John Deere 6068TF150 Specifications
| Engine Model: John Deere PowerTech 6068TF150 |
| Engine Type: 4-stroke in-line 6-cylinder turbocharged liquid-cooled diesel |
| Total Displacement: 415 cu.in (6.8 L) |
| Rated Engine Power: 170 Hp (127 kW) at 2500 rpm |
| Fuel System Type: Direct Injection |
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The John Deere 6068TF150 is a 6.8-liter, inline
6-cylinder diesel engine from the PowerTech family, engineered for
industrial machinery, generator sets, and heavy-duty off-highway
applications. The "TF" designation indicates a turbocharged,
fixed-geometry configuration without an intercooler. This engine employs
a mechanical fuel system with a Stanadyne rotary distributor pump,
offering straightforward servicing and field repair capability.
It features replaceable wet cylinder liners, a forged-steel crankshaft,
and a high-strength cast iron block. The 6068TF150 delivers a 27% torque
rise from its peak torque point, providing excellent lugging ability
under variable loads. Rotation is counter-clockwise when viewed from the
flywheel end. The engine is available with 12-volt or 24-volt electrical
systems depending on the application.
Engine Type: Inline, 4-cycle, turbocharged diesel
Family: John Deere PowerTech
Number of Cylinders: 6
Displacement: 415 cu-in (6.8 L)
Bore x Stroke: 4.17 in x 5.00 in (106 mm x 127 mm)
Compression Ratio: 17.0:1
Firing Order: 1-5-3-6-2-4
Aspiration: Turbocharged, fixed geometry (no intercooler)
Rotation (facing flywheel): Counter-clockwise
Rated Power (Industrial): 170 hp (127 kW) at 2500 rpm
Rated Power (Generator, 60 Hz): 166 hp (124 kW) at 1800 rpm
Rated Power (Generator, 50 Hz): 133 hp (99 kW) at 1500 rpm
Peak Torque: 454 lb-ft (615 Nm) at 1400 rpm
Torque Rise: 27%
Low Idle Speed: 800-900 rpm
High Idle Speed (no load): 2725-2800 rpm (industrial)
High Idle Speed (no load): 1875-1920 rpm (60 Hz generator)
The cylinder block is constructed from high-strength cast iron with a
deep-skirt design extending below the crankshaft centerline for maximum
rigidity. It incorporates seven main bearing supports to maintain
crankshaft alignment under high cylinder pressures. A defining feature
is the use of replaceable wet cylinder liners.
These liners are in direct contact with engine coolant through ports
machined into the block, providing superior heat transfer from the
combustion zone to the cooling system. The wet liner design permits
in-frame overhaul without removing the engine from the vehicle or
machinery. The block includes integrated oil galleries feeding the
crankshaft, camshaft, and piston cooling jets. A rear-mounted gear train
drives the camshaft, injection pump, and auxiliary equipment.
The cylinder head is manufactured from cast iron with a cross-flow
design. Intake ports are on the right side, and exhaust ports are on the
left side when viewed from the flywheel end. Each cylinder receives two
valves: one intake and one exhaust, totaling twelve valves for the
entire engine. The overhead valve (OHV) configuration uses pushrods and
rocker arms actuated by a camshaft located within the cylinder block.
Valve rotators are installed on all exhaust valves and on selected
intake valves to prevent carbon buildup and promote even seat wear. The
valve seat inserts are induction-hardened and replaceable. Valve
clearance adjustment is performed by loosening a locknut and turning an
adjusting screw on the rocker arm. The cylinder head gasket is a
multi-layer steel (MLS) design capable of withstanding turbocharged
cylinder pressures.
The engine employs a mechanical direct injection system without
electronic control. The injection pump is a Stanadyne (Roosa Master) DB4
series rotary distributor pump equipped with a mechanical centrifugal
governor. This governor maintains engine speed under varying loads by
adjusting fuel delivery. The pump includes a manual primer lever for
system priming after filter or injector service.
Pencil-type injectors with preset opening pressures are installed one
per cylinder. A gear-type fuel transfer pump, mounted on the injection
pump body, draws fuel from the tank through a primary filter (water
separator) before supplying the secondary spin-on fuel filter. Excess
fuel returns to the tank through a leak-off line from the injectors and
injection pump.
Oil Capacity (with filter): 20.0 qt (19.0 L)
Oil Pressure at rated speed: 40-60 psi (2.8-4.1 bar)
Oil Pressure at low idle (minimum): 15 psi (1.0 bar)
Oil Grade: SAE 15W-40 (API CI-4, CJ-4, or CK-4)
Oil Filter: Full-flow spin-on type with integral bypass valve.
System Features: A gear-type oil pump mounted on the front of the
crankshaft draws oil through a strainer inside the oil pan. Piston
cooling jets are installed in the crankcase, directing a continuous oil
spray to the underside of each piston crown. This system manages piston
temperature under full turbocharged load. An oil cooler, integrated into
the coolant circuit, maintains oil temperature within operational
limits.
