John Deere 4239T Specifications
| Engine Model: John Deere 4239T |
| Engine Type: 4-stroke in-line 4-cylinder turbocharged liquid-cooled diesel |
| Total Displacement: 239 cu.in (3.9 L) |
| Rated Engine Power: 70-102 Hp (52-76 kW) at 1500-2500 rpm |
| Fuel System Type: Direct Injection |
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The John Deere 4239T is a 3.9-liter, 4-cylinder
turbocharged diesel engine belonging to the Series 300 family. This
engine represents a forced-induction evolution of the naturally
aspirated 4239D variant, engineered to deliver a substantial power
increase while retaining the same physical mounting dimensions. The
addition of a turbocharger provides a significant performance advantage
for heavy lifting and digging applications, offering higher torque at
lower engine speeds.
A defining feature of this engine family is the use of replaceable
wet-type cylinder liners, which enhance heat dissipation from the
combustion chamber to the coolant and permit in-frame overhaul
capabilities. The 4239T gained widespread acceptance in construction
equipment, particularly in backhoe loaders, crawlers, and industrial
power units, where its combination of mechanical simplicity, torque rise
characteristics, and durability proved advantageous for severe-duty
cycles.
Engine Type: Inline, 4-cycle, turbocharged diesel
Number of Cylinders: 4
Displacement: 3.9 L (239 cu.in)
Bore x Stroke: 106.5 mm x 110 mm (4.19 in x 4.33 in)
Aspiration: Turbocharged (no aftercooler)
Compression Ratio: 16.2:1
Firing Order: 1-3-4-2
Rated Power (Industrial): 90 to 102 hp (67 to 76 kW) at 2500 rpm
Rated Power (Generator, 60 Hz): 84 hp (63 kW) at 1800 rpm
Rated Power (Generator, 50 Hz): 70 hp (52 kW) at 1500 rpm
Peak Torque: 332 Nm (245 lb-ft) at 1500 rpm
Torque Rise: 18 to 22 percent
Low Idle Speed: 750 to 850 rpm (industrial); 1000 rpm (generator)
Rotation (from flywheel end): Counter-clockwise
The cylinder block is manufactured from high-grade cast iron, utilizing
a deep-skirt design for structural rigidity under turbocharged cylinder
pressures. The block accepts four individual replaceable wet-type
cylinder liners. These liners are centrifugally cast from a special
alloyed iron and are replaceable without removing the engine from the
equipment frame. The wet liner design permits direct contact between the
coolant and the outer liner wall, providing superior heat transfer away
from the combustion zone.
The water jacket encircles the full length of each liner. The block
incorporates a side-mounted oil cooler housing and features seven main
bearing bulkheads for crankshaft support. A rear gear train housing is
cast integrally with the block, driving the camshaft, injection pump,
and accessory equipment. The oil pan rail is reinforced with ribs to
reduce vibration in high-torque applications.
The cylinder head is a single-piece cast iron unit, heat-treated to
relieve residual casting stresses. The valve arrangement uses two valves
per cylinder, one intake and one exhaust, arranged in a parallel
configuration. Intake valves measure 44.5 mm (1.75 in) in head diameter,
while exhaust valves measure 38.1 mm (1.50 in) in head diameter. Both
valves are equipped with hardened Stellite-faced tips and chrome-plated
stems for wear resistance. The valve train operates via pushrods and
rocker arms, actuated by a camshaft located in the cylinder block.
Valve rotation is induced through positive rotators on the exhaust
valves and spring-loaded rotators on the intake valves. The cross-flow
cylinder head design positions intake ports on the left side and exhaust
ports on the right side when viewed from the flywheel end. The cylinder
head gasket is a solid copper-faced composition material, designed to
withstand the increased thermal and mechanical loads of turbocharged
operation.
The fuel system is a mechanical injection system using a rotary
distributor-type pump. The injection pump is a Stanadyne (formerly Roosa
Master) DB2 or DB4 series, mounted to the rear gear train housing and
driven directly by the camshaft gear. The pump incorporates a mechanical
governor that provides both idle and rated speed control, with an
integral torque rise characteristic engineered to match the engine's
load response.
A manual fuel shut-off lever or an electric solenoid, depending on
application, stops the engine. Injection nozzles are of the pintle type,
with an opening pressure set to 19.0 to 20.6 MPa (2750 to 3000 psi).
Nozzle holders are serviced individually. The fuel transfer pump is a
diaphragm-type mounted to the injection pump body. A secondary fuel
filter, either spin-on or cartridge type, with a 10-micron rating, is
positioned between the transfer pump and the injection pump. The system
operates without electronic controls, rendering it serviceable in remote
field conditions.
The lubrication system is a forced-feed, full-flow pressurized system
using a gear-type oil pump. The oil pump is mounted externally on the
timing gear cover and driven by the crankshaft gear. Oil is drawn from a
stamped steel oil pan through a wire mesh suction strainer. The oil
filter is a spin-on, full-flow type with a cellulose media rated for
25-micron particle capture. An integral bypass valve opens at a
differential pressure of 1.4 bar (20 psi) to maintain flow during cold
starts or filter restriction.
A water-cooled oil cooler, mounted to the right side of the cylinder
block, stabilizes oil temperature by exchanging heat with engine
coolant. Oil jets are not present in this engine; pistons are cooled
primarily by oil splash from the connecting rod dippers and the oil mist
within the crankcase. The engine oil capacity including the filter is
8.5 L (9.0 qt). Operating oil pressure at rated speed is 345 kPa (50
psi). Minimum oil pressure at low idle, at operating temperature, is 105
kPa (15 psi).
