Yanmar 2TR13 Specifications
| Engine Model: Yanmar 2TR13 |
| Engine Type: 4-stroke 2-cylinder naturally aspirated water-cooled diesel |
| Total Displacement: 37.35 cu.in (0.61 L) |
| Rated Engine Power: 13 Hp (9.6 kW) at 2800 rpm |
| Fuel System Type: Indirect injection |
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The Yanmar 2TR13 is a two-cylinder, vertical,
four-stroke water-cooled diesel engine produced by Yanmar, primarily
serving as the powerplant for the YM1300 and YM1300D compact utility
tractors manufactured between 1975 and 1980. This engine belongs to the
TR series, which predates the later GM and QM series, and is
distinguished by its heavy cast iron construction, indirect injection
combustion system, and seawater cooling capability for marine
applications. The Yanmar 2TR13 was engineered for durability in
demanding environments, including sailboats, utility craft, and
agricultural equipment.
The engine employs a pre-combustion chamber indirect injection system, a
design that provides smoother operation and reduced combustion noise
compared to direct injection engines of its era, though at the cost of
slightly higher fuel consumption. The 2-cylinder configuration delivers
the torque characteristics suited to small tractors and marine
auxiliaries, with a naturally aspirated induction system that eliminates
turbocharger complexity. The cooling system utilizes direct seawater
cooling in marine installations - drawing raw water from the surrounding
environment - while agricultural applications employ a conventional
liquid-cooled radiator system.
Power output is rated at 9.6 kW (13 hp) at 2,800 rpm for maximum
operation, with continuous output of 8.8 kW (12 hp) at 2,600 rpm. The
displacement of 0.612 L (37.35 cu.in) is achieved through a 75.0 mm bore
and 69.5 mm stroke. The engine features a 12V electric starting system
with a manual hand-crank backup, a feature valued in marine and remote
agricultural applications where battery failure could leave the operator
stranded. The forced lubrication system employs a trochoid pump, and the
dry weight with transmission is 145 kg (320 lbs), reflecting the robust
cast iron construction.
The Yanmar 2TR13 operates on a four-stroke diesel cycle with compression
ignition. The engine utilizes a vertical inline two-cylinder
configuration with pre-combustion chamber indirect injection.
Engine Type: Inline-2, vertical, water-cooled, 4-stroke, naturally
aspirated diesel
Displacement: 612 cc (37.35 cu.in)
Bore: 75.0 mm (2.95 in)
Stroke: 69.5 mm (2.74 in)
Compression Ratio: 23.0 : 1
Firing Order: 1-2
Idle Speed: 600 - 650 rpm, mechanically governed
Maximum Engine Speed: 2,800 rpm governed
Maximum Output: kW (13 hp) @ 2,800 rpm
Continuous Output: 8.8 kW (12 hp) @ 2,600 rpm
Torque: 39.2 Nm (28.9 lb-ft) @ 2,200 rpm
Fuel System: Pre-combustion chamber indirect injection
Injection Pressure: 15.7 MPa (160 kg/cm2 / 2,275 psi)
Aspiration: Naturally aspirated
Starting System: Electric start (12V) with manual hand-crank backup
Alternator: 12V - 15A or 35A depending on production year and market
The cylinder block is constructed from high-strength cast iron with a
deep-skirt design that extends below the crankshaft centerline. This
heavy-duty construction provides the structural rigidity required for
sustained operation at rated power and contributes to the engine’s
reputation for longevity in continuous-duty applications. The block
incorporates individual cylinder bores with cast-in-place liners that
form an integral part of the casting.
The water jackets surrounding the cylinder bores are configured to
provide uniform cooling around the combustion chambers. In marine
applications, the cooling circuit is designed for direct seawater flow;
in agricultural applications, a conventional coolant mixture is
circulated through a radiator.
Main bearing caps are manufactured from cast iron and are secured with
two bolts each. The main bearing structure incorporates reinforcing ribs
extending from the main bearing bulkheads to the lower crankcase area.
Crankshaft: Forged steel with three main bearings (two ends and center),
fully counter-weighted. The crankshaft features induction-hardened
bearing surfaces. Connecting Rods: Forged steel with machined mating
surfaces.
Piston Material: Cast aluminum alloy with anodized ring grooves. Pistons
are designed for the thermal demands of indirect injection combustion.
