John Deere 6136 Specifications
| Engine Model: John Deere 6136 |
| Engine Type: 4-stroke in-line 6-cylinder turbocharged liquid-cooled diesel |
| Total Displacement: 827 cu.in (13.6 L) |
| Rated Engine Power: 400-684 Hp (300-510 kW) at 2100 rpm |
| Fuel System Type: Common Rail Direct Injection |
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The John Deere 6136, also known as the JD14, is
a 13.6-liter, 6-cylinder inline diesel engine that serves as the
successor to the previous 13.5L model. This engine is part of John
Deere's next-generation PowerTech line, engineered for heavy-duty
industrial, agricultural, and generator drive applications. The 6136
designation reflects the displacement in liters, while JD14 refers to
the engine family. Available in multiple variants including the JD14P
and JD14X, this powerplant meets EPA Final Tier 4 and EU Stage V
emissions standards across its configuration range.
The 6136 engine incorporates a comprehensive suite of advanced
technologies. These include a high-pressure common-rail (HPCR) fuel
system, cooled exhaust gas recirculation (EGR), selective catalytic
reduction (SCR), and a diesel oxidation catalyst (DOC). Stage V
compliant versions add a diesel particulate filter (DPF) for complete
particulate matter control.
The engine features a 4-valve cylinder head, replaceable wet-type
cylinder liners, and a choice of single or series turbocharger
configurations. A distinctive maintenance advantage is the use of
hydraulic lash adjusters in the valvetrain, eliminating the need for
periodic valve clearance adjustments. The engine's power output spans
from 300 kW to 510 kW, with torque rise reaching 45% in some
configurations, providing exceptional lugging ability under heavy loads.
Engine Type: In-line, 6-cylinder, 4-cycle diesel.
Displacement: 13.6 L (827 cu.in).
Bore: 132 mm (5.2 in).
Stroke: 165 mm (6.5 in).
Compression Ratio: 15.9:1.
Aspiration: Turbocharged and air-to-air aftercooled.
Firing Order: 1-5-3-6-2-4.
Emissions Compliance: EPA Final Tier 4, EU Stage V.
Rated Power (Industrial): 300-510 kW (400-684 hp) at 2,100 rpm.
Peak Power (Industrial): Up to 513 kW (688 hp) at 1,700-1,900 rpm.
Standby Power (6136CG550): 505 kW (677 hp) at 1,500-1,800 rpm.
Prime Power (6136CG550): 460 kW (616 hp) at 1,500-1,800 rpm.
Torque Rise: Up to 45%.
Peak Torque: 1,986-3,050 Nm (1,465-2,250 lb-ft) at 1,550 rpm.
The cylinder block of the 6136 engine is constructed from high-strength
cast iron with a deep-skirt design. This configuration provides extended
support for the crankshaft main bearing caps below the crankshaft
centerline, reducing bore distortion under peak cylinder pressures
exceeding 200 bar. The block architecture is optimized for the high
thermal loads generated by the engine's 15.9:1 compression ratio and
high boost pressures.
A defining characteristic of this block is the replaceable wet-type
cylinder liner design. Each cylinder uses an individually replaceable,
centrifugally cast iron liner that contacts the engine coolant directly
on its outer surface. The liners are secured by the cylinder head gasket
compression, with multiple O-ring seals preventing coolant migration
into the crankcase. This wet-liner configuration allows the engine to be
rebuilt without machining the block itself; worn liners are extracted
and replaced while the engine remains in the chassis.
The block houses a 7-main-bearing crankshaft, with each main bearing cap
secured by four bolts (cross-bolted design) on high-output variants.
Reinforced ribbing is cast into the block side walls to resist flexing
under high cylinder pressures. The block also contains the mounting
provisions for the gear train at the flywheel end, driving the camshaft,
fuel injection pump, coolant pump, and optional auxiliary drives such as
air compressors or hydraulic pumps.
The cylinder head is a single cast-iron component bridging all six
cylinders. It employs a cross-flow design with intake ports on one side
and exhaust ports on the opposite side, optimizing air movement through
the cylinder. The engine uses four valves per cylinder (two intake, two
exhaust), totaling 24 valves for the complete engine.
