Mitsubishi 6D16 Specifications
| Engine Model: Mitsubishi 6D16 |
| Engine Type: 4-cycle inline 6-cylinder liquid-cooled diesel |
| Total Displacement: 460 cu.in (7.55 L) |
| Rated Engine Power: 160-170 Hp (118-125 kW) at 2800 rpm |
| Fuel System Type: Direct injection |
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The Mitsubishi 6D16 is a 7.5-liter, inline
six-cylinder diesel engine produced by Mitsubishi Fuso. This powerplant
represents one of Mitsubishi’s most successful mid-range diesel designs,
serving as a cornerstone for FM and FK series trucks, Kato and Kobelco
excavators, and various generator sets. The 6D16 family includes
naturally aspirated (6D16), turbocharged (6D16-T), and
turbocharged-aftercooled variants, with direct injection combustion as
standard.
Production spanned from the mid-1980s well into the 2000s, with the
engine receiving continuous updates to meet evolving emission standards.
The Mitsubishi 6D16 earned a reputation for exceptional durability,
often exceeding 500,000 km of service life in truck applications before
requiring major overhaul. Its robust cast iron construction, reinforced
crankshaft, and wet-type cylinder liners contribute to its ability to
withstand continuous heavy loads in construction, marine, and industrial
environments. The engine remains widely available in the aftermarket,
with extensive parts support across global markets.
The Mitsubishi 6D16 is a four-cycle, water-cooled, inline six-cylinder
diesel engine with direct injection. The cylinder bore measures 118.0 mm
(4.65 in), while the piston stroke extends to 115.0 mm (4.53 in),
creating an oversquare configuration that favors power output at higher
engine speeds. Total displacement is 7,545 cc (7.545 L / 460 cu.in). The
compression ratio for naturally aspirated versions is 18.0:1, while
turbocharged variants operate at reduced compression ratios to
accommodate forced induction. The firing order is 1-5-3-6-2-4, a
standard sequence for inline-six diesel engines.
Maximum power output for the naturally aspirated 6D16 ranges from 160 to
170 hp (118-125 kW) at 2,800 rpm. Turbocharged versions (6D16-T) produce
190 to 220 hp (142-164 kW) at 2,800 rpm. Peak torque for naturally
aspirated versions reaches 450-470 Nm (332-347 lb-ft) at 1,400 rpm.
Turbocharged variants generate up to 650 Nm (479 lb-ft) of torque. Low
idle speed is set to 650-700 rpm, with governed high idle of 2,900 rpm.
Compression pressure at cranking speed (200 rpm) is 30 kg/cm2 (427 psi).
The cylinder block is constructed from cast iron with deep-skirted side
walls extending below the crankshaft centerline. The block utilizes
replaceable wet-type cylinder liners, a design feature that permits
economical overhaul without removing the engine from the chassis. Each
sleeve is precision-machined with a flange at the upper deck for proper
seating against the cylinder head gasket.
Liner protrusion above the block deck is set to 0.05-0.10 mm
(0.002-0.004 in). The block incorporates seven main bearing bulkheads,
each reinforced with vertical ribs connecting to the side walls. Main
bearing bore alignment is held to a tolerance of 0.03 mm (0.0012 in).
An oil gallery is drilled along the right side of the block to supply
pressurized oil to all seven main bearings and the camshaft bearings.
The water jacket surrounds the cylinders to a depth of 120 mm (4.72 in).
Freeze plugs are pressed into the block at six locations, three per
side. The engine number is stamped on a machined pad on the right side
of the block, forward of the injection pump mounting surface.
The cylinder head is manufactured from cast iron, a material selected
for its thermal stability and resistance to warpage under high cylinder
pressures. The head employs an overhead valve (OHV) configuration with
two valves per cylinder, for a total of twelve valves. The valvetrain is
actuated by a camshaft located within the cylinder block, driving
pushrods and rocker arms.
The intake valve head diameter measures 45.0 mm (1.77 in), while the
exhaust valve diameter is 40.0 mm (1.57 in). Valve stems are 9.0 mm
(0.354 in) in diameter and are chrome-plated for wear resistance. The
cylinder head features pressed-in replaceable valve guides. Valve seat
inserts are induction-hardened for intake ports and made of Stellite
alloy for exhaust ports.
