Mitsubishi 6D17 Specifications
| Engine Model: Mitsubishi 6D17 |
| Engine Type: 4-cycle inline 6-cylinder liquid-cooled diesel |
| Total Displacement: 500.5 cu.in (8.2 L) |
| Rated Engine Power: 180 Hp (134 kW) at 2900 rpm |
| Fuel System Type: Direct injection |
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The Mitsubishi 6D17 is an 8.2-liter, in-line
6-cylinder naturally aspirated diesel engine produced by Mitsubishi
Motors. This engine belongs to the Mitsubishi 6D series, which includes
the smaller 6D16, and was designed for medium-duty commercial vehicle
applications. The 6D17 was widely used in Mitsubishi Fuso Fighter
trucks, including the FK618, FM618, FK629K, and FK628L models, as well
as MJ-series buses.
The Mitsubishi 6D17 features a direct injection combustion system, a
cast iron cylinder block, and a gear-driven camshaft. This engine was
produced in multiple technology variants across its production life,
including naturally aspirated, turbocharged (6D17-T), turbocharged with
intercooler (6D17-TI), and common rail direct injection versions
(6D17-CR). The engine is recognized in the commercial vehicle industry
for its durability, torque characteristics suitable for heavy loads, and
serviceability. Production years span from approximately 1984 through
the early 2000s, with specifications varying by vehicle application and
emission standards.
The Mitsubishi 6D17 is a 4-stroke, compression-ignition, in-line
6-cylinder diesel engine. The engine is naturally aspirated in its base
configuration. Total displacement measures 8,201 cc (500.5 cu.in). The
bore and stroke dimensions are 118.0 mm x 125.0 mm (4.65 in x 4.92 in).
This long-stroke, undersquare configuration promotes high low-speed
torque essential for truck applications. The compression ratio ranges
from 17.6:1 to 18.0:1 depending on the variant. The firing order is
1-5-3-6-2-4, standard for in-line 6-cylinder engines. Engine rotation,
when viewed from the flywheel end, is clockwise.
Maximum Power (6D17, naturally aspirated): 134 kW (180 hp) @ 2,900 rpm
Maximum Power (6D17-T, turbocharged): 153 kW (205 hp) @ 2,800 rpm
Maximum Power (6D17-TI, turbo intercooled): 165 kW (221 hp) @ 2,800 rpm
Maximum Torque (base): 490 Nm (361 lb-ft) @ 1,700 rpm
Maximum Torque (6D17-T): 580 Nm (428 lb-ft) @ 1,700 rpm
Maximum Torque (6D17-TI): 620-637 Nm (457-470 lb-ft) @ 1,400-1,700 rpm
Rated Engine Speed: 2,800-2,900 rpm depending on variant
Low Idle Speed: 600-650 rpm
Combustion System: Direct injection
Governor Type: Mechanical, centrifugal flyweight
The cylinder block is a one-piece, cast iron design with a deep-skirt
configuration extending below the crankshaft centerline. This
construction provides a rigid foundation for the rotating assembly under
high cylinder pressures. The block features 7 main bearing supports,
with each cap secured by two bolts on early models (pre-1997) and
torque-to-yield bolts on later models. The cylinders are integral to the
block (parent bore design) without replaceable liners, typical for
medium-duty diesel engines of this era.
The crankshaft is forged steel, with induction-hardened journal
surfaces. The crankshaft is supported by seven main bearings, with
thrust washers located at the center bearing to control axial play.
Connecting rods are forged steel, machined as matched sets with the cap.
The pistons are cast aluminum alloy with a high-ring groove insert for
the top compression ring. Each piston is fitted with three rings: two
compression rings and one oil control ring. Piston cooling is provided
by oil spray jets aimed at the underside of each piston crown.
Number of Main Bearings: 7
Connecting Rod Length (center-to-center): 172.0 mm (6.77 in)
Piston Type: Aluminum alloy with steel top ring carrier
Piston Cooling: Oil spray jets (piston cooling nozzles)
The cylinder head is a single, cross-flow cast iron casting spanning all
6 cylinders. The cross-flow design positions the intake manifold on one
side of the head and the exhaust manifold on the opposite side,
improving volumetric efficiency. The valvetrain uses a camshaft located
in the cylinder block, actuating valves via mechanical lifters,
pushrods, and rocker arms. This cam-in-block arrangement is durable and
allows easy valve lash adjustment.
Each cylinder has two valves: one intake and one exhaust (12 valves
total). Valve lash adjustment is mechanical, performed via a setscrew
and locknut on each rocker arm. Later variant 6D17 engines (6D17-02,
6D17-03) feature a double overhead camshaft (DOHC) configuration with
four valves per cylinder (24 valves total). The combustion chamber is a
direct injection, bowl-in-piston design. The cylinder head contains
hardened valve seat inserts for both intake and exhaust valves.
