Deutz BF6M1013EC Specifications
| Engine Model: Deutz BF6M1013EC |
| Engine Type: 4-stroke in-line 6-cylinder turbocharged liquid-cooled diesel |
| Total Displacement: 435 cu.in (7.15 L) |
| Rated Engine Power: 234 Hp (174 kW) at 2300 rpm |
| Fuel System Type: Direct injection |
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The Deutz BF6M1013EC is a 4-cycle, inline
six-cylinder turbocharged and intercooled diesel engine from the Deutz
1013 series. Designed for industrial, off-highway, and genset
applications, this engine was engineered to deliver reliable power
output of 174 kW (234 hp) at 2,300 rpm from a displacement of 7.15 L.
The BF6M1013EC is recognized for its robust construction, featuring a
high-grade cast iron monobloc crankcase, a block-type cylinder head, and
a mechanical fuel injection system with individual injection pumps per
cylinder.
The engine’s architecture centers on a compact inline six-cylinder
configuration with a bore of 108 mm and a long stroke of 130 mm,
favoring low-end torque generation. The turbocharger and charge air
intercooler significantly increase charge density, resulting in a peak
torque of 854 Nm (630 lb-ft) at only 1,400 rpm.
This characteristic makes the BF6M1013EC well-suited to applications
requiring sustained low-speed lugging capability, including construction
machinery, agricultural equipment, and generator sets. The engine
complies with EU Stage II and EPA Tier 2 emissions standards, and a
mechanical centrifugal governor is standard, with an optional electronic
engine governor (EMR) available for applications requiring precise speed
control.
Engine Type: Vertical inline 6-cylinder, 4-cycle, turbocharged,
intercooled diesel.
Displacement: 7.15 L (435 cu.in).
Bore: 108.0 mm (4.25 in).
Stroke: 130.0 mm (5.12 in).
Compression Ratio: 17.5:1.
Combustion System: Direct injection with individual injection pumps per
cylinder.
Firing Order: 1-5-3-6-2-4.
Rated Power: 174 kW (234 hp) @ 2,300 rpm.
Maximum Torque: 854 Nm (630 lb-ft) @ 1,400 rpm.
Idle Speed: 650-700 rpm.
Governed Speed Range: 650-2,400 rpm maximum no-load speed.
The cylinder block is manufactured from high-grade gray cast iron,
constructed as a monobloc unit. This design integrates the cylinders and
the upper crankcase into a single casting, providing exceptional
structural rigidity and maintaining main bearing alignment under high
cylinder pressures. The block incorporates a closed-deck design with
cast-in-place cylinder bores. No separate cylinder liners are used; the
bores are machined directly into the casting.
Bore diameter measures 108.0 mm (4.25 in) with a piston stroke of 130.0
mm (5.12 in), yielding a total displacement of 7.15 L (435 cu.in). This
under-square bore-to-stroke ratio (0.831) strongly favors low-end torque
generation and thermal efficiency, aligning with the engine’s industrial
and off-highway applications.
The crankshaft is forged from high-carbon steel with integral
counterweights for balance. Seven main bearings support the crankshaft
with a diameter of 100.0 mm (3.94 in). Thrust washers positioned at the
center main bearing control axial crankshaft play. Connecting rods are
forged from high-carbon steel with an I-beam cross-section.
Pistons are cast aluminum featuring a three-ring pack: two compression
rings and one oil scraper ring. The piston crown incorporates a
re-entrant combustion bowl designed for the direct injection fuel
system. A closed-circuit crankcase breather system is integrated into
the engine to route blow-by gases from the crankcase back to the intake
system, reducing emissions.
The cylinder head is manufactured from gray cast iron as a block-type
cylinder head, meaning a single casting spans all six cylinders. This
design provides uniform clamping force distribution across all cylinders
and simplifies the cooling water jacket configuration.
Valve arrangement consists of one intake valve and one exhaust valve per
cylinder, for a total of 12 valves across the engine. This
two-valve-per-cylinder configuration reduces valvetrain complexity and
component count, contributing to mechanical reliability in sustained
industrial operation. Intake valve diameter measures 45.0 mm (1.77 in),
while exhaust valve diameter measures 41.0 mm (1.61 in). Valve stem
diameter is 9.0 mm (0.35 in) for both intake and exhaust.
