficiency performance (187g/kg.h). Through the adoption of this new technology, fuel consumption per 100 kilometers is 1.5L-3L lower than our competitors.

By adopting a split-type cylinder head, D12 can minimize the noise generated by the engine. With the patented TOP-Down cooling system, it can quickly reduce the temperature of the circulating fluid to improve engine efficiency.

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With an irrigation engine, the jug fins and oil cooler fins are a prime concern. When they put them in combines, the additional dust and chaff they were exposed to would eat away at the fans and sharpen the fan blades to the point that they would no longer move enough air to keep the engine properly cooled. When I talked to an experienced parts supplier about a new fan, he seemed puzzled because he had never sold one. AC dealers sold a lot of them though and there were about three different grades a guy could buy, depending on how much money you wanted to spend and how long you intended to run the machine. As I remember, the hardened version was around $800 at the time, for just the fan.

The thing that makes a Deutz so fuel efficient is they can run a lot hotter than a liquid cooled engine. Liquid cooled engines are limited in the temp they can run by the boiling point of the liquid coolant. That temp puts an upper limit on how hot the engine can run. There is nothing to say that an engine can't run even hotter without damage. Because the Deutz is directly air-cooled, the running temp can be determined by things other then the boiling point of the coolant and it will be hotter. The hotter an engine runs, the less heat is wasted by heating parts that have been cooled too much because we don't want boiling coolant. We also do away with problems caused by cavitation erosion on the cylinder liners of a liquid cooled engine.

I never really understood the emissions situation. I was told that Duetz was pushed away from the air cooled engine by emission requirments, but previously I was also told that Duetz virtually owned the underground mining market because they were the only diesels which could meet the stringent emissions requirements.

I do know our Duetz tractor runs pretty clean compared to similar age Deeres, but it is no where near as clean as the new Perkins of similar size. Even the newer small NH and Deere turbo engines don't seem nearly as clean as the late '90s Perkins 100- series engines. This is my unscientific observation...basically based on how long you can have one running in the closed shop comfortably. I think the Fastrac or telehanders could run for an hour and still be fine, compared to the 4010 or 4000 Deere that have you heading for the door a minute. The TS110s or 6415 Deere will have your eyes burning in ten minutes or so. I think the old D8006 is about comparable to them.

According to Deutz, the max permissable oil temp for an Air-Diesel is 257F. Max permissable temps for the cylinder fins is 338F. To keep water from boiling at that temp you will need a minimum of 115 PSI. Good luck with designing a radiator and plumbing system to handle that and you'll need an extra measure of luck to deal with a superheated steam explosion that will occur when a hose or radiator bursts. Of course, you will need even higher pressures to keep the hot spots along the cylinder liners from boiling and really causing a cavitation wreck.

While high operating temps are great for efficiency, you can imagine the amount of NOx the high temps in a Deutz would cause. With the advent of exhaust after-treatment solutions like SCR, we may indeed start to see some air-diesels begin to appear in trucks again, like was common in Europe in the past.

A diesel without EGR always runs lean or with a surplus of oxygen. If you build a very hot fire during the combustion process, all the carbon in fuel gets converted to CO2. We are still left with unused oxygen and some of that combines with the nearly inert N that is in the air the engine inhales and we have NOx as part of the exhaust gasses. If the fire isn't hot enough to literally burn some of the N, NOx isn't as big a problem.

As for the water jacket temps compared to the finned jugs, you have just stumbled on why higher cooling jacket temps makes an engine more efficient. If you cool the cylinder sleeve to 200 and only cool the finned jug to 300, then when you light the fire in the cylinder, more of the heat and expanding gasses are used to reheat the cylinder to the point where it begins to make energy than will be used in a cylinder that is already 100+ hotter than the liquid cooled version. Air-Diesel wins here.

A diesel engine with a non-pressurized cooling system and a 150 thermostat?

The same engine with a non pressurized cooling system and a 180 thermostat?

The same engine with a pressurized cooling system and a 190 thermostat?

The same engine with your pressurized system and a 250 thermostat?

My money goes on the engine that can run the hottest without burning down . . .

What is the advantage of a heat exchanger and a hot thermostat compared to just running a hot thermostat with raw water? Other then water quality problems, I don't see any advantage to the added complexity. Can't the operating temperature be maintained by controlling how much flows through the thermostats?

I priced stuff for a friend the other day, I seriously doubt you can rebuild any other 100-200 hp engine for the same cost as you can a Duetz 912 or 913, unless it was a 2 stroke DD. About $200 per hole gets you complete pistons, jugs, and heads. I don't think the bottom end of a Duetz wears out. Lol...the block and crank on a 913 are about the size of most 10L

At Houston Performance Diesel, we offer a broad range of Deutz engine repairs, addressing a variety of issues to keep your heavy-duty trucks on the road. Our technicians, equipped with extensive training and cutting-edge tools, provide tailored solutions to meet the unique demands of Deutz engines.

Call us at 713-943-7618, and our team will guide you through scheduling Deutz engine repairs or maintenance. Experience a seamless process as we ensure your Deutz-powered vehicles receive top-notch care. We look forward to hearing from you!

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