Valve Arrangement (early): Overhead valve (OHV), cam-in-block, 2 valves
per cylinder
Valve Arrangement (late): Double overhead camshaft (DOHC), 4 valves per
cylinder
Intake Valve Diameter (2-valve head): 46.0 mm (1.81 in)
Exhaust Valve Diameter (2-valve head): 40.0 mm (1.57 in)
Valve Lash (cold, intake): 0.40 mm (0.016 in)
Valve Lash (cold, exhaust): 0.40 mm (0.016 in)
Valve Lash Adjustment Interval: 600-800 hours
Camshaft Drive: Gear train from the crankshaft
The fuel system uses mechanical direct injection on early variants and
common rail direct injection on later variants (6D17-03). Early models
use an in-line mechanical injection pump (Bosch or Zexel) with a
separate pumping element for each cylinder. The injection pump
incorporates a mechanical centrifugal governor. A cold start device on
the injection pump advances injection timing for improved starting. The
injection pump delivers fuel at high pressure through individual
high-pressure lines to each injector. The injectors are mechanical
nozzle-and-holder types with multi-orifice nozzles for direct injection
into the piston bowl.
Later common rail variants (6D17-CR, 6D17-03) feature a high-pressure
common rail system that stores fuel at up to 1,600 bar (23,200 psi) and
distributes it to solenoid-actuated injectors. Pilot injection
capabilities on common rail versions reduce combustion noise and NOx
formation. A manual primer pump is located on the fuel filter housing
for bleeding air after filter changes.
Injection Pressure (mechanical): 180-220 bar (2,610-3,190 psi).
Injection Pressure (common rail): 1,600 bar (23,200 psi) maximum.
Injector Type (mechanical): Mechanical nozzle-and-holder, multi-orifice.
Injector Type (common rail): Solenoid-actuated.
Injection Timing (static, mechanical pump): 12-14° BTDC.
Fuel Filtration: Primary water separator and secondary spin-on filter.
Fuel Grade: ASTM D975 No. 2 diesel (500 ppm sulfur maximum for older
engines; 15 ppm ultra-low sulfur for common rail variants).
The lubrication system is a full-pressure, wet-sump design using a
gear-type oil pump. The oil pump is mounted externally on the cylinder
block and driven by a gear from the camshaft. Oil is drawn from the sump
through a wire mesh strainer, pressurized by the pump, and then routed
through a full-flow oil filter (spin-on, cellulose media). A bypass
valve opens at 2.0 bar (29 psi) differential pressure if the filter
becomes restricted.
After filtration, oil is distributed to the main bearings, connecting
rod bearings, camshaft bearings, and rocker arm shaft. Piston cooling
nozzles receive oil from the main oil gallery. The engine is equipped
with a water-cooled oil cooler mounted on the side of the block. The oil
pan is a fabricated steel sump with a removable clean-out plate.
Oil Capacity (with filter): 13.0 L (13.7 U.S. qt)
Oil Pressure (rated speed, 2,800 rpm): 350-450 kPa (51-65 psi)
Oil Pressure (low idle, 650 rpm, hot): 100 kPa (15 psi) minimum
Recommended Oil Viscosity: SAE 10W-30 or 15W-40 (API CI-4 or higher)
Oil Change Interval (normal duty): 500 hours or 10,000 km (6,200 miles)
Oil Pan Type: Fabricated steel
The cooling system is a pressurized, liquid-cooled design with a
centrifugal water pump. The water pump is belt-driven from the
crankshaft pulley and uses a sealed ball bearing and a carbon-ceramic
face seal. Coolant flows from the lower radiator tank into the pump,
then through the cylinder block water jackets, upward through the
cylinder head, and out through the thermostat housing. A bypass passage
permits coolant circulation through the block and head until the
thermostat opens.
The system incorporates a wax-pellet thermostat located in a housing at
the front of the cylinder head. The thermostat begins opening at 76.5°C
(170°F) and is fully open at 90°C (194°F). The radiator is a
vertical-flow, tube-and-fin design with a pressure cap. An engine-driven
fan (direct or viscous clutch) moves air across the radiator.
Coolant Capacity (engine only, no radiator): 7.5 L (7.9 U.S. qt).
Coolant Capacity (engine with std radiator): 20.0-24.0 L (21.1-25.4 U.S.
qt).
Thermostat Opening Temperature: 76.5°C (170°F).
Thermostat Fully Open Temperature: 90°C (194°F).
Radiator Cap Pressure: 90-110 kPa (13-16 psi).
Water Pump Type: Centrifugal, belt-driven.
Coolant Type: Heavy-duty low-silicate ethylene glycol antifreeze (green)
mixed 50/50 with distilled water.
Turbocharging System (6D17-T and 6D17-TI variants): The engine is
equipped with a single, fixed-geometry turbocharger mounted on the
exhaust manifold on turbocharged versions. The 6D17-TI variant adds a
freshwater aftercooler (intercooler) mounted on the engine or in front
of the radiator. Boost pressure at rated speed is 0.6-0.8 bar (9-12
psi). The turbocharger uses engine oil for lubrication and cooling
through dedicated supply and return lines.
Exhaust System: The exhaust manifold is a cast iron, single-outlet
design. No exhaust gas recirculation (EGR) or after-treatment system is
present on early 6D17 engines. Later common rail variants may include
EGR systems depending on the emission standard (Euro 4 or Euro 5).
