Cummins 6T-830 Specifications
| Engine Model: Cummins 6T-830 |
| Engine Type: 4-stroke in-line 6-cylinder turbocharged liquid-cooled diesel |
| Total Displacement: 505 cu.in (8.3 L) |
| Rated Engine Power: 145-280 Hp (108-209 kW) at 2400 rpm |
| Fuel System Type: Direct injection |
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The Cummins 6T-830 is a member of the renowned
Cummins B-Series engine family, a platform celebrated for its robust
construction, serviceability, and adaptability across diverse
applications. This 8.3-liter, in-line 6-cylinder diesel engine was
developed to deliver a combination of high power density and reliable
durability for medium-duty industrial, agricultural, marine, and
automotive equipment. The “6T” designation denotes a turbocharged
configuration, with further variants such as the 6CTA incorporating an
aftercooler (charge-air cooler) to enhance combustion efficiency and
power output.
Known for its parent-metal cylinder bore design and gear-driven
accessories, the 6T-830 platform became a benchmark for engines
requiring sustained operation under heavy loads. Its mechanical fuel
system, primarily the Bosch P7100 inline pump, ensures precise fueling
and field-serviceability, making it a preferred choice in applications
where electronic controls were either not desired or not practical. The
engine’s architecture emphasizes longevity, with a deep-skirt cylinder
block, replaceable wet-type cylinder liners, and a high-capacity
lubrication system designed to maintain oil pressure under the most
demanding operating conditions.
Engine Type: 4-cycle, In-line, 6-cylinder, direct-injection diesel.
Displacement: 8.3 L (505 cu.in).
Bore and Stroke: 114 mm x 135 mm (4.49 in x 5.32 in).
Aspiration: Turbocharged (6T) or Turbocharged/Aftercooled (6CTA/6CTAA).
Compression Ratio: Ranges from 16.4:1 to 18:1.
Firing Order: 1-5-3-6-2-4.
Rotation: Clockwise as viewed from the flywheel (standard
configuration).
Common power ratings range from 145 hp (108 kW) to 280 hp (209 kW) at
2200-2500 rpm.
Peak torque for a standard 260 hp industrial unit is 915 Nm (675 lb-ft)
at 1500 rpm.
Medium-duty marine ratings produce 250-300 hp (186-224 kW).
High-performance marine ratings achieve up to 430 hp (321 kW) at 2600
rpm.
Rated Speed: 2200 to 2500 rpm for most industrial and agricultural
applications.
Rated Speed: 2600 rpm for marine applications.
Governor: Mechanical, variable-speed, integrated within the fuel
injection pump.
The cylinder block is a high-strength, cast-iron alloy design utilizing
a deep-skirt configuration for increased rigidity and reduced noise,
vibration, and harshness. It features parent-metal bores fitted with
replaceable wet-type cylinder liners, which allow for service without a
complete engine teardown. The liners are induction-hardened to provide a
durable wear surface for the piston rings.
The block incorporates a gear train housing at the rear, driving the
camshaft, fuel pump, air compressor, and power steering pump (where
equipped). Seven main bearings support the forged steel crankshaft, with
the thrust bearing located at the number four main bearing position to
control crankshaft end play. The oil pan mounting rail is reinforced to
withstand the stresses of heavy-duty equipment mounting. Cast-in
passages in the block direct pressurized oil to the main bearings,
camshaft bearings, and piston cooling jets.
The cylinder head is a single, cast-iron unit designed for crossflow
induction, allowing cooler intake air to enter on one side and hot
exhaust gases to exit on the opposite side. This design enhances
volumetric efficiency and reduces thermal stress on the head. The head
is secured to the block using high-strength, torque-to-yield head bolts,
distributed in a symmetrical pattern to ensure uniform clamping force
across the six cylinders.
Valve Train: Overhead valve (OHV) configuration driven by a camshaft
located in the cylinder block. Pushrods, hydraulic roller lifters, and
rocker arms actuate the valves. The hydraulic lifters provide automatic
lash adjustment, eliminating the need for routine valve clearance
adjustments.