The cooling system is a pressurized, thermosiphon-assisted system with a
centrifugal water pump. The water pump is belt-driven from the
crankshaft pulley and uses a carbon-ceramic face seal. The thermostat is
a wax-pellet, single-stage design with a rated opening temperature of
82°C (180°F) and a fully open position at 94°C (202°F). Coolant flows
from the water pump into the cylinder block, circulates around the wet
liners and through the cylinder head, and then exits through the
thermostat housing.
A separate coolant circuit feeds the oil cooler. The cooling system uses
a non-pressurized recovery tank on most industrial installations. The
engine-only coolant capacity is 11.4 L (12 qt). A 0.8 bar (12 psi)
pressure relief cap is standard. A coolant filter is not equipped from
the factory but is available as a field-installed option for severe-duty
applications with high vibration environments.
Timing Drive: A front-mounted gear train drives all engine components.
The crankshaft gear drives an idler gear, which in turn drives the
camshaft gear, injection pump gear, and oil pump drive gear. All gears
are helical-cut steel for quiet operation. No timing chains or belts are
used.
Turbocharger: The turbocharger is a fixed-geometry, wastegated unit
manufactured by Garrett or Schwitzer. The wastegate is set to open at a
boost pressure of 0.6 bar (9 psi) gauge. Maximum boost pressure at rated
power is 0.8 bar (12 psi). The turbocharger is oil-lubricated from the
engine’s main oil gallery, with a drain line returning oil to the
crankcase. No water cooling is provided for the turbocharger bearing
housing.
Crankcase Ventilation: An open crankcase ventilation system routes
blow-by gases through a mesh oil separator and then vents to the
atmosphere via a draft tube located on the side of the cylinder block.
Closed loop systems with intake air recirculation are not used on this
mechanical engine.
Electrical System: A 12-volt system is standard, using a 95-amp
alternator and a 2.5 kW starter motor. The alternator is a Delco or
equivalent internally regulated unit. Glow plugs are installed in the
intake manifold, not in the cylinders, serving as an intake air heater
for cold starting. A glow plug controller cycles the heater for a
maximum of 15 seconds at -10°C (14°F).
Exhaust System: A dry-type exhaust manifold is mounted on the right side
of the cylinder head. The turbocharger mounts directly to the exhaust
manifold outlet. No aftertreatment devices, such as a diesel oxidation
catalyst or particulate filter, are fitted to this pre-Tier 4 engine.
Dry Weight (without flywheel, starter, alternator): 370 kg (815 lb)
Length (from fan hub to flywheel housing face): 920 mm (36.2 in)
Width (extreme, including exhaust manifold and turbocharger): 660 mm
(26.0 in)
Height (from oil pan rail to rocker cover top): 850 mm (33.5 in)
Engine Oil Capacity (with filter): 8.5 L (9.0 qt). Recommended Oil
Grade: SAE 15W-40 (API CD, CE, or CF-4) for temperatures above -10°C
(14°F); SAE 10W-30 for colder climates. Oil Change Interval: 250 hours
under normal duty; 100 hours for severe duty (high dust, sustained high
ambient temperatures above 38°C / 100°F). Coolant Capacity (engine
only): 11.4 L (12 qt). Fuel Filter Replacement: 250 hours or 6 months.
Valve Clearance (Cold, Hydraulic Reset Not Applied): Intake: 0.36 mm
(0.014 in); Exhaust: 0.46 mm (0.018 in). Valve Adjustment Interval:
Inspect every 500 hours; adjust as required. Oil Pressure Check (Warm
Engine at Rated Speed): 345 kPa (50 psi) nominal. Injector Nozzle
Replacement Interval: 1200 hours or 2 years. Air Filter Service: When
restriction indicator shows 635 mm H2O (25 in H2O) vacuum.
Cylinder Head Bolts (M12 x 1.75): 70 Nm (50 lb-ft)
Cylinder Head Bolts (M12 x 1.75): 150 Nm (110 lb-ft) final
Connecting Rod Bolts (M10 x 1.25): 88 Nm (65 lb-ft)
Main Bearing Cap Bolts (inner): 115 Nm (85 lb-ft)
Main Bearing Cap Bolts (outer): 80 Nm (60 lb-ft)
Flywheel Bolts (M10 x 1.0): 115 Nm (85 lb-ft)
Flywheel Housing Bolts (M12): 75 Nm (55 lb-ft)
Camshaft Thrust Plate Bolts: 21 Nm (15 lb-ft)
Rocker Arm Shaft Bracket Nuts: 45 Nm (33 lb-ft)
Injector Nozzle Holder Nuts: 50 Nm (37 lb-ft)
Injection Pump Drive Gear Nut: 135 Nm (100 lb-ft)
Oil Pan Drain Plug: 45 Nm (33 lb-ft)
Construction: John Deere 410C, 410D, 510C, and 510D Backhoe Loaders;
John Deere 490D and 690D Excavators; John Deere 450E, 455E, and 550E
Crawler Dozers; John Deere 644C and 744C Wheel Loaders; Dresser 415 and
515 Backhoe Loaders.
Industrial: MultiQuip DCA-85USJ and DCA-110USJ Generator Sets; Ingersoll
Rand P125 and P185 Air Compressors; Stone construction rollers; Gehl
6635 and 7735 Skid Steer Loaders.
Agriculture: John Deere 2355 and 2555 Utility Tractors; John Deere 375
and 475 Self-Propelled Forage Harvesters; Fiatagri 70-90 and 80-90
Tractors (industrial variants).
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