The valvetrain utilizes an overhead valve (OHV) configuration with
pushrods and rocker arms. The camshaft is manufactured from forged steel
and is located within the cylinder block. Valve clearance adjustment is
accomplished via threaded adjusters with locknuts at the rocker arm.
Camshaft drive is accomplished through a gear train from the crankshaft.
The BF6M1013EC employs a direct injection fuel system with individual
injection pumps for each cylinder. The injection pumps are integrated
into the crankcase, a design that reduces external fuel lines and
improves mechanical reliability. A mechanical centrifugal governor is
standard equipment, providing isochronous or droop speed control
depending on application requirements. An optional electronic engine
governor (EMR) is available for applications requiring more precise
speed regulation or remote control interfaces.
A fuel lift pump is integrated into the V-belt tensioner assembly,
simplifying the accessory drive layout. Fuel injectors are of the
multi-hole type with six nozzle holes, delivering fuel directly into the
piston bowl. Nozzle opening pressure is set to 250-260 bar (3,625-3,770
psi). Injectors are installed into the cylinder head with a copper
sealing washer. The fuel system incorporates a primary fuel filter with
water separator and a secondary cartridge-type filter.
The lubrication system utilizes a forced-feed circulation design with a
gear-type oil pump. A pressure relief valve integrated into the pump
maintains system pressure within design parameters. Total oil capacity
is 18.0 L (19.0 qt) including filter. Recommended oil viscosity is SAE
15W-40 meeting API CI-4 or higher specifications.
Oil pressure specifications require a minimum of 1.0 bar (15 psi) at
warm idle and 3.5-4.5 bar (51-65 psi) at rated speed. The oil filter is
a replaceable-cartridge, full-flow paper-type microfilter. A bypass oil
filter is not fitted on standard configurations.
The cooling system is liquid-cooled with thermostatic control. A
centrifugal water pump, driven by the accessory drive belt, circulates
coolant through the cylinder block, cylinder head, and turbocharger
housing. The thermostat is a wax-pellet unit with an opening temperature
of 82-86 °C (180-187 °F).
Total coolant capacity is 14.0 L (14.8 qt) for the engine only,
exclusive of radiator capacity. The radiator is a cross-flow design
sized to the specific application. A charge air intercooler (cooler) is
integrated into the intake system.
Aspiration System: The BF6M1013EC is equipped with a turbocharger
manufactured by KKK or Holset, depending on production date. The
turbocharger is sized for the engine’s rated power of 174 kW at 2,300
rpm. A charge air intercooler reduces intake air temperature entering
the intake manifold, increasing charge density. Maximum boost pressure
is 1.8-2.0 bar (26-29 psi) absolute under full load.
Starting System: An electric starter motor is standard. A compressed air
starting system is available as an option for applications requiring
cold-start capability below -15 °C (5 °F) or where electrical power is
limited.
Generator Compatibility: The BF6M1013EC is available as a naturally
aspirated (F6M1013) or turbocharged (BF6M1013) variant for genset
applications. For generator drive, the engine is calibrated for
isochronous operation with speed droop adjustable from 0 to 5 percent.
Exhaust System: The exhaust manifold is manufactured from cast iron with
a single outlet flange connecting to the turbocharger inlet.
Engine Management: Optional EMR (Electronic Motor Regulation) system
provides electronic speed governing, load sharing for genset
applications, and diagnostic output via CAN bus.
Overall Length: 1,025 mm (40.4 in) measured from front pulley face to
flywheel housing flange.
Overall Width: 622 mm (24.5 in).
Overall Height: 945 mm (37.2 in) from oil pan bottom to intake manifold
top.
Dry Weight: 570 kg (1,256 lb) without flywheel, cooling system, or
generator where applicable.
Intake Valve Clearance (cold): 0.30 mm (0.012 in).
Exhaust Valve Clearance (cold): 0.40 mm (0.016 in).
Valve Clearance Inspection interval: 500 operating hours.
Fuel Filter Replacement Interval: 500 operating hours.
Engine Oil Change Interval: 500 operating hours.
Oil Filter Replacement Interval: Replace with every oil change.
Coolant Change Interval: 2,000 operating hours or 24 months.
Drive Belt (accessory) Replacement Interval: 1,000 operating hours.