Valvetrain Configuration: Overhead valve (OHV), pushrods, roller rocker
arms.
Valves per Cylinder: 4 (2 intake, 2 exhaust).
Total Valves: 24.
Valve Diameter (Intake): 45.0 mm (1.77 in) per valve.
Valve Diameter (Exhaust): 41.0 mm (1.61 in) per valve.
Valve Stem Diameter: 8.0 mm (0.315 in).
Valve Seat Inserts: Powder metal for intake; Stellite-faced for exhaust.
The cylinder head incorporates a central vertical injector location,
positioning the fuel injector nozzle directly between the four valves.
This arrangement produces a symmetrical fuel spray pattern for complete
air-fuel mixing. The valve bridges are of one-piece forged steel
construction, actuated by roller rocker arms that reduce friction.
Hydraulic Lash Adjusters: A distinctive feature of the 6136 engine is
the use of maintenance-free hydraulic lash adjusters. These
self-adjusting units replace conventional mechanical tappets and
locknuts. The hydraulic adjusters use engine oil pressure to
automatically maintain zero valve lash throughout the engine's service
life. No periodic valve clearance inspection or adjustment is required.
The system is integrated with the engine's lubrication circuit,
receiving pressurized oil through passages in the cylinder head.
The cylinder head gasket is a multi-layer steel (MLS) design with
elastomeric sealing beads around each cylinder bore and each coolant
passage. The gasket incorporates stepped stopper layers to control
compression height under high cylinder pressures.
The fuel system is a High-Pressure Common-Rail (HPCR) system with full
electronic control. This system operates independently of engine speed,
maintaining a constant high fuel pressure within a common rail
accumulator regardless of rpm. The primary components include a
gear-type transfer pump, a high-pressure pump, the common rail, and
electronically actuated injectors.
Fuel System Type: High-Pressure Common-Rail (HPCR).
Injection Pressure (maximum): 2,000 bar (29,000 psi).
Injection Control: Electronic Control Unit (ECU) with solenoid or piezo
injectors.
Injection Events per Cycle: Up to 5 (pilot, main, post).
Transfer Pump Type: Gear-type, electric (auto-prime feature).
Fuel Filtration: Engine-mounted fuel filter with water separator.
The high-pressure pump is a radial piston pump driven by the engine gear
train. It generates fuel pressures up to 2,000 bar. The common rail is a
forged steel tube mounted along the cylinder head, storing pressurized
fuel and damping pressure pulsations. Each cylinder has a electronically
actuated injector capable of multiple injection events per combustion
cycle: pilot injection for noise reduction, main injection for power
delivery, and post-injection for exhaust aftertreatment regeneration.
The full-authority Electronic Control Unit (ECU) manages injection
timing, injection duration, rail pressure, and fuel quantity based on
inputs from sensors including crank position, cam position, boost
pressure, intake air temperature, coolant temperature, and fuel rail
pressure. The ECU also communicates with vehicle systems via CAN bus
(SAE J1939 protocol), enabling torque limiting, speed governing, and
diagnostic reporting. A low-pressure fuel system with an electric
transfer pump features an "auto-prime" function, automatically bleeding
air from the system after filter changes or fuel system servicing.
The lubrication system is a full-pressure, gear-driven design using a
high-efficiency gerotor oil pump mounted within the timing gear housing.
The pump draws oil from the sump through a strainer screen and passes it
through a full-flow engine-mounted oil cooler before distribution to the
main oil gallery.
Oil Capacity (including filter): 32.0-38.0 L (33.8-40.2 qt).
Oil Pressure at Rated Speed (warm): 3.5-4.5 bar (50-65 psi).
Oil Pressure at Low Idle (warm, minimum): 1.0 bar (15 psi).
Oil Pump Type: Gerotor, gear-driven from the crankshaft.
Oil Filter Type: Full-flow, spin-on with integral bypass valve.
Oil Cooler Type: Engine-mounted, full-flow plate-type cooler.
Recommended Oil Viscosity: 15W-40 (API CK-4 or CJ-4 specification).