Coolant Capacity (engine only): 11.9 qt (11.3 L)
Coolant Capacity (with standard radiator): Variable, 20-30 qt (19-28 L)
total system
Thermostat opening temperature: 180°F (82°C)
Thermostat fully open temperature: 203°F (95°C)
Coolant Type: Ethylene glycol-based with supplemental coolant additives
meeting JD
Water Pump: Belt-driven centrifugal type with a cast iron housing
System Features: A bypass thermostat circuit maintains rapid warm-up and
prevents thermal shock. The cooling system includes a separate circuit
for the oil cooler. A coolant recovery tank is standard on industrial
applications. Generator set configurations include a radiator with an
engine-driven fan or a remote heat exchanger system.
| Intake and Exhaust Systems |
Air Intake System: Dry-type two-stage air cleaner with a vacuum
restriction indicator. The turbocharger is a fixed-geometry,
journal-bearing unit mounted on the exhaust manifold.
Exhaust System: Cast iron exhaust manifold with a single inlet to the
turbocharger. The turbocharger receives oil from the main gallery via a
supply line; oil drains back to the crankcase through a large-diameter
tube.
Electrical System: 12 volt (standard for industrial) or 24 volt
(standard for construction and generator applications).
Starter Motor: 12V or 24V, pre-engaged type with solenoid, rated at
3.0-4.5 kW depending on configuration.
Alternator: 12V or 24V, 65-120 ampere output for industrial
applications; 40-65 ampere for generator sets.
Dry Weight (without accessories): 1100 lb (499 kg)
Length (flywheel to front pulley): 45.7 in (1160 mm)
Width (maximum): 28.7 in (730 mm)
Height (from oil pan rail to rocker cover): 37.4 in (950 mm)
Engine Centerline to Top of Rocker Cover: 17.7 in (450 mm)
Oil Pan Depths: 8.5 in (216 mm) for standard sump
Engine Oil Change Interval: 500 hours under normal industrial duty.
Engine Oil Change Interval (severe service): 250 hours.
Oil Filter Change: Every oil change.
Fuel Filter Change (secondary): 500 hours.
Fuel Filters Change: 250 hours or when water-in-fuel sensor indicates.
Valve Clearance (intake - cold engine): 0.014 in (0.36 mm).
Valve Clearance (exhaust - cold engine): 0.018 in (0.46 mm).
Valve Clearance Inspection Interval: 1000 hours.
Air Cleaner Service Interval: When restriction indicator shows red or at
500 hours.
Coolant Change Interval: 2000 hours or 24 months.
Wet Liner Protrusion above block deck: 0.001-0.005 in (0.03-0.13 mm).
Low Idle Speed Adjustment: 800-900 rpm.
High Idle Speed (industrial, no load): 2725-2800 rpm.
High Idle Speed (60 Hz generator, no load): 1875-1920 rpm.
High Idle Speed (50 Hz generator, no load): 1565-1575 rpm.
Injector Opening Pressure: 4000-4200 psi (276-290 bar).
Fuel Injection Timing (static): 13°-15° BTDC.
Cylinder Head Bolts (Step 1): 75 lb-ft (102 Nm)
Cylinder Head Bolts (Step 2): 110 lb-ft (150 Nm)
Connecting Rod Bolts: 43 lb-ft (58 Nm)
Main Bearing Cap Bolts: 100 lb-ft (135 Nm)
Flywheel Bolts: 95 lb-ft (129 Nm)
Flywheel Housing Bolts: 45 lb-ft (61 Nm)
Crankshaft Pulley/Vibration Damper Bolt: 200 lb-ft (270 Nm)
Rocker Arm Shaft Bracket Bolts: 18 lb-ft (24 Nm)
Valve Rocker Adjusting Locknut: 15 lb-ft (20 Nm)
Injection Pump Drive Gear Nut: 90 lb-ft (122 Nm)
Injection Pump Mounting Nuts: 18 lb-ft (24 Nm)
Injector Clamp Bolts: 18 lb-ft (24 Nm)
Oil Pan Bolts: 18 lb-ft (24 Nm)
Water Pump Mounting Bolts: 18 lb-ft (24 Nm)
Starter Motor Mounting Bolts: 35 lb-ft (47 Nm)
Alternator Mounting Bracket Bolts: 45 lb-ft (61 Nm)
Front Timing Gear Cover Bolts: 18 lb-ft (24 Nm)
Turbocharger Mounting Nuts: 35 lb-ft (47 Nm)
Oil Cooler to Block Bolts: 35 lb-ft (47 Nm)
The John Deere 6068TF150 engine is installed in a wide range of
off-highway equipment, industrial machinery, and generator sets produced
from the mid-1990s through the early 2000s.
Agricultural Tractors: John Deere 6400, 6410, 6600, 6610 (turbocharged
configurations). Also found in the 7400 and 7410 series in select
markets.
Combines: John Deere 9400, 9500, and 9600 hillside combines as a primary
power unit.
Construction Backhoe Loaders: John Deere 310SG, 410G, and 710G series.
Wheel Loaders: John Deere 444G, 544G, and 624H.
Crawler Dozers: John Deere 650G, 650H, 700G, and 750G.
Excavators: John Deere 790D, 792D, and 892D LC.
Motor Graders: John Deere 670G, 672G, 770G, and 772G.
Generator Sets (Industrial): John Deere 75-150 kW standby and prime
power units, sold under the John Deere PowerTech brand and through
third-party packagers (Atlas Copco, Ingersoll Rand, Generac).
Industrial Power Units: Stationary units for irrigation pumps, hydraulic
power packs, air compressors, rock crushers, and wood chippers. These
packages include a radiator, fuel tank, instrument panel, and SAE
housing for direct coupling.
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