Piston Cooling: Oil splash from the connecting rod bearings provides
piston cooling; no dedicated oil jets are present in this naturally
aspirated configuration.
The cylinder head is a single-piece cast iron construction spanning both
cylinders, chosen for its thermal stability and durability in
continuous-operation applications. The valve train operates two valves
per cylinder (total 4 valves) arranged in an overhead valve
configuration with pushrods and rocker arms actuated by a camshaft
located in the cylinder block.
Valvetrain: Overhead valve (OHV) with pushrods and rocker arms,
operating 2 valves per cylinder (intake and exhaust), totaling 4 valves.
The camshaft is located in the cylinder block and driven by gears from
the crankshaft.
Intake Valve Diameter: 32.0 mm (1.26 in).
Exhaust Valve Diameter: 29.0 mm (1.14 in).
Valve Clearance (cold): 0.20 mm (0.008 in) for both intake and exhaust.
Valve Seat Material: High-strength sintered alloy with
induction-hardened contact surfaces.
Valve Spring Material: High-tensile steel with conventional cylindrical
design.
Camshaft Drive: Gear-driven system with steel timing gears. The
crankshaft gear drives the camshaft gear directly, providing
maintenance-free operation for the engine’s service life.
The fuel system is a mechanical indirect injection system utilizing a
pre-combustion chamber design. Fuel is injected into a swirl-type
pre-chamber where partial combustion occurs before the burning mixture
expands into the main combustion chamber, providing smoother operation
and reduced combustion noise.
Injection Pump: Mechanical inline plunger-type pump driven by the
engine’s gear train, with individual pumping elements for each cylinder.
Fuel Injectors: Mechanical inward-opening nozzle-type injectors with a
single orifice, mounted in the cylinder head and directed into the
pre-combustion chamber.
Injection Pressure: 15.7 MPa (160 kg/cm2 / 2,275 psi).
Fuel Filter: Spin-on type or cartridge type depending on production
year, with integral water separator.
Fuel Requirement: Diesel fuel meeting grade No. 2-D (ASTM D975) or
equivalent.
The lubrication system is a forced-feed, fully pressurized wet-sump
design with a trochoid-type oil pump. This pump design provides
consistent oil flow across the operating speed range with fewer moving
parts compared to gear-type pumps.
Oil Pump Type: Trochoid internal gear pump driven by the camshaft gear
train.
Recommended Oil Viscosity: 10W-30 or 15W-40 heavy-duty diesel engine oil
meeting API CC, CD, or CE specifications.
Oil Capacity (total system): 2.8 L (3.0 qt).
Oil Filter Type: Spin-on full-flow filter with integral bypass valve.
Crankcase Ventilation: Open-type system with breather tube.
The cooling system configuration varies by application. Marine versions
utilize direct seawater cooling, drawing raw water from the surrounding
environment through a seawater pump and discharging it after passing
through the engine heat exchanger. Agricultural versions employ a
conventional radiator-based liquid cooling system.
Water Pump Type: Centrifugal with mechanical seal, driven by the
engine’s accessory drive or gear train.
Coolant Type (agricultural applications): Ethylene-glycol based
antifreeze with rust inhibitors.
Cooling Medium (marine applications): Direct raw seawater with
appropriate corrosion protection.
Thermostat: Wax-type thermostat with opening temperature of 71 - 77 °C
(160 - 170 °F) for marine applications; 82 °C (180 °F) for agricultural
applications.
Heat Exchanger (marine applications): Copper-nickel tube stack for
seawater-to-freshwater heat exchange with zinc anodes for corrosion
protection.
Timing Drive: Gear-driven system with steel timing gears. The crankshaft
gear drives the camshaft gear and the injection pump gear directly. This
system requires no maintenance and provides precise timing throughout
the engine’s service life.
Accessory Drive: Belt-driven system for water pump and alternator;
hand-crank starting mechanism engages directly with the crankshaft
pulley.
Starting System: 12V electric starter motor with solenoid engagement,
supplemented by a manual hand-crank starting mechanism for emergency
use. The hand-crank engages with the front of the crankshaft through a
ratcheting mechanism.
Governor: Mechanical centrifugal governor integrated with the injection
pump, providing speed regulation under varying loads.