Valve lash is adjusted with the engine cold using a feeler gauge between
the rocker arm and valve stem. Both intake and exhaust valve clearances
are set to 0.40 mm (0.016 in). The cylinder head gasket is a multi-layer
steel (MLS) design introduced on later production engines, replacing
earlier composite gaskets. Twenty-two cylinder head bolts retain the
head to the block, arranged in three rows. The cylinder head assembly
weight is 68-91 kg (150-200 lb).
The fuel system employs direct injection with a Bosch-type in-line
mechanical injection pump mounted to the right side of the engine block.
The injection pump is gear-driven from the camshaft and incorporates a
mechanical flyweight governor to maintain engine speed under varying
loads. Injection pressures range from 180 to 220 bar (2,610 to 3,190
psi) depending on engine speed and pump calibration.
Each cylinder is served by an individual injection line connecting the
pump to a throttle-type nozzle holder assembly. The injectors feature
multi-hole nozzles with an opening pressure set to 200 bar (2,900 psi)
for naturally aspirated engines and 220 bar (3,190 psi) for turbocharged
versions. A gear-type transfer pump, integrated into the injection pump
housing, draws fuel from the tank through a primary filter with a water
separator.
A secondary spin-on fuel filter of 5-micron rating is located between
the transfer pump and the injection pump. Static injection timing is set
to 13-16° before top dead center (BTDC), with the exact value stamped on
the engine nameplate. A hand primer pump on the secondary filter head
allows system priming after filter replacement.
The lubrication system is a fully pressurized, wet-sump design. A
gear-type oil pump, driven directly by the crankshaft, is mounted to the
rear main bearing cap. Oil pressure at rated engine speed (2,800 rpm) is
maintained between 40 and 70 psi (276 and 483 kPa). Total oil capacity
ranges from 12.0 to 14.0 L (12.7 to 14.8 U.S. qt) depending on the oil
pan configuration for the specific application.
A spin-on full-flow oil filter is mounted to the engine block on the
intake side. The system incorporates a bypass valve that opens at 25 psi
(172 kPa) differential pressure if the filter becomes restricted. A
water-to-oil heat exchanger, mounted to the engine block, maintains oil
temperature under sustained high-load operation.
The oil pan is constructed from stamped steel with a removable baffle
plate. A dipstick is located on the right side of the block. Recommended
oil viscosity is SAE 15W-40 meeting API CD or higher diesel rating. The
engine is equipped with piston cooling jets directed at the underside of
each piston crown, calibrated to deliver 2.0 L/min (0.53 gal/min) per
cylinder at rated speed.
The cooling system is a pressurized, liquid-cooled design with a
belt-driven centrifugal water pump. The pump circulates coolant through
the cylinder block, around the wet liners, upward into the cylinder
head, and through the radiator. Coolant capacity for the engine alone,
without the radiator, is 11.0 L (11.6 U.S. qt). A wax-pellet thermostat,
rated at 82°C (180°F), controls coolant flow to the radiator.
A bypass circuit allows coolant circulation inside the engine when the
thermostat is closed. The radiator cap pressurizes the system to 108 kPa
(15.7 psi). A belt-driven fan with a viscous clutch is mounted to the
water pump hub. The water pump shaft is sealed with a ceramic-carbon
seal. Coolant recommendations call for a 50/50 mixture of ethylene
glycol antifreeze and distilled water.
| Intake and Exhaust Systems |
Air Intake System: The air intake system is naturally aspirated on base
6D16 engines. Turbocharged variants (6D16-T) incorporate a
fixed-geometry turbocharger manufactured by Mitsubishi or IHI. Boost
pressure ranges from 10 to 15 psi (69 to 103 kPa) depending on load.
Versions equipped with an intercooler (6D16-1A, 6D16-T2) use an
air-to-air charge cooler mounted in front of the radiator. The air
cleaner is a two-stage dry-type Donaldson unit with a restriction
indicator.
Exhaust System: The exhaust manifold is a single-piece, cast iron
log-type design merging the six cylinders into a single outlet at the
rear of the engine. The turbocharger mounting flange is located at the
manifold outlet on turbocharged versions. An exhaust pyrometer (EGT)
probe is installed in the manifold on most industrial applications.
