Yanmar 4LV150 Specifications
| Engine Model: Yanmar 4LV150 |
| Engine Type: 4-stroke inline 4-cylinder turbocharged water-cooled diesel |
| Total Displacement: 168 cu.in (2.75 L) |
| Rated Engine Power: 150 Hp (110 kW) at 3500 rpm |
| Fuel System Type: Common rail direct injection |
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The Yanmar 4LV150 is a next-generation,
4-stroke, vertical water-cooled marine diesel engine introduced in 2017
as part of the 4LV series. Developed to succeed the 4LH and 4BY series,
this powerplant utilizes advanced Denso common rail fuel injection
technology to deliver higher torque, improved acceleration, and
significantly reduced noise and vibration levels. The Yanmar 4LV150 is
designed for a wide range of marine applications, from planing
powerboats to larger cruising yachts.
The Yanmar 4LV150 is an inline four-cylinder diesel engine with
turbocharging and intercooling. The common rail fuel system enables
precise multiple-injection events per combustion cycle, optimizing
combustion efficiency, reducing emissions, and providing a smoother
operating characteristic. The engine incorporates a freshwater cooling
system with a heat exchanger, isolating the engine block from raw
seawater.
A high-output 12V-130A alternator supports vessel electrical systems.
The 4LV150 meets stringent emissions regulations, including US EPA Tier
3 and EU RCD Stage 2, and features direct connectivity to NMEA 2000 and
J1939 CAN-bus networks for seamless integration with vessel displays and
control systems.
The Yanmar 4LV150 is a water-cooled, four-stroke, turbocharged diesel
engine configured for marine propulsion applications. Its design
emphasizes high power density, low emissions, quiet operation, and
electronic control integration.
Engine Type: Vertical inline-4, 4-cycle, water-cooled, turbocharged
diesel
Displacement: 2.755 liters (168 cu.in)
Bore and Stroke: 92.0 mm (3.6 in) x 103.6 mm (4.1 in)
Combustion System: Direct injection, Denso common rail system
Aspiration: Turbocharged with intercooler
Rated Output: 110 kW (150 hp) at 3,500 rpm
Idle Speed: 700 ± 50 rpm
Maximum Engine Speed: 3,800 rpm (governor limited)
The cylinder block is constructed from cast iron, a material selected
for its exceptional rigidity, vibration-damping properties, and ability
to withstand elevated cylinder pressures generated by common rail diesel
combustion. The inline four-cylinder configuration provides inherent
primary and secondary balance compared to three-cylinder designs,
contributing to reduced vibration levels.
The long-stroke architecture with a bore of 92.0 mm (3.6 in) and stroke
of 103.6 mm (4.1 in) emphasizes low-end torque generation, a critical
characteristic for marine propulsion where rapid acceleration and
sustained load handling are required. The closed-deck design provides
robust support for the cylinder head gasket and minimizes bore
distortion under high thermal and mechanical loads.
Cast-in-place cylinder bores are machined directly into the iron
casting. The block incorporates five main bearing webs with two-bolt or
four-bolt main bearing caps. The crankshaft is supported by five
bearings and is constructed from forged steel to withstand the high
torque output of the engine.
Block Material: Cast iron
Bore Diameter (finished): 92.0 mm (3.6 in)
Cylinder Bore Deformation Limit: 0.05 mm (0.0020 in)
The cylinder head is manufactured from aluminum alloy, a selection that
reduces overall engine mass and improves heat dissipation from the
combustion chambers. The DOHC valvetrain actuates sixteen valves - four
valves per cylinder - through a system of roller finger followers and
hydraulic lash adjusters. The hydraulic lash adjusters automatically
maintain zero valve clearance throughout the engine's service life,
eliminating manual valve adjustments.
The camshafts are driven by a roller chain from the crankshaft, with an
automatic hydraulic tensioner maintaining chain tension. The Denso
common rail injectors are mounted centrally in the cylinder head,
positioned to deliver fuel directly into the combustion chamber. The
four-valve configuration improves volumetric efficiency, allowing
greater airflow into the combustion chamber and more efficient
evacuation of exhaust gases compared to two-valve designs. The engine is
of interference design.