Oil Change Interval (standard duty): Up to 500 hours.
The oil gallery routes pressurized oil to the seven main bearings,
connecting rod bearings, camshaft bearings, piston cooling jets, and the
hydraulic lash adjusters in the valve train. The piston cooling jets are
spring-loaded nozzles that direct a continuous stream of oil to the
underside of each piston crown, extracting heat and preventing thermal
damage at high loads.
The rocker arm assembly receives oil through the hollow camshaft and
external supply tubes. An oil pressure sender and an oil pressure switch
are mounted on the filter head; the switch activates a warning system if
pressure drops below the safe threshold.
The cooling system is a pressurized, pump-assisted water circulation
design using a centrifugal water pump driven by the engine's serpentine
belt. A self-adjusting poly-vee fan drive is available as an option. The
system includes a thermostatically controlled bypass circuit for rapid
warm-up.
Coolant Capacity (engine only): 22.0-25.0 L (23.2-26.4 qt).
Coolant Capacity (with radiator): Variable, dependent on installation.
Water Pump Type: Centrifugal with cast iron housing.
Thermostat Opening Temperature (start): 82°C (180°F).
Thermostat Fully Open Temperature: 95°C (203°F).
Radiator Cap Pressure: 0.9-1.0 bar (13-15 psi).
Recommended Coolant: Ethylene glycol-based with supplemental coolant
additives (SCA).
The cooling system directs coolant from the water pump into the cylinder
block, where it flows upward around each wet-sleeve liner through
vertical passages cast into the block. This flow arrangement ensures
coolant contacts the entire external surface of each liner for uniform
heat rejection. Coolant then enters the cylinder head through
strategically sized orifices, flowing across the exhaust valve bridges
and injector boss area before exiting through the thermostat housing.
The air-to-air aftercooler (charge-air cooler) is not part of the engine
cooling circuit; it uses ambient air passing through a separate radiator
core to reduce intake air temperature after the turbocharger. In series
turbocharger configurations, the aftercooler reduces charge air
temperature from approximately 200°C (392°F) after the high-pressure
turbocharger to approximately 60°C (140°F) before entering the intake
manifold.
| Intake and Exhaust Systems |
Air Intake System: Turbocharger compressor feeding the air-to-air
aftercooler. Intake manifold incorporates provisions for intake air
heater grid for cold-start assistance.
Exhaust System: Cast iron exhaust manifold, single entry to
turbocharger(s).
Electrical System (standard): 12-volt with high-output alternator (up to
200 A).
Electrical System (option): 24-volt with series-parallel batteries.
Starter Motor: Reduction-gear type, 6.0 kW (12V) or 7.5 kW (24V).
Engine Control: Full-authority ECU with CAN bus (SAE J1939). Features
include electronic speed governing, torque curve shaping, cold start
strategy, and self-diagnostics.
Turbocharger Configuration (single): Fixed-geometry or wastegated
turbocharger. The wastegate bleeds off exhaust flow at higher engine
speeds to prevent over-boosting while delivering improved transient
response and higher peak torque.
Turbocharger Configuration (series): Dual-stage turbocharger (DST) with
low-pressure and high-pressure units in series. Air is first compressed
by the low-pressure turbocharger, then further compressed by the
high-pressure unit before passing through the aftercooler. This
configuration delivers more boost pressure than single turbo
arrangements, resulting in higher power density, improved low-speed
torque, and enhanced high-altitude operation.
| Emissions Control Systems |
Cooled Exhaust Gas Recirculation (EGR): Cools and mixes measured amounts
of exhaust gas with incoming fresh air to lower peak combustion
temperatures, reducing NOx formation.
Selective Catalytic Reduction (SCR): Uses diesel exhaust fluid (DEF), a
urea-based additive. The chemical reaction in the SCR catalyst converts
urea and NOx emissions into nitrogen and water vapor.
Diesel Oxidation Catalyst (DOC): Reacts with exhaust gases to reduce
carbon monoxide, hydrocarbons, and some particulate matter.