Electrical System: The electrical system is 24-volt with negative ground
for most truck applications (two 12V batteries in series). The starter
motor is a pre-engaged type with an integral solenoid. The alternator is
a 24-volt, internally regulated unit with an output of 60-100 A
depending on vehicle specification. The battery set consists of two
lead-acid, heavy-duty commercial batteries with a combined capacity of
100-150 Ah. The engine is equipped with intake air grid heaters for cold
starting assistance.
Engine Control: Early 6D17 engines use no electronic control unit;
governing is purely mechanical. Later common rail variants (6D17-CR,
6D17-03) use a full-authority electronic control unit (ECU) managing
injection timing, injection pressure, and EGR operation.
Overall Length (front of fan hub to flywheel housing face): 1,150 mm
(45.3 in)
Overall Width (valve cover edge to oil pan edge): 650 mm (25.6 in)
Overall Height (bottom of oil pan to top of rocker cover): 900 mm (35.4
in)
Dry Weight (complete engine, no fluids): 550-600 kg (1,213-1,323 lb)
depending on variant
Valve Lash (cold, intake): 0.40 mm (0.016 in)
Valve Lash (cold, exhaust): 0.40 mm (0.016 in)
Valve Lash Adjustment Interval: 600-800 hours or 20,000 km (12,400
miles)
Engine Oil Change Interval: 500 hours or 10,000 km (6,200 miles)
Oil Filter Change Interval: Every oil change (500 hours)
Fuel Filter Change Interval (primary): 500 hours
Fuel Filter Change Interval (secondary): 1,000 hours
Coolant Change Interval: 2,000 hours or 2 years
Air Cleaner Element (primary): Service when restriction indicator shows
6.2 kPa
Injector Inspection Interval: 1,000 hours (mechanical) or 2,000 hours
(common rail)
Injection Timing Check Interval: 1,000 hours (mechanical pump only)
Turbocharger Inspection Interval (turbo variants): 1,500 hours
Valve Clearance Check Interval: 20,000 km (12,400 miles)
Cylinder Head Bolts (M14 x 1.5, main bolts): 78 Nm (57.5 lb-ft)
Cylinder Head Bolts (M10 x 1.25, auxiliary bolts), Step 1: 17 Nm (12.5
lb-ft)
Cylinder Head Bolts (M10 x 1.25, auxiliary bolts), Step 2: 34 Nm (25
lb-ft)
Main Bearing Cap Bolts (pre-1997 models): 177 Nm (130.5 lb-ft)
Main Bearing Cap Bolts (1997 onwards): 78 Nm (57.5 lb-ft)
Connecting Rod Cap Bolts: 29 Nm (21.4 lb-ft)
Flywheel Bolts (pre-1997 models): 250 Nm (184 lb-ft)
Flywheel Bolts (1997 onwards): Step 1: 98 Nm (72.3 lb-ft)
Flywheel Housing-to-Block Bolts (M10): 50 Nm (37 lb-ft)
Camshaft Bearing Cap Bolts (M8): 25 Nm (18 lb-ft)
Rocker Arm Shaft Bracket Bolts (M10): 45 Nm (33 lb-ft)
Rocker Cover Bolts (M6): 8 Nm (6 lb-ft)
Injector Hold-Down Clamp Bolts (M8): 22 Nm (16 lb-ft)
Intake Manifold Bolts (M8): 25 Nm (18 lb-ft)
Exhaust Manifold Bolts (M10): 45 Nm (33 lb-ft)
Turbocharger Mounting Nuts (turbo variants, M10): 45 Nm (33 lb-ft)
Oil Pan Bolts (M8): 22 Nm (16 lb-ft)
Water Pump Bolts (M8): 22 Nm (16 lb-ft)
Thermostat Housing Bolts (M8): 22 Nm (16 lb-ft)
Starter Motor Bolts (M12): 70 Nm (52 lb-ft)
Alternator Bracket Bolts (M10): 45 Nm (33 lb-ft)
Crankshaft Pulley Bolt (M18): 300 Nm (221 lb-ft)
The Mitsubishi 6D17 engine was utilized in medium-duty commercial
vehicles manufactured by Mitsubishi Fuso.
Truck Applications:
Mitsubishi Fuso Fighter FK618: Model code U-FK618FG.
Mitsubishi Fuso Fighter FK628L: Model code KL-FK628L.
Mitsubishi Fuso Fighter FK629K: Model code FK629K.
Mitsubishi Fuso Fighter FM618: Model code U-FM618FG.
Mitsubishi Fuso Fighter FK series (various years): Medium-duty trucks
for logistics, construction, and municipal services.
Bus Applications:
Mitsubishi Fuso MJ series buses: Medium-duty buses for public transport
and tourism.
Engine Variants by Application:
6D17 base (naturally aspirated): 132-134 kW (177-180 hp), used in
lighter-duty FK series trucks.
6D17-T (turbocharged): 153 kW (205 hp), used in heavier FK and FM series
trucks.
6D17-TI (turbocharged and intercooled): 165 kW (221 hp), used in maximum
GVW applications.
6D17-CR (common rail): 165-179 kW (221-240 hp), Euro 4/Euro 5 compliant
models.
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