Deutz F3M2011 Specifications
| Engine Model: Deutz F3M2011 |
| Engine Type: 4-stroke in-line 3-cylinder naturally aspirated oil-cooled diesel |
| Total Displacement: 142 cu.in (2.3 L) |
| Rated Engine Power: 49 hp (36.5 kW) at 2800 rpm |
| Fuel System Type: Direct Injection |
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The Deutz F3M2011 is a compact, oil-cooled,
3-cylinder naturally aspirated diesel engine from the 2011 series, a
family recognized for its innovative cooling strategy and robust
mechanical design. Unlike conventional liquid-cooled engines, the
F3M2011 utilizes a pressurized oil cooling system that circulates oil
around the cylinder barrels and through the cylinder head, eliminating
the corrosion and cavitation risks associated with water-based coolants.
This engine serves as a power unit for a wide range of industrial
equipment, including mobile compressors, compact construction machinery,
agricultural implements, and pump drives. The direct injection system
with single injection pumps delivers fuel efficiency and reliable cold
starting. Operators value the long oil change intervals reaching 1,000
hours, the extended belt service life, and the consolidated placement of
all service points on one engine side, which simplifies routine
maintenance in confined equipment compartments.
Engine Type: 4-cycle, in-line, 3-cylinder, naturally aspirated diesel.
Type of Cooling: Oil-cooled (pressurized oil circulation system w/o
water jackets).
Displacement: 2.3 Liters (142 cu.in).
Bore and Stroke: 94 mm x 112 mm (3.70 in x 4.41 in).
Combustion System: Direct injection with single injection pumps per
cylinder.
Aspiration: Naturally aspirated.
Rated Power: 36.5 kW (49 HP) at 2,800 rpm.
Maximum Torque: 140 Nm (103 lb-ft) at 1,700 rpm.
Governed Speed Range: 1,500 rpm to 2,800 rpm.
Firing Order: 1-2-3.
Compression Ratio: 19.0:1.
Idle Speed: 800 rpm (standard industrial calibration).
Emission Compliance: EU Stage II / US EPA Tier 2.
Rotation Direction (viewed from flywheel): Counter-clockwise (CCW).
The cylinder block is manufactured from high-grade cast iron with an
integrated design that eliminates separate cylinder liners. Instead of
conventional water jackets, the block incorporates oil passages that
circulate pressurized lubricating oil around each cylinder bore to
absorb combustion heat. The block architecture features a deep-skirt
crankcase extending below the crankshaft centerline, providing rigid
support for the three main bearing bulkheads.
Each bearing bulkhead utilizes a two-bolt cap arrangement adequate for
the naturally aspirated output. The oil cooling channels are cast
directly into the block walls, positioned to maximize heat transfer from
the cylinder bore region before oil passes to the oil cooler circuit.
The camshaft is mounted on the side of the block, driven by a gear train
from the crankshaft front end.
A gear housing at the front of the block contains the injection pump
drive gears and accessory drive for the hydraulic pump power take-off
(PTO). The block includes mounting feet with vibration isolator
attachment points dimensioned for compact equipment frames. The
elimination of water jackets renders the block immune to cavitation
erosion, a common failure mode in liquid-cooled industrial engines
subjected to sustained high-load operation.
The cylinder head is a single-piece cast-iron cross-flow design
incorporating oil passages for heat rejection rather than water
passages. Two valves per cylinder are arranged with intake and exhaust
ports on opposite sides of the head. The intake valve diameter measures
36 mm (1.42 in), while the exhaust valve diameter measures 32 mm (1.26
in).
Both valves are constructed from heat-resistant chrome-silicon steel,
with exhaust valves featuring Stellite-faced seating surfaces for
high-temperature durability. Valve seats are pressed-in powdered metal
inserts with an interference fit of 0.04 mm to 0.07 mm (0.0016 in to
0.0028 in). The valve train uses a side-mounted camshaft located in the
cylinder block, which actuates pushrods and roller rocker arms to open
the valves.
Hydraulic valve lifters are not employed; instead, screw-and-locknut
adjusters at the rocker arm allow manual valve clearance setting. Intake
valve clearance specification: 0.20 mm (0.008 in) cold. Exhaust valve
clearance specification: 0.30 mm (0.012 in) cold. The cylinder head
gasket is a multilayer steel design with embossed sealing beads around
each cylinder bore and oil passage. Glow plugs are installed in each
cylinder to assist cold starting, drawing 8A per plug during preheat
cycles of 5 to 10 seconds depending on ambient temperature.
