John Deere 4045HFC04 Specifications
| Engine Model: John Deere PowerTech 4045HFC04 |
| Engine Type: 4-stroke in-line 4-cylinder turbocharged liquid-cooled diesel |
| Total Displacement: 275 cu.in (4.5 L) |
| Rated Engine Power: 84-139 Hp (63-104 kW) at 2200-2400 rpm |
| Fuel System Type: Common rail direct injection |
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The John Deere 4045HFC04 is a 4.5-liter,
4-cylinder industrial diesel engine from the PowerTech PWL (Professional
Grade, Water-Cooled, Long Stroke) series. This model is specifically
engineered to meet Final Tier 4 (EPA) and Stage IV (EU) emissions
standards, representing a culmination of advanced aftertreatment
integration with robust mechanical design. The "HFC" designation
indicates a high-performance configuration optimized for variable load
applications such as wheel loaders, excavators, and material handlers.
Unlike earlier 4045 variants, this engine employs a cooled exhaust gas
recirculation (EGR) system combined with selective catalytic reduction
(SCR) and a diesel oxidation catalyst (DOC), eliminating the need for a
diesel particulate filter (DPF) while achieving stringent particulate
matter and nitrogen oxide limits. The 4-valve cylinder head,
high-pressure common rail fuel system, and wastegated turbocharger work
in concert to deliver transient response and low-speed torque
characteristics demanded by modern hydraulic systems.
Engine Type: Inline, 4-cycle, turbocharged and aftercooled diesel
Number of Cylinders: 4
Displacement: 4.5 L (275 cu.in)
Bore x Stroke: 106 mm x 127 mm (4.17 in x 5.00 in)
Compression Ratio: 17.0:1
Aspiration: Turbocharged with air-to-air aftercooling
Cylinder Head: 4 valves per cylinder (16 total), cross-flow design
Intermittent Power: 100 to 104 kW (134 to 139 hp) at 2200 to 2400 rpm
Heavy Duty Power: 86 to 93 kW (115 to 125 hp) at 2200 to 2400 rpm
Continuous Power: 63 to 74 kW (84 to 99 hp) at 2200 to 2400 rpm
Peak Torque: 540 Nm (398 lb-ft) at 1600 rpm
Low Idle Speed: 850 rpm (adjustable via ECU)
High Idle Speed (no load): 2550 to 2650 rpm
Emissions Standard: EPA Final Tier 4, EU Stage IV
The cylinder block is manufactured from high-strength cast iron using a
deep-skirt, cross-bolted design. The deep-skirt configuration extends
the cylinder block walls below the crankshaft centerline, creating a
stiffened lower structure that minimizes bore distortion under peak
cylinder pressures reaching 180 bar (2610 psi). The block accepts four
replaceable wet-type cylinder liners. These liners are centrifugally
cast from chromoly iron and feature a honed surface finish of 0.2 to 0.4
microns Ra for optimal ring sealing.
The wet liner design permits direct coolant contact around the entire
circumference of each liner barrel. Six main bearing bulkheads are
integrated into the block, with the lower crankcase structure consisting
of a separate cast aluminum bedplate. The bedplate attaches to the block
with cross-bolts for additional rigidity. An integrated oil gallery
routes pressurized oil to piston cooling jets, each aimed at the
underside of the piston crown.
The cylinder head is a single-piece cast aluminum alloy unit,
heat-treated to T6 condition. The 4-valve-per-cylinder arrangement uses
two intake valves and two exhaust valves arranged symmetrically around
the centrally located fuel injector. Intake valve diameter is 36 mm
(1.42 in), and exhaust valve diameter is 32 mm (1.26 in). The exhaust
valves are fabricated from a nickel-chromium superalloy with a
Stellite-faced tip and a sodium-filled hollow stem for heat transfer.
Valve actuation uses an overhead camshaft with roller-type cam
followers. The camshaft rides on five bearings and is driven by a gear
train at the rear of the engine. Hydraulic lash adjusters are integrated
into the follower assemblies, eliminating valve clearance maintenance.