Valve Inspection: Every 1,000 operating hours.
Injector Testing Interval: 1,000 operating hours.
Nozzle Opening Pressure: 250-260 bar (3,625-3,770 psi).
Compression Pressure (warm): Minimum 2.8 MPa (406 psi).
Engine Oil Pressure (warm at rated speed): 3.5-4.5 bar (51-65 psi).
Cylinder Head Bolts (cold), Step 1: 80 Nm (59 lb-ft).
Cylinder Head Bolts (cold), Step 2: 160 Nm (118 lb-ft).
Crankshaft Damper Pulley Bolt: 350-370 Nm (258-273 lb-ft).
Connecting Rod Cap Bolts: 60-65 Nm (44-48 lb-ft).
Main Bearing Cap Bolts, Step 1: 120 Nm (89 lb-ft).
Main Bearing Cap Bolts, Step 2: 250 Nm (184 lb-ft).
Flywheel Bolts: 90-100 Nm (66-74 lb-ft).
Camshaft Drive Gear Bolt: 80-90 Nm (59-66 lb-ft).
Camshaft Bearing Cap Bolts: 25-30 Nm (18-22 lb-ft).
Rocker Arm Shaft Mounting Bolts: 30-35 Nm (22-26 lb-ft).
Valve Cover Bolts: 8-10 Nm (6-7 lb-ft).
Intake Manifold Bolts: 25-30 Nm (18-22 lb-ft).
Exhaust Manifold Nuts: 35-40 Nm (26-30 lb-ft).
Turbocharger Mounting Nuts: 40-45 Nm (30-33 lb-ft).
Turbocharger Oil Feed Line: 20-25 Nm (15-18 lb-ft).
Oil Pan Bolts: 8-12 Nm (6-9 lb-ft).
Injection Pump Mounting Bolts (individual pumps): 15-20 Nm (11-15
lb-ft).
Fuel Injector Clamp Bolts: 25-30 Nm (18-22 lb-ft).
Glow Plugs: 20-25 Nm (15-18 lb-ft).
Water Pump Mounting Bolts: 20-25 Nm (15-18 lb-ft).
Thermostat Housing Bolts: 8-12 Nm (6-9 lb-ft).
Starter Motor Mounting Bolts: 45-50 Nm (33-37 lb-ft).
Alternator Mounting Bracket Bolts: 30-35 Nm (22-26 lb-ft).
Engine Mounts (to block): 60-70 Nm (44-52 lb-ft).
Construction Machinery: The BF6M1013EC is installed as the prime mover
in wheel loaders, excavators, backhoe loaders, bulldozers, and motor
graders. The engine’s peak torque at 1,400 rpm provides lugging
capability for heavy earthmoving operations. Equipment manufacturers
include Liebherr, Atlas Weyhausen, Sennebogen, and Fuchs.
Agricultural Equipment: Large tractors, combine harvesters, forage
harvesters, and self-propelled sprayers receive the BF6M1013EC for field
operations requiring sustained power at variable engine speeds. The
engine’s torque rise characteristic prevents stall under sudden load
increases.
Generator Sets (Gensets): The BF6M1013EC is configured as a genset power
unit for prime power or standby generation in applications from 150 kWe
to 250 kWe. The engine is paired with generators from Stamford,
Leroy-Somer, Mecc Alte, and Marathon. Common applications include
telecommunications facilities, hospitals, data centers, and remote
construction sites.
Industrial Pumps: Stationary and mobile pump drives for water
irrigation, dewatering, and fire fighting systems use the BF6M1013EC
where continuous operation at varying load factors is required. The
engine’s mechanical governor provides stable speed under pumping head
variations.
Compressor Drives: Air compressors for industrial and construction
applications are driven by the BF6M1013EC, particularly in the 150-250
cfm displacement range. The engine’s low rated speed of 2,300 rpm
reduces noise emissions compared to higher-speed industrial diesels.
Off-Highway Trucks: Rigid dump trucks, articulated dump trucks (ADTs),
and underground mining trucks in the 20-30 ton payload class utilize the
BF6M1013EC for propulsion power, where the high torque at low engine
speed matches the drawbar pull requirements. Manufacturers include Bell
Equipment (South Africa), Volvo Construction Equipment, and Hydrema.
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