Intake Valve Diameter: 48 mm (1.89 in).
Exhaust Valve Diameter: 44 mm (1.73 in).
Valve Stem Diameter: 9.5 mm (0.375 in).
Valve Seats: Induction-hardened steel inserts for exhaust valves; intake
seats are machined directly into the cylinder head material. Each
cylinder utilizes two intake and two exhaust valves to optimize
breathing and reduce individual valve loading. The valve guides are
replaceable, facilitating service during major overhaul.
The fuel system is a mechanically governed, direct-injection design,
renowned for its reliability and field maintainability. The primary
component is a Bosch P7100 series in-line injection pump, which is
gear-driven from the camshaft gear train. This pump is a
constant-stroke, plunger-and-barrel design, with fuel delivery
controlled by a rack mechanism that rotates the plungers to vary the
effective injection stroke.
Injection Pump: Bosch P7100 (also known as the P-pump). It features a
separate, self-contained lubrication system filled with engine oil and a
mechanical, variable-speed governor. Injectors: Closed-nozzle,
multi-hole injectors with a pop pressure calibrated to approximately
27,580 kPa (4,000 psi). The injector opening pressure ensures precise
atomization for complete combustion.
Fuel Filter: A spin-on, two-stage fuel filter system (primary and
secondary) with a water separator is standard. The filter head is
equipped with a primer pump to facilitate bleeding air from the system
after filter changes. Fuel Transfer Pump: A gear-type pump mounted to
the injection pump body draws fuel from the tank and supplies it to the
injection pump at low pressure.
The lubrication system is a full-pressure, full-flow design utilizing a
gear-type positive displacement pump. The oil pump is mounted internally
to the front of the engine block and is driven directly by the
crankshaft gear. The system is engineered to maintain consistent oil
pressure across the engine speed range and under extreme operating
temperatures.
Oil Pump: Gear-type with a cast iron housing. Oil Cooler: A
water-cooled, plate-type oil cooler is mounted to the side of the
cylinder block, utilizing engine coolant to regulate oil temperature.
Oil Filter: A full-flow, spin-on type filter is standard, with a bypass
valve to allow oil flow if the filter becomes restricted.
Piston Cooling: Dedicated piston cooling jets (orifices) are installed
in the main oil gallery, directing a continuous spray of oil to the
underside of each piston crown to manage thermal loads, particularly in
turbocharged and aftercooled configurations.
Oil Pressure: 100 kPa (15 psi) at low idle; 275-415 kPa (40-60 psi) at
rated speed. Oil Capacity (with filter): 19-24 L (20-25 qt), depending
on the oil pan configuration and vehicle installation.
The cooling system is a pressurized, thermostatically controlled,
liquid-cooled system designed to maintain consistent operating
temperatures. Coolant circulation is driven by a belt-driven centrifugal
water pump mounted to the front of the engine. Water Pump: Centrifugal
type with a cast iron housing and a carbon-ceramic seal.
Thermostat: A single, wax-pellet thermostat controls coolant flow to the
radiator. The thermostat begins to open at 82°C (180°F) and is fully
open at 95°C (203°F). An optional 88°C (190°F) thermostat is used in
some applications.
Coolant Capacity (engine only): 12.3 L (3.25 gal). Total system capacity
varies based on radiator and hose volume. Coolant: Heavy-duty diesel
engine coolant meeting Cummins specifications, with a recommended
nitrite level for liner cavitation protection. System Pressure: The
radiator pressure cap is rated for 70-100 kPa (10-15 psi), raising the
boiling point of the coolant.
| Intake and Exhaust Systems |
Air Intake System: Air is drawn through a dry-type, replaceable-element
air cleaner before entering the turbocharger compressor housing. On
aftercooled (6CTA) models, compressed air passes through a charge-air
cooler (aftercooler) to reduce temperature and increase density before
entering the intake manifold. The intake manifold is a single-piece cast
iron component mounted to the cylinder head.