The cylinder head gasket is a multi-layer steel (MLS) design consisting
of five embossed stainless steel layers with a nitrile rubber bead on
the coolant ports.
The fuel system is a high-pressure common rail (HPCR) system
manufactured by Bosch or Denso, depending on production date. A
two-piston high-pressure pump, mounted on the rear gear train housing,
generates injection pressures up to 1975 bar (29,000 psi). The pump is
gear-driven directly from the camshaft and uses an internal metering
valve to control rail pressure. Pressurised fuel is delivered to a
common rail accumulator mounted on the intake manifold side of the
cylinder head.
Piezo-electric injectors are used, each containing a multi-layer ceramic
actuator that responds within 0.1 milliseconds. The engine control unit
(ECU) commands up to five injection events per cycle: three pilot
injections for combustion noise reduction, a main injection for power
delivery, and a post injection for exhaust thermal management during SCR
warm-up. A fuel cooler is integrated into the return line to maintain
fuel temperatures below 70°C (158°F).
The lubrication system is a forced-feed, full-flow pressurized system
using a high-efficiency crescent-type gear pump. The oil pump is mounted
externally on the front timing gear cover and driven directly by the
crankshaft gear. Oil is drawn from a structural steel oil pan through a
suction strainer with a 0.5 mm mesh screen. The oil filter is a spin-on,
full-flow type with synthetic media rated for 15-micron absolute
filtration. An integral bypass valve opens at a differential pressure of
2.5 bar (36 psi).
The system includes a plate-type oil cooler, mounted on the right side
of the cylinder block, through which engine coolant circulates to
stabilize oil viscosity. Piston cooling is achieved via six nozzle jets,
each calibrated to deliver 1.5 L/min at 4.0 bar (58 psi). The engine oil
capacity including the filter ranges from 12.7 to 15.5 L (13.4 to 16.4
qt), dependent on oil pan depth and equipment inclination requirements.
Operating oil pressure at rated speed is 3.5 to 5.0 bar (51 to 73 psi).
Minimum oil pressure at low idle, at operating temperature, is 1.0 bar
(15 psi).
The cooling system is a sealed, pressurized system with a belt-driven
centrifugal water pump. The water pump uses a ceramic mechanical seal
and a cast iron impeller with backward-curved vanes for cavitation
resistance. The thermostat is a wax-pellet, dual-stage design with a
rated opening temperature of 85°C (185°F) for the primary stage and a
fully open position at 98°C (208°F) for the secondary stage.
Coolant flow is directed first to the cylinder block, circulating around
the wet liners, then upward through the cylinder head, and finally
through the external oil cooler and EGR cooler before returning to the
radiator. The system uses a pressurized degas bottle with a 1.0 bar (15
psi) pressure cap. The engine-only coolant capacity is 9.5 L (10.0 qt).
A coolant filter with a corrosion inhibitor additive cartridge is
standard equipment, integrated into the lower radiator hose connection.
A 12-volt system is standard, using a 150-amp brushless alternator and a
2.2 kW reduction-gear starter motor. Glow plugs are ceramic-type,
mounted directly in the combustion chamber. The glow plug controller
pre-heats for a maximum of 6 seconds at -20°C (-4°F) and provides
post-heating for up to 90 seconds after start to reduce white smoke
during warm-up.
Timing Drive: A rear-mounted gear train drives the camshaft,
high-pressure fuel pump, and water pump. All gears are helical-cut
case-hardened steel. The camshaft gear is driven by an intermediate
idler gear from the crankshaft. No timing chains or belts are used.
Turbocharger: The turbocharger is a wastegated, fixed-geometry unit
manufactured by BorgWarner. The wastegate is electronically controlled
by the ECU via a pulse-width-modulated solenoid valve. Maximum boost
pressure at rated power is 2.4 bar (35 psi) absolute. The turbocharger
bearing housing is water-cooled, with coolant circulated from the
engine's cooling system through an integrated jacket.
