John Deere 4024HF295 Specifications
| Engine Model: John Deere PowerTech E 4024HF295 |
| Engine Type: 4-stroke in-line 4-cylinder turbocharged liquid-cooled diesel |
| Total Displacement: 146 cu.in (2.4 L) |
| Rated Engine Power: 66 Hp (49 kW) at 2400 rpm |
| Fuel System Type: Direct injection |
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The John Deere 4024HF295 is a 2.4-liter,
4-cylinder turbocharged and air-to-air aftercooled diesel engine from
the PowerTech E series. This engine represents a transition toward
electronic management within compact industrial power units, certified
to EPA Tier 3 emission standards. The HF designation indicates a
High-pressure Turbocharged and Aftercooled configuration, while the 295
suffix refers to a specific power rating and calibration optimized for
intermittent industrial duty cycles.
Unlike earlier mechanical engines in the 4000 series, the 4024HF295
employs an electronic unit pump fuel system controlled by an engine
control unit. This engine is engineered for applications requiring
higher power density than naturally aspirated counterparts, including
compact construction equipment, small agricultural machinery, and
generator sets operating in regulated markets.
The 4024HF295 follows John Deere’s PowerTech E in-line architecture with
a bore and stroke optimized for torque rise at moderate engine speeds.
The electronic fuel system enables precise injection timing control,
contributing to emission compliance without aftertreatment.
Engine Type: In-line, 4-cycle diesel
Number of Cylinders: 4
Displacement: 2.4 L (146 cu.in)
Bore x Stroke: 86 mm x 105 mm (3.39 in x 4.13 in)
Compression Ratio: 18.2:1
Aspiration: Turbocharged with air-to-air aftercooling
Firing Order: 1-3-4-2
Rotation (viewed from flywheel end): Counter-clockwise
Intermittent Rated Power: 49 kW (66 hp) at 2400 rpm
Peak Power: 50 kW (67 hp) at 2200 rpm
Peak Torque: 256 Nm (189 lb-ft) at 1800 rpm
Torque Rise: 31% at 1800 rpm
Low Idle Speed: 800-900 rpm depending on application
High Idle Speed: 2650-2750 rpm governed
The cylinder block is constructed from cast iron with an open-deck
design. Unlike larger 4000 series engines, the 4024HF295 utilizes parent
bore cylinders without replaceable wet liners; the bores are
precision-machined directly into the block material. This design reduces
overall engine height and weight while maintaining sufficient rigidity
for turbocharged operation. The block incorporates a deep-skirt
configuration with five main bearing bulkheads.
Each main bearing cap is secured by two vertical bolts and features a
machined register for lateral positioning. The oil filter housing is
integrated into the left side of the block. Water jacket passages are
positioned close to the upper region of each cylinder bore to manage
thermal loads from turbocharging. A front-mounted gear train housing is
cast integrally with the block, supporting the crankshaft gear, camshaft
gear, and fuel pump drive.
The cylinder head is a single-piece gray iron casting with cross-flow
port architecture. The intake manifold mounts on one side while the
exhaust manifold mounts on the opposite side, reducing heat transfer to
incoming air. Valve actuation follows an overhead valve layout with
pushrods and rocker arms. The camshaft resides within the cylinder block
and operates the valves through hydraulic lash adjusters mounted in the
rocker arm pivots.
Each cylinder receives two valves: one intake and one exhaust, angled to
promote swirl within a re-entrant combustion bowl machined directly into
the piston crown. Valve seats are pressed-in copper alloy inserts for
the intake side and high-temperature nickel alloy inserts for the
exhaust side. Valve stem seals are of the positive type, preventing oil
migration into the ports. The cylinder head gasket is a single-layer
steel embossed design with laser-welded fire rings around each cylinder
bore.
The fuel system uses an electronic unit pump configuration, with
individual high-pressure pumps mounted directly on the cylinder head for
each cylinder. A gear-driven camshaft with dedicated lobes actuates each
unit pump. The engine control unit energizes solenoid valves on each
pump to control injection timing and duration. This system generates
injection pressures up to 1600 bar (23,200 psi) without a common rail.
Low-pressure fuel is supplied from the tank by a gear-type transfer
pump. A fuel cooler mounted in the return line reduces fuel temperature
before returning to the tank. A replaceable spin-on fuel filter with
integral water separator is mounted on the engine frame. The engine
control unit communicates with vehicle systems via a J1939 CAN bus. A
mechanical shutdown lever is not present; the ECU controls all start and
stop functions.
The lubrication system is a pressurized wet-sump design with a
rotor-type oil pump mounted inside the front timing cover. The pump is
driven directly by the crankshaft gear. Oil is drawn through a strainer
tube from the sump, passed through a full-flow spin-on filter, and then
routed to the main oil gallery. The gallery distributes oil to the main
bearings, connecting rod bearings, camshaft bearings, and rocker shafts.
Hydraulic lash adjusters receive filtered oil through dedicated passages
in the cylinder head. Piston cooling jets are not featured on this
displacement; thermal management relies on oil splash and the cooling
system. A pressure relief valve maintains system pressure within
operating limits. A low oil pressure switch provides input to the ECU
and dash warning lamp.
Total Oil Capacity (with filter): 8.0 L (8.5 qt)
Oil Pan Capacity (high sump configuration): 7.2 L (7.6 qt)
Oil Pressure at Rated Speed: 345-414 kPa (50-60 psi)
Oil Pressure at Idle (minimum): 105 kPa (15 psi)
The cooling system uses a belt-driven centrifugal water pump mounted on
the front of the block. Coolant flows from the pump through the block
water jackets, then upward into the cylinder head, and out through the
thermostat housing. The thermostat is a wax-pellet type located on the
front of the cylinder head. It begins opening at 89°C (192°F) and
reaches full travel at 100°C (212°F). A bypass circuit maintains
circulation through the engine during warm-up.