Exhaust System: The exhaust manifold is a single-piece, high-silicon
cast iron design engineered to withstand thermal cycling. The
turbocharger mounts directly to the exhaust manifold outlet. On marine
and high-output industrial models, a water-cooled exhaust manifold may
be used to reduce surface temperatures and compartment heat.
The engine is available with either a 12-volt or 24-volt negative ground
electrical architecture. Starter Motor: A gear-reduction starter with
high torque output. The solenoid is integral to the starter assembly.
Alternator: A belt-driven, internally regulated alternator with output
ranging from 65 amperes to 130 amperes, depending on the application
requirements.
Glow Plugs or Intake Heater: For cold starting, the engine is equipped
with an intake manifold grid heater (standard on most models) rather
than individual glow plugs. The grid heater preheats the intake air
before the engine is cranked.
Length: 1128 mm (44.4 in) measured from the front accessory drive to the
flywheel housing mounting face.
Width: 749 mm (29.5 in) measured at the widest point, typically at the
turbocharger or fuel pump.
Height: 1096 mm (43.2 in) measured from the bottom of the oil pan to the
top of the rocker lever cover.
Dry Weight (basic engine, no flywheel, no alternator): 617 kg (1360
lbs).
Dry Weight (fully dressed with flywheel, alternator, starter, and
turbocharger): 702 kg (1550 lbs).
Oil Change Interval: 250-500 hours (or 10,000-20,000 km/6,000-12,000
miles) depending on duty cycle and oil analysis results. Severe duty
applications require intervals at the lower end of the range. Oil Filter
Change: Concurrent with every oil change.
Fuel Filter Change: Every 500 hours or as indicated by engine
performance degradation or water-in-fuel sensor warning. Valve Lash
Adjustment: Not required due to the hydraulic roller lifter system.
Overhaul or service of the valve train requires resetting lifter
preload.
Air Filter Service: Replace or clean based on restriction gauge
indication, not on a fixed time interval. Coolant Maintenance: Check
coolant inhibitor concentration (DCA4 or equivalent) every 500 hours or
6 months. Full coolant replacement is recommended every 2000 hours or 2
years.
Cylinder Head Bolts, Step 1: 140 Nm (103 lb-ft)
Cylinder Head Bolts, Step 2: 80 Nm (59 lb-ft)
Connecting Rod Cap Bolts: 55 Nm (41 lb-ft)
Main Bearing Cap Bolts: 70 Nm (52 lb-ft)
Flywheel to Crankshaft: 210 Nm (155 lb-ft).
Flywheel Housing to Cylinder Block: 70 Nm (52 lb-ft).
Rocker Lever Support Bolts: 80 Nm (59 lb-ft).
Injector Hold-Down Clamp: 20 Nm (15 lb-ft).
Injection Pump Gear Nut: 115 Nm (85 lb-ft).
Crankshaft Damper (Vibration Damper) Bolts: 230 Nm (170 lb-ft).
The Cummins 6T-830 engine platform was widely adopted across a broad
spectrum of medium-duty equipment due to its balance of power,
durability, and serviceability.
Agricultural Tractors: Case IH Magnum and Maxxum series, New Holland TG
and Genesis series.
Construction Equipment: Cranes, excavators, wheel loaders, and
compaction equipment from manufacturers such as Komatsu, JCB, and
Ingersoll Rand.
Generator Sets: Prime and standby power units rated from 100 kW to 220
kW.
Material Handling: Large forklifts and reach stackers.
Medium-Duty Trucks: International 4700 and 4900 series, Ford F-800 and
L-8000 series.
School Buses and Transit Buses: Commonly used as a powerplant for
front-engine school bus chassis from manufacturers such as Blue Bird and
Thomas Built Buses.
Fire Apparatus: Pumpers and rescue trucks requiring a reliable,
mechanically governed engine.
Recreational Vessels: Cruisers and sportfishing yachts where a mid-range
diesel offers efficient cruise performance.
Commercial Workboats: Small towboats, tugboats, and fishing vessels
utilizing continuous-duty marine ratings.
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