Mitsubishi D04EG-T Specifications
| Engine Model: Mitsubishi D04EG-T |
| Engine Type: 4-cycle inline 4-cylinder turbocharged liquid-cooled diesel |
| Total Displacement: 203.3 cu.in (3.33 L) |
| Rated Engine Power: 99 Hp (74 kW) at 2200 rpm |
| Fuel System Type: Common rail fuel injection |
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The Mitsubishi D04EG-T is a modern,
electronically controlled diesel engine engineered to meet stringent
global emission standards without compromising operational performance.
Designed for construction and industrial machinery, this 3.331-liter
powerplant integrates advanced after-treatment technologies directly
into its architecture. The engine employs a high-pressure common rail
fuel system, exhaust gas recirculation (EGR), and a diesel particulate
filter (DPF) to achieve regulatory compliance.
Its design objectives emphasize a significant improvement in fuel
efficiency - approximately twelve percent better than prior Tier 3
equivalent models - alongside maintained power density and dependable
torque delivery. The engine’s construction prioritizes durability in
harsh environments, featuring a robust cast iron crankcase and a
comprehensive electronic management system that oversees combustion and
after-treatment regeneration cycles.
Manufacturer: Mitsubishi Heavy Industries Engine and Turbocharger, Ltd.
(MHIET).
Engine Model: D04EG-T.
Engine Type: 4-cycle, water-cooled, vertical inline, direct injection
diesel.
Aspiration: Turbocharged with charge air cooler (T-CAC).
Emission Compliance: Conforms to US EPA Tier 4 Final, EU Stage IV, and
Japanese 2014 (Tier 4 Final) regulations.
Management System: Full-authority Electronic Engine Control Module
(ECM).
Number of Cylinders: 4.
Bore: 94 mm (3.701 in).
Stroke: 120 mm (4.724 in).
Displacement: 3.331 L (3331 cc) (203.3 cu in).
Compression Ratio: 16.0:1.
Firing Order: 1-3-4-2.
Rotation Direction: Counter-clockwise when viewed from the flywheel
side.
Maximum Gross Power Output: 74 kW (99 hp) at 2,000-2,250 rpm.
Maximum Gross Torque: 375 Nm (277 lb-ft) at 1,600 rpm.
Rated Speed Range: 2,000-2,250 rpm (application dependent).
Low Idle Speed: 800 ±50 rpm.
High Idle Speed: Set by ECM, application specific.
The foundation of the engine is a rigid, one-piece cast iron crankcase
(cylinder block). The block incorporates rigid webbing and ample bearing
cap support for reduced vibration and noise. Cylinder bores are
precision-machined directly into the block material, without separate
liners, providing effective heat transfer. The crankshaft is a forged
steel component with five main bearing journals, featuring
induction-hardened journals and fillets for enhanced fatigue resistance.
Connecting rods are forged steel, using a fracture-split design for the
big end caps ensuring precise bearing alignment and secure fit. Pistons
are aluminum alloy with a re-entrant type combustion bowl engineered for
optimal air-fuel mixing. A cooling gallery inside the piston crown is
fed by dedicated jet nozzles. The piston ring pack consists of two
chrome-plated compression rings and a two-piece, spring-expanded oil
control ring.
A single, compact cast iron cylinder head is utilized, secured with four
bolts per cylinder. It houses two intake and two exhaust valves per
cylinder, arranged in a crossflow design. Valve stems are fitted with
positive rotary caps to promote even wear and prevent carbon deposit
buildup. The valve train is driven by a single overhead camshaft (SOHC).
The camshaft is chain-driven from the crankshaft and operates the valves
via roller rocker arms. This roller follower design reduces friction
losses. Valve lash is adjusted by means of screw-type adjusters located
on the rocker arms. The camshaft also drives the unit injectors via an
integrated cam lobe and follower arrangement.
The engine utilizes an electronically controlled, high-pressure common
rail fuel system. The system comprises a high-pressure supply pump, a
common rail (fuel accumulator), electronic unit injectors, and the
Engine Control Module (ECM). The supply pump, driven by the engine
camshaft, generates the ultra-high fuel pressure stored in the common
rail. The ECM precisely controls the timing and duration of fuel
injection events at each unit injector.
This allows for multiple injection strategies - pilot, main, and post -
within a single combustion cycle to optimize power, reduce noise, and
manage emissions. The system operates at injection pressures exceeding
1800 bar (26,100 psi). Fuel filtration is critical and involves both a
primary water-separating filter and a secondary high-efficiency filter.