The air-to-air aftercooler system operates independently of the engine
coolant loop: compressed intake air passes through a stand-alone
radiator core mounted in front of the engine radiator. Coolant capacity
is relatively low due to the absence of wet liners and the compact block
design. An expansion tank with a pressure cap rated at 70-105 kPa (10-15
psi) accommodates thermal expansion. Engine Coolant Capacity: 2.6 L (2.7
qt). System Coolant Capacity (including radiator and hoses): 7.0-9.0 L
(7.4-9.5 qt) depending on chassis configuration.
| Intake and Exhaust Systems |
Air Intake System: Dry-type radial seal air cleaner with a restriction
indicator. The turbocharger is a fixed-geometry unit with a wastegate to
limit peak boost pressure. Compressed air passes through the air-to-air
aftercooler located in front of the radiator. Intake manifold pressure
is monitored by a sensor for ECU control of fuel delivery.
Exhaust System: Dry exhaust manifold constructed from high-silicon
ductile iron. Maximum allowable exhaust temperature at the turbocharger
outlet is 554°C (1029°F). No diesel particulate filter or selective
catalytic reduction system is required for Tier 3 compliance. The
exhaust manifold includes a mounting flange for a pyrometer sensor.
12-volt negative ground. Starter is a reduction-gear unit with
integrated solenoid. Alternator rating is 65 amperes standard, 120
amperes optional. The engine control unit requires a stable voltage
supply between 10.5 and 15.0 volts for proper operation.
Length (flywheel housing to fan pulley): 662 mm (26.1 in)
Width (valve cover to oil pan): 566 mm (22.3 in)
Height (mounting foot to rocker cover top): 772 mm (30.4 in)
Dry Weight (without flywheel, alternator, starter, turbocharger): 251 kg
(553 lb)
Weight (fully dressed with all standard accessories): Approximately 295
kg (650 lb)
Oil Change Interval: 500 hours under normal industrial duty.
Oil Change Interval: 250 hours under severe dust or high-load operation.
Oil Grade: SAE 15W-40 meeting John Deere Plus-50 II or API CI-4 / CJ-4.
Oil Filter Change: Replace at every oil change.
Fuel Filter Change Interval: 500 hours.
Fuel Transfer Pump Strainer: Clean every 1000 hours.
Valve Lash (cold): Intake and exhaust: 0.36 mm (0.014 in).
Valve Lash Inspection Interval: 1000 hours or if valve train noise
increases.
Coolant Change Interval: 3000 hours or 3 years.
Coolant Type: John Deere Cool-Gard or equivalent heavy-duty diesel
antifreeze.
Air Cleaner Element Service: Replace when restriction indicator reaches
63 cm water (25 in water).
Intake Heater Grid Resistance: 0.3-0.5 ohms at 20°C (68°F).
Turbocharger Inspection Interval: 1500 hours for bearing play and wheel
condition.
Cylinder Head Bolts: 40 Nm (30 lb-ft)
Connecting Rod Bolts: 30 Nm (22 lb-ft)
Main Bearing Cap Bolts: 50 Nm (37 lb-ft)
Flywheel Bolts (to crankshaft flange): 75 Nm (55 lb-ft)
Flywheel Housing to Block Bolts: 60 Nm (44 lb-ft)
Rocker Arm Shaft Bracket Bolts: 25 Nm (18 lb-ft)
Electronic Unit Pump Clamp Bolts: 12 Nm (9 lb-ft)
Unit Pump Solenoid Connections: 6 Nm (4.4 lb-ft)
Valve Cover Bolts: 12 Nm (9 lb-ft)
Oil Pan Bolts (M8): 22 Nm (16 lb-ft)
Oil Pan Drain Plug: 35 Nm (26 lb-ft)
Thermostat Housing Bolts: 20 Nm (15 lb-ft)
Intake Manifold Bolts: 25 Nm (18 lb-ft)
Exhaust Manifold Nuts: 35 Nm (26 lb-ft)
Turbocharger Mounting Nuts: 45 Nm (33 lb-ft)
Front Crankshaft Pulley Bolt: 180 Nm (133 lb-ft)
The John Deere 4024HF295 serves in compact equipment sectors requiring
Tier 3 certification and the power density of turbocharging.
Construction Equipment: John Deere 35G and 50G compact excavators. John
Deere 244J and 304J compact wheel loaders. Skid steer loaders including
John Deere 317G and 320G. Used in Wacker Neuson and Ditch Witch compact
track loaders as an OEM option. Small rollers and compactors from Bomag
and Dynapac.
Agricultural Machinery: John Deere 3032E and 3038E compact utility
tractors. Self-propelled sprayers in the 150-gallon class. Small hay
tools such as balers and mower conditioners from Frontier and other
attachment manufacturers.
Industrial Power Units: Generator sets rated 30-45 kW for standby and
prime power. Hydraulic power packs for aerial work platforms from JLG
and Genie. Air compressors from Atlas Copco and Chicago Pneumatic in the
100-150 cfm range. Wood chippers and stump grinders from Bandit and
Vermeer in compact chassis configurations.
Material Handling: Container handlers and reach stackers from smaller
manufacturers. Forklifts in the 3-5 ton capacity class requiring Tier 3
compliance for indoor or enclosed warehouse use.
Municipal Equipment: Street sweepers from Elgin and Schwarze. Tow-behind
sweeper power modules. Small sewage bypass pumps and lift station
generator drives.
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