Head Material: Aluminum alloy.
Valve Configuration: DOHC, 4 valves per cylinder with roller finger
followers and hydraulic lash adjusters. Interference Design: Yes.
The 4LV150 employs a Denso common rail direct injection system, a
significant advancement over mechanical injection systems used in
earlier Yanmar marine diesels. A high-pressure fuel pump, driven by the
timing gear train, draws fuel from the tank and delivers it to a common
rail accumulator at pressures up to 200 MPa (29,000 psi). The rail
distributes pressurized fuel to four solenoid injectors controlled by
the engine control unit (ECU).
The common rail system enables multiple injection events per combustion
cycle, including pilot, main, and post injections. Pilot injection
reduces combustion noise by preheating the combustion chamber before the
main fuel charge. Main injection delivers the primary power-producing
fuel quantity. Post injection supports diesel particulate filter
regeneration. The electronic control system manages injection parameters
based on inputs from the crankshaft position sensor, camshaft position
sensor, coolant temperature sensor, intake air pressure sensor, rail
pressure sensor, and boost pressure sensor.
Injection Type: Denso common rail direct injection
Injection Pressure: 200 MPa (29,000 psi) maximum
Fuel Requirement: Diesel fuel meeting EN 590 or ASTM D975 specifications
Fuel Cutoff: 3,800 rpm
The lubrication system is a fully pressurized, wet-sump design utilizing
a gear-type oil pump. The oil pump draws lubricant from the oil pan
through a mesh strainer and circulates it through a full-flow,
replaceable oil filter and an integrated oil cooler before entering the
main oil gallery. From the gallery, pressurized oil is distributed to
the crankshaft main bearings, connecting rod bearings, camshaft
bearings, hydraulic lash adjusters, timing chain tensioner, and
turbocharger bearing housing.
A pressure relief valve integrated into the oil pump maintains system
pressure within operational limits. Piston cooling oil jets are
incorporated to direct a stream of oil toward the underside of each
piston crown, managing thermal loads associated with turbocharged diesel
operation.
Oil Type: SAE 5W-30 or 5W-40 (meeting API CJ-4, CK-4, or Yanmar
specifications)
Oil Capacity (with filter): 7.5-8.5 liters (7.9-9.0 US qt)
Oil Pressure (at 3,000 rpm): 350-450 kPa (50.8-65.3 psi)
Oil Pump Type: Gear-type
Oil Filter Type: Spin-on or cartridge-type, full-flow
The 4LV150 utilizes a freshwater (closed-loop) cooling system with a
heat exchanger. This design isolates the engine block and cylinder head
from raw seawater, preventing internal saltwater corrosion. A
centrifugal-type water pump, driven by the timing chain or accessory
belt, circulates freshwater coolant through the engine block, cylinder
head, turbocharger center housing, and a plate-type heat exchanger.
A second raw water pump, of the rubber impeller type, draws seawater
from the external environment and circulates it through the heat
exchanger to absorb heat from the freshwater circuit before discharging
overboard. A wax-pellet thermostat regulates freshwater flow to maintain
optimal operating temperature. An expansion tank allows for coolant
expansion and air separation. The freshwater cooling system enables the
engine to operate at a consistent temperature regardless of seawater
conditions.
Coolant Type: Ethylene-glycol based antifreeze with corrosion inhibitors
Coolant Capacity (freshwater side): 8.0-9.0 liters (8.5-9.5 US qt)
Thermostat Opening Temperature: 75-85 °C (167-185 °F)
Thermostat Full-Open Temperature: 95 °C (203 °F)
Heat Exchanger Type: Plate-type
Raw Water Pump Type: Rubber impeller
| Intake and Exhaust Systems |
Intake System: Composite plastic intake manifold with integrated charge
air cooler connections. The intake system incorporates an air cleaner
housing with a dry-type paper filter element.
Exhaust System: Cast iron or stainless steel exhaust manifold with
integrated turbocharger mounting flange. A water-injected exhaust elbow
mixes raw seawater with exhaust gases to cool the exhaust system and
reduce noise. Optional high-riser mixing elbows are available.