The fuel system uses a direct injection design with individual single
injection pumps, one per cylinder, mounted directly on the cylinder
block. Each pump is a plunger-and-barrel assembly driven by the camshaft
through a dedicated cam lobe. This configuration allows independent
timing adjustment for each cylinder. The injection pressure reaches
approximately 250 bar (3,625 psi) at rated speed.
The injectors are multi-hole nozzle types with five orifices, each
orifice diameter 0.22 mm, producing a finely atomized fuel spray
directed into the piston combustion bowl. Injector opening pressure is
set to 180 bar (2,610 psi) for standard applications. A mechanical
centrifugal governor provides all-speed regulation, maintaining stable
engine speed from idle to maximum governed 2,800 rpm. An optional
electronic governor is available for applications requiring isochronous
speed control for generator sets.
A manual stop lever on the governor housing allows fuel shutoff for
engine shutdown. The fuel system includes a primary fuel filter with a
water separator bowl, followed by a secondary spin-on fuel filter with
15-micron filtration rating. A hand-priming pump on the filter head
assists in bleeding air after filter changes. Fuel consumption at rated
power under full load is approximately 8.4 L/h (2.22 US Gal/h). Fuel
tank capacity varies by equipment type; mobile compressor installations
feature a 60 Liter (15.9 US Gal) integral fuel tank.
The lubrication system serves dual functions: bearing lubrication and
engine cooling. A gear-type oil pump mounted to the front of the
crankshaft delivers pressurized oil at a rate of 40 Liters per minute
(10.6 US Gal per minute) at rated speed. The oil first passes through
the oil cooler, a tube-and-fin heat exchanger that rejects heat to the
ambient air stream drawn through the engine by the cooling fan. After
the cooler, oil flows through a full-flow spin-on filter with 15-micron
absolute filtration rating before entering the main oil gallery.
From the gallery, oil is distributed to the main bearings, connecting
rod bearings, camshaft bearings, and the oil spray jets directed at the
underside of each piston crown. A separate oil circuit routes
pressurized oil through passages cast into the cylinder block and
cylinder head to extract heat from the combustion chamber walls. An oil
pressure regulating valve maintains main gallery pressure between 4.0
bar and 5.0 bar (58 psi to 72 psi) at rated speed. Warm idle oil
pressure is not less than 1.0 bar (15 psi).
The oil pan is a pressed steel construction with a capacity of 8.0
Liters (8.5 US Qts) including the filter. Oil specification requires API
service classification CF-4 or higher with SAE viscosity 15W-40 for
standard operating conditions. SAE 10W-30 is permissible for ambient
temperatures below -10°C (14°F). Oil change interval: 1,000 operating
hours under normal conditions, the extended interval enabled by the oil
cooling system maintaining consistent oil temperature without localized
overheating. The oil filter requires replacement at each oil change.
The cooling system is entirely oil-based, replacing conventional liquid
coolant with engine lubricating oil as the heat transfer medium. A
belt-driven cooling fan mounted on the crankshaft pulley draws ambient
air across the oil cooler matrix, which is mounted directly behind the
fan. The engine frame incorporates no water jackets, water pump,
thermostat, hoses, or radiator cap, eliminating the failure modes
associated with frozen coolant, leaking seals, or cavitation erosion.
Heat rejection from the oil to the air occurs in the oil cooler, a
finned-tube heat exchanger sized to maintain oil temperature below 120°C
(248°F) under full load at 40°C (104°F) ambient temperature. Operating
temperature regulation is passive, relying on the balance between heat
generated by the engine and heat rejected through the oil cooler.
A thermostatic bypass valve is not used; instead, the oil always flows
through the cooler. This system provides immediate cooling from start-up
without warm-up delays. Cooling fan drive uses a Poly-V serpentine belt
with an extended change interval, a significant improvement over
previous Deutz engine generations. The fan reduction power consumption
is 0.7 kW at rated speed.
The electrical system operates on 12 V DC with a 3.0 kW starter motor
featuring solenoid engagement and overrunning clutch. The alternator
output is 55 A, sufficient for equipment lighting, control systems, and
battery charging. Battery capacity recommendation is 66 Ah for standard
installations.
The air intake system includes a dry-type air filter with a replaceable
cellulose element mounted remotely on the equipment. Maximum intake
depression at the air filter inlet is 20 mbar (0.29 psi) under full
load. Clean air passes through a rubber intake hose directly into the
cylinder head intake ports.