A forced-feed, full-flow wet sump lubrication system is employed. A
trochoid-type oil pump, driven from the crankshaft, draws oil through a
suction tube with a strainer. Pressurized oil flows through a full-flow,
spin-on cartridge oil filter. After filtration, oil is distributed to
the main oil gallery.
From there, it lubricates the crankshaft main and connecting rod
bearings, the camshaft bearings, the valve train, and the turbocharger.
Piston cooling jets spray oil onto the underside of each piston. The
recommended engine oil is API CJ-4 or ACEA E9 with low sulfated ash
content to protect the after-treatment system. Total oil capacity,
including the filter, is 10.5 liters (11.1 US qt).
The cooling system is a pressurized, forced-circulation type. A
centrifugal water pump, gear-driven from the crankshaft, circulates
coolant. System temperature is regulated by a wax-pellet thermostat. The
cooling circuit includes a shell-and-tube type charge air cooler (CAC)
integrated within the coolant flow to lower intake air temperature.
A coolant-condition sensor provides data to the ECM for fan control and
system monitoring. The coolant is a 50/50 mixture of ethylene-glycol
antifreeze and deionized water with extended life coolant (ELC)
additives. Cooling system capacity is 10.0 liters (10.6 US qt),
excluding machine-side radiator and piping.
| Intake and Exhaust Systems |
Intake System: Includes an air cleaner, mass airflow sensor,
turbocharger with wastegate actuator, intake manifold, and a
coolant-cooled charge air cooler (C-CAC).
Exhaust and Emission Control System: A core component suite enabling
Tier 4 Final compliance. It consists of an Exhaust Gas Recirculation
(EGR) system with an EGR cooler and valve, a Diesel Oxidation Catalyst
(DOC), and a catalyzed Diesel Particulate Filter (DPF). The ECM manages
active and passive DPF regeneration cycles to burn accumulated soot.
Electrical System: Available in 12V or 24V configurations. The 12V
system uses a 2.0 kW starter motor, while the 24V system uses a 3.2 kW
starter. The alternator output is application-specific. A comprehensive
sensor network (crankshaft position, camshaft position, coolant
temperature, boost pressure, DPF differential pressure, etc.) feeds data
to the ECM.
Length (Front Face to Flywheel Housing): 695 mm (27.36 in).
Width (Overall, at widest point): 635 mm (25.00 in).
Height (Overall, from sump to valve cover): 765 mm (30.12 in).
Dry Weight (without DPF module): 360 kg (794 lb).
Engine Oil Change: Every 500 operating hours.
Oil Filter Replacement: Every 500 operating hours.
Fuel Primary Filter/Water Separator: Drain water daily; replace element
every 500 hours.
Fuel Secondary Filter Replacement: Every 500 operating hours.
Air Cleaner Element: Service based on restriction indicator; inspect
every 250 hours.
Valve Clearance Adjustment: Check and adjust every 1,000 operating
hours.
Coolant Replacement: Every 3,000 operating hours or 3 years (using ELC).
DPF Ash Service: Inspect/clean every 4,500 operating hours (subject to
fuel and oil consumption).
EGR Cooler Inspection: Check for clogging every 2,000 operating hours.
Cylinder Head Bolts: Tighten in the specified three-step sequence: First
pass 60 Nm (44 lb-ft), second pass 100 Nm (74 lb-ft), final pass tighten
an additional 90-degree angle.
Main Bearing Cap Bolts: 108 Nm (80 lb-ft) plus a 60-degree additional
turn.
Connecting Rod Cap Bolts: 68 Nm (50 lb-ft) plus a 90-degree additional
turn.
Flywheel to Crankshaft Bolts: 123 Nm (91 lb-ft).
Fuel Injector Hold-Down Clamp Bolt: 25 Nm (18 lb-ft).
Oil Pan Drain Plug: 44 Nm (32 lb-ft).
Oil Filter Cartridge: 18 Nm (13 lb-ft) after gasket contact.
Glow Plugs: 15 Nm (11 lb-ft).
The D04EG-T engine is designed for compact to medium industrial and
construction machinery where Tier 4 Final emissions compliance is
mandatory. Common applications include: Komatsu PC138US-11, PC170LC-11,
and PC178US-11 excavators. Various Takeuchi compact track loaders and
excavators.
Terex Fuchs material handlers. Benford and Terex site dumpers. Multiquip
and Wacker Neuson mobile generators and light towers. Other allied
equipment such as sweepers, crushers, and pumps from various original
equipment manufacturers.
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