Diesel Particulate Filter (DPF) (Stage V models): Catalyzed exhaust
filter containing a DOC and DPF. Trapped particles are oxidized through
passive regeneration during normal operation. When passive regeneration
cannot occur due to low load or temperature, active regeneration is
automatically initiated.
Dry Weight (single turbo, no fluids): 1,468 kg (3,236 lb).
Dry Weight (series turbo, no fluids): 1,521 kg (3,353 lb).
Length (single turbo, without fan drive): 1,446 mm (56.9 in).
Length (series turbo, without fan drive): 1,498 mm (59.0 in).
Width: 890 mm (35.0 in).
Height: 1,366-1,367 mm (53.8-54.0 in).
Engine Oil Change Interval (standard duty): 500 hours.
Engine Oil Change Interval (severe duty): 250 hours.
Oil Filter Change Interval: Every oil change.
Fuel Filter Change Interval: 500 hours.
Coolant Change Interval: 2,000 hours or 2 years.
Air Filter Service Interval: When restriction indicator shows specified
vacuum level.
Crankcase Breather Service Interval: 1,000 hours (replace element).
Belt Tension Check Interval: 500 hours.
Injector Testing Interval: 3,000 hours.
EGR Cooler Cleaning Interval: As indicated by ECU diagnostic codes.
DPF Ash Cleaning Interval (Stage V models): 4,000-6,000 hours.
Cylinder Head Bolts: 100 Nm (74 lb-ft).
Connecting Rod Bolts: 70 Nm (52 lb-ft).
Main Bearing Cap Bolts: 100 Nm (74 lb-ft).
Main Bearing Cross Bolts: 80 Nm (59 lb-ft).
Flywheel to Crankshaft Bolts: 300 Nm (221 lb-ft).
Flywheel Housing to Cylinder Block Bolts: 120 Nm (89 lb-ft).
Intake Manifold Bolts: 45 Nm (33 lb-ft).
Exhaust Manifold Nuts: 60 Nm (44 lb-ft).
Injector Hold-Down Clamp Bolts: 35 Nm (26 lb-ft).
Rocker Arm Shaft Bracket Bolts: 50 Nm (37 lb-ft).
Valve Cover Bolts: 15 Nm (133 lb-in).
Oil Pan Bolts (M10): 45 Nm (33 lb-ft).
Oil Pan Bolts (M8): 25 Nm (18 lb-ft).
Oil Drain Plug: 70 Nm (52 lb-ft).
Starter Motor Mounting Bolts: 60 Nm (44 lb-ft).
Alternator Pivot Bolt: 50 Nm (37 lb-ft).
Coolant Temperature Sensor: 25 Nm (18 lb-ft).
Oil Pressure Switch: 20 Nm (15 lb-ft).
Camshaft Gear Bolt: 350 Nm (258 lb-ft).
Crankshaft Vibration Damper Bolt: 650 Nm (479 lb-ft).
Agricultural Equipment: The 6136 engine powers large self-propelled
forage harvesters such as the John Deere F8 600 series, where the JD14X
provides 475 kW (645 PS) at 2,000 rpm. It is also installed in
high-horsepower 9-series tractors and large self-propelled sprayers
requiring sustained power for field operations.
Construction Equipment: The 6136HI440 variant is used in heavy
excavators, wheel loaders, motor graders, and material handling
equipment such as large cranes. The engine's 45% torque rise enables
these machines to maintain ground speed under heavy digging or lifting
loads without downshifting.
Generator Drive Applications: The 6136CG550 and 6136CG440 models serve
standby and prime power generators in the 500 kVA class. These units
feature John Deere's PowerTech PSS configuration with series
turbocharging and full aftertreatment systems for emissions compliance.
Industrial Applications: OEMs integrate the 6136 into wood chippers,
rock crushers, and high-capacity hydraulic pump drives. West Diesel
Engineering has supplied the JD14 to ASA-LIFT for self-propelled
vegetable harvesters and to Agrometer for slurry handling systems.
Locomotive Applications: The 6136 engine is adopted in railway
maintenance-of-way equipment, including tampers, regulators, and rail
grinders, where the combination of high power density and compact
dimensions fits within rail vehicle envelope constraints.
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