As a general rule manufacturers for this type of engines with pistons of more than 100mm diameter, and given the small number of units that are manufactured compared to consumer goods, are designed on the basis of a mono-cylindrical assembly (connecting rod-piston-cylinder-valve assembly) which can be manufactured in solutions of one to twenty cylinders, in versions of one line or two lines in uve.
This solution allows the use of large number of parts in any of the variants being different from each other only the longitudinal parts associated with the number of cylinders, we refer to cylinder and crankshaft blocks.
Similarly certain complex components are taken from specialized manufacturers such as: Turbos, superchargers, injection pumps, injectors, speed regulators, heat exchangers, filters, valves, and etc., which allows the use of generic components associated only with power and speed ranges, decoupled from engine configuration and engine size, at same sizes.
Deutz engines manufactured in Spain accounted for 2.398 units with a total power of 2.119,000 kW, 2.879,000 CV. Based on 5 engine families, in the range of 1968 and 1990.
DEUTZ AM 816 versions of 6, 8, 12 and 16 cylinders and power of 211HP at 1.503 HP (range from 1.000 to 2.000 rpm)
DEUTZ AM 528 versions of 3, 4, 6, 8, 12 and 16 cylinders and power from 300 HP to 2.670 HP (range from 700 to 1.000 rpm)
DEUTZ VM 628 versions of 6, 8, 9, 12 and 16 cylinders and power from 1.200 CV to 4.720 HP (range from 700 to 1.000 rpm)
DEUTZ VM 358/350 versions of 6, 8 and 12 cylinders and powers from 1.250 HP to 4.500 HP (range of 250 to 430 rpm)
DEUTZ VM 540/640 versions of 6, 8, 12 and 16 cylinders and powers from 3.000 HP to 9.860 HP (range of 450 to 650 rpm)
Due to the above, we can see a range of products with superposed powers based on different speeds that allows the use in different engines even of other families, of equal elements, for example, turbos superchargers ABB, or Woodward speed regulators.
In engines of the same family its possible to exchange cylinder heads, pistons, cranks, bearings etc. without any problem.´
This way of designing and manufacturing in such special machines DOES NOT determine a univocal relationship between components and specific machines, other of the reasons why designers expect a long life for them and the consequent need for spare parts in difficult situations. A car engine is designed for about 400 hours of life at full load (12 years of average employment) and an industrial engine for about 60.000 hours (10 years of service), should be interpreted as life service time without integral disassembly of the machine.
This expected long life explains the permanence of many of them after even the 40 years of natural age, and the consequent possibility of collecting systems of parts based on the cannibalization of similar engines, as manufacturers often disappear, in the best of cases the removal or difficulty of availability in them due to changes in product programmes, which may justify the valuation of the components, with reference to the concept of offer / demand need.