The exhaust system consists of a cast-iron exhaust manifold collecting
gases from all three cylinders, followed by a flexible pipe connection
to the silencer. Maximum exhaust back pressure at the manifold outlet is
30 mbar (0.44 psi). Exhaust gas temperature at the manifold reaches
580°C (1,076°F) under full load operation. The exhaust flange diameter
is 45 mm (1.77 in).
The power take-off (PTO) provision for hydraulic pump drives is
increased by 55 percent in this engine compared to the earlier 1011F
series, delivering 28 kW (37.5 HP) at 2,800 rpm for auxiliary hydraulic
systems.
Weight (dry, without starter or alternator): 208 kg (458 lb).
Length: 600 mm (23.6 in) from front gear cover to flywheel housing face.
Width: 450 mm (17.7 in) across widest point including injection pumps
and exhaust manifold.
Height: 680 mm (26.8 in) from oil pan bottom to cylinder head top.
Oil and filter change interval: 1,000 operating hours using API CF-4 or
higher 15W-40 oil. Break-in oil change at 50 hours for new or rebuilt
engines. Valve clearance inspection interval: 600 operating hours.
Adjust if outside tolerances: intake 0.20 mm (0.008 in), exhaust 0.30 mm
(0.012 in) cold. Fuel filter replacement interval: 500 hours for primary
and secondary filters. Water separator draining required every 100
hours.
Air filter element replacement: When restriction indicator shows 25
inches water column or at 500-hour intervals. Drive belt inspection: 500
hours. Check for cracks, fraying, or glazing. Belt deflection 10 mm
under 10 kg force applied at mid-span. Injector nozzle inspection: 1,500
hours. Opening pressure test at 180 bar (2,610 psi). Nozzle replacement
recommended at 3,000 hours.
Glow plug check: 1,000 hours. Measure resistance between terminal and
body (0.8 to 1.5 ohms). Replace if out of specification. Oil cooler
cleaning: 2,000 hours. Remove accumulated debris from finned surface
using compressed air. Cooling fan bearing inspection: 2,000 hours. Check
for radial play exceeding 2 mm.
Cylinder head bolts: 80 Nm (59 lb-ft).
Connecting rod cap nuts: 60 Nm (44 lb-ft).
Main bearing cap bolts: 90 Nm (66 lb-ft) for M12 fasteners.
Flywheel to crankshaft bolts: 110 Nm (81 lb-ft).
Flywheel housing to cylinder block: 45 Nm (33 lb-ft) for M10 fasteners.
Injection pump mounting nuts: 22 Nm (16 lb-ft).
Injector hold-down clamp nut: 65 Nm (48 lb-ft).
High-pressure fuel line nuts: 25 Nm (18 lb-ft).
Rocker arm shaft pedestal nuts: 35 Nm (26 lb-ft).
Valve cover nuts: 10 Nm (89 lb-in).
Oil pan bolts: 15 Nm (11 lb-ft).
Glow plug: 15 Nm (11 lb-ft).
Starter motor mounting bolts: 42 Nm (31 lb-ft).
Alternator mounting bolts (pivot bolt): 42 Nm (31 lb-ft).
Alternator mounting bolts (adjustment arm bolt): 22 Nm (16 lb-ft).
Exhaust manifold nuts: 35 Nm (26 lb-ft).
Engine mounting feet to block: 60 Nm (44 lb-ft) for M12 studs.
The Deutz F3M2011 serves as a power unit for stationary and mobile
industrial equipment rather than on-road vehicles. Primary applications
include mobile air compressors, such as the COMPAIR C 42 NA unit where
the engine produces 35.5 kW (47.6 HP) driving a screw compressor
delivering 4.2 m³/min (148 cfm) at 0.80 MPa (116 psi). Compact
construction equipment including small excavators, skid-steer loaders,
and vibratory compactors utilize this engine for its compact package
dimensions of 600 mm length.
Pump drive applications, such as the F3M2011-A variant, deliver 23 kW
(31 HP) at 1,800 rpm for irrigation pumps, fire pumps, and industrial
hydraulic power units. Agricultural equipment including small tractors,
self-propelled sprayers, and hay balers are fitted with this engine
where oil cooling provides reliability in dusty field conditions where
conventional radiators would clog. Generator sets for backup power and
remote site electricity generation use the F3M2011 with either
mechanical or optional electronic governors. The engine also powers
concrete mixers, asphalt pavers, and road sweepers within municipal and
road construction fleets.
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