Turbocharger System: The engine is equipped with a fixed-geometry or
variable geometry turbocharger depending on the variant. Maximum boost
pressure ranges from 1.2 to 1.5 bar (17.4-21.8 psi). An air-to-water or
air-to-air intercooler reduces intake air temperature, increasing air
density and reducing thermal load.
Electrical System: 12V system with a Denso 12V-130A high-output
alternator. The alternator provides charging for vessel battery banks.
The starting system uses a 12V electric starter motor. An optional
secondary alternator (12V-130A or 24V-110A) with smart regulator is
available.
Control System: Yanmar electronic control system supporting VC10, VC20,
and VC30 Vessel Control Systems. The system provides direct connectivity
to NMEA 2000 and J1939 CAN-bus networks for plug-and-play integration
with multifunction bridge displays. Joystick options include JC20 for
inboard and JC10 for sterndrive configurations.
Dry Weight (without gearbox): 334 kg (736 lbs)
Overall Length: 1151 mm (45.3 in) (including KMH50A marine gear)
Overall Width: 755 mm (29.7 in)
Overall Height: 772 mm (30.4 in)
Oil Change Interval: 200 hours or annually under normal conditions.
Oil Change Interval: 100 hours under severe conditions.
Oil Filter Change: At every oil change.
Engine Coolant Replacement (freshwater side): 500 hours or 2 years.
Raw Water Pump Impeller Replacement: Annually or 200 hours.
Timing Chain Inspection: Inspect for noise at each service interval.
Fuel Filter Replacement: 200 hours or annually.
Air Filter Replacement: 200 hours or as indicated by inspection.
Heat Exchanger Anode Replacement: Annually or as indicated by anode
consumption.
Glow Plug Inspection: Check at each major service; replace as required.
Valve Clearance: Hydraulic lash adjusters; no adjustment required.
Idle Speed: Non-adjustable; controlled by ECU.
Drive Belt (Accessory) Inspection: Every 200 hours for tension,
cracking, and glazing.
Cylinder Head Bolts, 1st pass: 25-30 Nm (18-22 lb-ft).
Cylinder Head Bolts, 2nd pass: 50-55 Nm (37-41 lb-ft).
Main Bearing Cap Bolts: 45-50 Nm (33-37 lb-ft).
Connecting Rod Cap Bolts: 25-28 Nm (18-21 lb-ft).
Camshaft Bearing Cap Bolts: 18-22 Nm (13-16 lb-ft).
Intake Manifold Bolts: 18-22 Nm (13-16 lb-ft).
Exhaust Manifold Nuts: 23-28 Nm (17-21 lb-ft).
Turbocharger Mounting Nuts: 30-35 Nm (22-26 lb-ft).
Glow Plugs: 10-12 Nm (89-106 lb-in).
Oil Pan Bolts: 8-10 Nm (71-89 lb-in).
Water Pump Bolts: 18-22 Nm (13-16 lb-ft).
Timing Chain Tensioner Bolts: 18-22 Nm (13-16 lb-ft).
Crankshaft Pulley Bolt: 50 Nm (37 lb-ft).
Flywheel / Drive Plate Bolts: 45-50 Nm (33-37 lb-ft).
The Yanmar 4LV150 engine is utilized exclusively in marine applications
as primary propulsion for various vessel types.
Powerboats: Planing motor cruisers, center-console fishing boats, and
rigid inflatable boats (RIBs) up to approximately 35 feet in length.
Sailboats: Larger cruising yachts and catamarans up to 65 feet requiring
high-output auxiliary power.
Small Commercial Vessels: Patrol boats, workboats, and passenger vessels
requiring compact high-power-density diesel propulsion.
Sterndrive Configuration: Available with the ZT370 sterndrive for
planing hull applications.
Saildrive Configuration: Pairs with the SD150 saildrive system for
sailing yacht applications.
The 4LV150 is available as a bobtail (engine only) or with the ZT370
sterndrive. The engine meets US EPA Tier 3, EU RCD 2, BSO II, EMC, and
SOLAS/USCG certification standards. An HVO (Hydrotreated Vegetable Oil)
approved version is also available for operators seeking renewable fuel
options.
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