Exhaust System: Cast iron exhaust manifold with 40 mm (1.57 in) outlet
diameter. The exhaust system incorporates a dry stack or wet exhaust
depending on application - wet exhaust is used in marine installations
to cool exhaust gases and reduce noise.
Overall Length: 685 mm (27.0 in)
Overall Width: 440 mm (17.3 in)
Overall Height: 525 mm (20.7 in)
Dry Weight (with transmission): 145 kg (320 lbs)
Dry Weight (engine only, without transmission): 120 kg (265 lbs)
Engine Oil and Filter Change: 100 hours or 6 months for normal-duty
operation; 50 hours for severe service including dusty environments or
heavy loads. Valve Clearance Inspection: 250 hours. Specification cold:
0.20 mm (0.008 in) for both intake and exhaust valves. Fuel Filter
Replacement: 200 hours or 12 months. Water separator draining at 50
hours or when water-in-fuel is indicated.
Injection Pump Oil Level Check: Every 50 hours (where separate oil sump
is provided). Use same grade as engine oil. Engine Air Filter Element:
Clean every 50 hours; replace every 200 hours or when visibly damaged.
More frequent service required in dusty environments. Cooling System
(agricultural): Coolant replacement every 1,000 hours or 2 years.
Inspection of hoses and belt at 250 hours.
Heat Exchanger Zinc Anodes (marine): Inspection and replacement every
250 hours or 6 months, depending on water salinity. RAW Water Pump
Impeller (marine): Inspection every 250 hours; replacement every 500
hours or 12 months. Hand-Crank Mechanism: Lubricate ratchet mechanism
every 500 hours.
Cylinder Head Nuts (Cast Iron Head), Step 1: 40 Nm (30 lb-ft)
Cylinder Head Nuts (Cast Iron Head), Step 2: 60 Nm (44 lb-ft)
Cylinder Head Nuts (Cast Iron Head), Step 3: 80 Nm (59 lb-ft)
Connecting Rod Cap Nuts: 45 Nm (33 lb-ft)
Main Bearing Cap Bolts: 70 Nm (52 lb-ft)
Flywheel Bolts: 100 Nm (74 lb-ft)
Crankshaft Pulley Nut: 150 Nm (111 lb-ft)
Injection Pump Mounting Nuts: 25 Nm (18 lb-ft)
Injection Nozzle Hold-Down Nuts: 50 Nm (37 lb-ft)
Rocker Arm Shaft Brackets: 35 Nm (26 lb-ft)
Valve Cover Nuts: 10 Nm (7 lb-ft)
Intake Manifold Nuts: 25 Nm (18 lb-ft)
Exhaust Manifold Nuts: 30 Nm (22 lb-ft)
Water Pump Mounting Bolts: 25 Nm (18 lb-ft)
Starter Motor Mounting Bolts: 40 Nm (30 lb-ft)
Alternator Mounting Bolts: 30 Nm (22 lb-ft)
Engine Mount Brackets to Block: 50 Nm (37 lb-ft)
The 2TR13 engine was primarily utilized in Yanmar’s compact tractor
lineup from 1975 through 1980, with additional applications in marine
and industrial equipment.
Yanmar YM1300 (1975 - 1980): The YM1300 compact utility tractor received
the 2TR13 as its standard engine. This 2WD tractor was offered with a
6-speed gear transmission (6 forward, 2 reverse) and featured an open
operator station. The YM1300 was marketed for small-scale agricultural
operations, landscaping, and estate maintenance.
Yanmar YM1300D (1975 - 1980): The YM1300D variant featured 4-wheel drive
(4WD) with the same 2TR13 engine. The additional driven front axle
provided improved traction for operation on soft ground, slopes, and in
wet conditions.
Yanmar YM155 (1976 - 1979): The YM155 sub-compact utility tractor
utilized the 2TR13A variant of this engine, producing 15 hp at 2,700 rpm
with a square bore and stroke configuration of 75.0 mm x 75.0 mm. This
variant featured a higher compression ratio of 23.0:1.
Marine Auxiliary Applications: The 2TR13 was installed as an auxiliary
power unit in sailboats and small fishing vessels, where the engine’s
compact dimensions, hand-crank backup starting system, and direct
seawater cooling capability were valued. Marine versions included a heat
exchanger, zinc anodes, and a wet exhaust system.
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