Crankcase Ventilation: A closed crankcase ventilation (CCV) system uses
a heated cyclone separator to remove oil mist from blow-by gases. The
separator includes a drain valve that returns collected oil to the oil
pan. Cleaned gases are routed to the turbocharger compressor inlet.
Heater elements within the separator prevent ice formation in cold
ambient conditions below -15°C (5°F).
Exhaust Aftertreatment: The engine is equipped with a three-component
aftertreatment system. A diesel oxidation catalyst (DOC) is mounted
directly after the turbocharger. A cooled exhaust gas recirculation
(EGR) system diverts approximately 25 percent of exhaust flow through a
cooler before returning it to the intake manifold. A selective catalytic
reduction (SCR) system with a 3.6 L (0.95 gal) diesel exhaust fluid
(DEF) dosing unit follows the DOC. No diesel particulate filter (DPF) is
fitted.
Dry Weight (without fluids, flywheel, starter, alternator): 550 kg (1213
lb)
Length (from front fan pulley to rear flywheel housing face): 870 mm
(34.3 in)
Width (extreme, including DOC and turbocharger heat shield): 650 mm
(25.6 in)
Height (from oil pan rail to rocker cover top): 1050 mm (41.3 in)
Engine Oil Capacity (with filter): 12.7 to 15.5 L (13.4 to 16.4 qt), pan
dependent.
Recommended Oil Grade: SAE 15W-40, SAE 10W-30 (API CK-4 or CJ-4).
Coolant Capacity (engine only): 9.5 L (10.0 qt).
DEF Tank Capacity (equipment dependent): 11 to 22 L (2.9 to 5.8 gal).
Oil Change Interval: 500 hours under standard duty.
Oil Change Interval: 250 hours for severe duty.
Fuel Filter Replacement: 500 hours or 1 year.
Coolant Filter Replacement: 500 hours or 1 year.
Valve Clearance: Hydraulic lash adjusters; no manual adjustment.
Crankcase Breather Service: 500 hours for cyclone separator cleaning.
DEF Dosing Injector Replacement: 2000 hours or 3 years.
Oil Pressure Check (Warm Engine at Rated Speed): 3.5 to 5.0 bar (51 to
73 psi).
Cylinder Head Bolts (M14 x 2.0), Stage 1: 80 Nm (59 lb-ft).
Cylinder Head Bolts (M14 x 2.0), Stage 2: 200 Nm (148 lb-ft).
Connecting Rod Bolts (M11 x 1.5), Stage 1: 50 Nm (37 lb-ft).
Connecting Rod Bolts (M11 x 1.5), Stage 2: 90 Nm (66 lb-ft).
Main Bearing Cap Bolts (M12 x 1.75): 60 Nm (44 lb-ft).
Flywheel Bolts (M12 x 1.25): 135 Nm (100 lb-ft).
Flywheel Housing Bolts (M12 x 1.75): 80 Nm (59 lb-ft).
Camshaft Bearing Cap Bolts (M8 x 1.25): 28 Nm (21 lb-ft).
Injector Clamp Bolts (M6 x 1.0): 12 Nm (9 lb-ft).
Turbocharger Mounting Nuts (M10): 50 Nm (37 lb-ft).
EGR Valve Mounting Bolts: 25 Nm (18 lb-ft).
Oil Filter Housing Bolts: 35 Nm (26 lb-ft).
Construction: John Deere 210L and 310L Backhoe Loaders; John Deere 305G,
325G, and 330G Compact Track Loaders; John Deere 444K and 544K Wheel
Loaders; John Deere 50G and 60G Excavators; Wacker Neuson SW24 and SW28
Wheel Loaders.
Industrial: Atlas Copco XAS 185 and XAS 210 Portable Air Compressors;
Genie S-85 and S-105 Telescopic Boom Lifts; JLG 800S and 860SJ Aerial
Work Platforms; Multiquip DCA-125USJ and DCA-150USJ Generator Sets.
Agriculture: John Deere 4066M and 4100M Compact Utility Tractors; John
Deere 5075G and 5100G Utility Tractors; Krone Big X 480 Self-Propelled
Forage Harvester (auxiliary power unit).
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