The electrical system operates at 12 volts or 24 volts depending on the
application. The starter motor is a gear-reduction type with a
solenoid-actuated pinion engaging the flywheel ring gear. Starter motor
power rating is 4.5 kW (6.0 hp) for 12-volt systems and 5.5 kW (7.4 hp)
for 24-volt systems. The alternator is a brushless, internally regulated
unit rated at 35-60 amperes depending on the variant. Glow plugs are
installed in each cylinder for cold start assistance.
The complete engine dry weight without transmission is 570 kg (1,256
lb). Overall engine length, measured from the front crankshaft pulley to
the flywheel housing mounting face, is 1,285 mm (50.6 in). Maximum
width, measured across the injection pump and exhaust manifold, is 710
mm (28.0 in). Height, from the oil pan rail to the top of the rocker arm
cover, is 980 mm (38.6 in). The crankshaft flange height (centerline
above the oil pan rail) is 260 mm (10.2 in). The flywheel housing
conforms to SAE No. 1 dimensions with a bolt circle of 12.75 in (324
mm).
Engine oil and oil filter change intervals are recommended every 250
operating hours or 10,000 km (6,000 mi) under normal conditions. The
fuel filter is replaced every 500 hours or 20,000 km (12,000 mi). The
air cleaner element is replaced when the restriction indicator reaches
6.2 kPa of vacuum.
Valve lash inspection and adjustment at 0.40 mm (0.016 in) for both
intake and exhaust are performed every 500 hours. Coolant replacement is
required every 2,000 hours or 24 months. Injection timing is checked
every 1,000 hours. Injector service is required every 1,500 hours,
comprising nozzle replacement and pressure calibration.
The water pump is inspected at timing belt replacement intervals.
Crankshaft damper inspection occurs every 3,000 hours. The service limit
for cylinder liner bore wear is 0.15 mm (0.006 in) oversize before
replacement. Piston ring end gap for new rings is 0.35-0.50 mm
(0.014-0.020 in) for compression rings and 0.30-0.45 mm (0.012-0.018 in)
for oil rings.
Cylinder Head Bolts: 172 Nm (127 lb-ft)
Main Bearing Cap Bolts: 152 Nm (112 lb-ft)
Connecting Rod Cap Nuts: 118 Nm (87 lb-ft)
Flywheel Bolts: 186 Nm (137 lb-ft)
Camshaft Bearing Cap Bolts: 40 Nm (30 lb-ft)
Rocker Arm Shaft Bolts: 35 Nm (26 lb-ft)
Intake Manifold Nuts: 40 Nm (30 lb-ft)
Exhaust Manifold Nuts: 50 Nm (37 lb-ft)
Injector Clamp Bolts: 30 Nm (22 lb-ft)
Glow Plugs: 20 Nm (15 lb-ft)
Oil Pan Bolts: 25 Nm (18 lb-ft)
Oil Pump Mounting Bolts: 40 Nm (30 lb-ft)
Water Pump Bolts: 30 Nm (22 lb-ft)
Starter Motor Bolts: 60 Nm (44 lb-ft)
Alternator Mounting Bolts: 35 Nm (26 lb-ft)
Turbocharger Mounting Nuts (6D16-T): 50 Nm (37 lb-ft)
Crankshaft Pulley Bolt: 450 Nm (332 lb-ft)
The Mitsubishi 6D16 engine was utilized across multiple platform types.
Mitsubishi Fuso FM/FK Series Trucks: Standard engine for medium-duty
commercial trucks, including Canter and Fighter models.
Kobelco Excavators: Powerplant for SK290LC-6E, SK330LC-6E, SK330-6, and
SK250-6 models.
Kato Excavators: Installed in HD1023, HD1430III, and HD1435LC units.
Dump Trucks: Used in articulated dump trucks for mining and quarry
operations.
Generator Sets: 80-200 kVA standby and prime power generators.
Marine Applications: Marine propulsion units and auxiliary generator
sets.
Agricultural Machinery: Large tractors and combine harvesters.
Industrial Power Units: Stationary pumps, compressors, and conveyor
systems.
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