Mitsubishi 6R10 Specifications
| Engine Model: Mitsubishi 6R10 |
| Engine Type: 4-cycle 6-cylinder DOHC 24-valve turbocharged liquid-cooled diesel |
| Total Displacement: 782 cu.in (12.8 L) |
| Rated Engine Power: 349-519 Hp (257-382 kW) at 1800 rpm |
| Fuel System Type: Common rail direct injection |
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The Mitsubishi Fuso 6R10 is a 12.8-liter inline
six-cylinder heavy-duty diesel engine developed as part of a global modular
architecture shared with Daimler’s Mercedes-Benz OM471 and Detroit Diesel DD13
engine families. Introduced around 2010 for the Super Great truck series, this
powerplant represented a significant technological advancement for Mitsubishi
Fuso, incorporating common rail fuel injection, variable geometry turbocharging,
and a comprehensive aftertreatment system to meet stringent Japanese emissions
standards while delivering improvements in fuel efficiency and durability.
The 6R10 was engineered as a clean-sheet design within the Daimler-Mitsubishi
Fuso strategic partnership, leveraging shared development costs and component
commonality across multiple global markets. The engine’s 12,808 cc displacement,
achieved through a 132 mm bore and 156 mm stroke, places it within the
heavy-duty class suitable for long-haul, distribution, and construction
applications. The inline six-cylinder configuration with double overhead
camshaft (DOHC) and four valves per cylinder provides the foundation for
efficient combustion and high specific output across a range of power ratings.
The 6R10 is distinguished from its Daimler counterparts by its exclusive use of
a variable geometry turbocharger (VGT) across all variants, whereas the OM471
often employs a conventional wastegate turbocharger in certain configurations.
This VGT system, combined with asymmetric turbocharging optimization, delivers
high boost pressure even at low engine speeds, improving response and fuel
economy during the transient operation characteristic of urban and mountainous
hauling. The engine incorporates a variable flow water pump that electronically
adjusts coolant circulation based on actual thermal demand, reducing parasitic
power losses and contributing to overall efficiency gains.
Power ratings span a broad range to suit diverse vehicle applications. The
entry-level T2 configuration produces 257 kW (349 hp) and 1,620 Nm (1,195 lb-ft)
of torque. The T3 and T5 variants deliver 279 kW (379 hp) with 1,810 Nm (1,335
lb-ft). The T4 rating offers 309 kW (420 hp) and 2,100 Nm (1,549 lb-ft). The T6
and T8 configurations produce 338 kW (460 hp) and 2,200 Nm (1,623 lb-ft). The
top-tier T7 variant achieves 382 kW (519 hp) and 2,500 Nm (1,844 lb-ft).
All variants employ a BlueTec emissions control system incorporating selective
catalytic reduction (SCR) with AdBlue and a diesel particulate filter (DPF) to
achieve compliance with Japan’s post-2009 emissions standards and Euro 5
equivalent regulations.
The 6R10 operates on a four-stroke diesel cycle with compression ignition. The
engine utilizes an inline six-cylinder configuration with a double overhead
camshaft (DOHC) and four valves per cylinder.
Engine Type: Inline-6, water-cooled, 4-stroke, turbocharged diesel with common
rail injection.
Displacement: 12,808 cc (782 cu.in).
Bore: 132.0 mm (5.20 in).
Stroke: 156.0 mm (6.14 in).
Compression Ratio: 17.5:1.
Firing Order: 1-5-3-6-2-4.
Idle Speed: 550-600 rpm, electronically governed.
Maximum Engine Speed: 2,200 rpm (governed).
Maximum Power (6R10 T2): 257 kW (349 hp) @ 1,800 rpm.
Maximum Power (6R10 T3/T5): 279 kW (379 hp) @ 1,800 rpm.
Maximum Power (6R10 T4): 309 kW (420 hp) @ 1,800 rpm.
Maximum Power (6R10 T6/T8): 338 kW (460 hp) @ 1,800 rpm.
Maximum Power (6R10 T7): 382 kW (519 hp) @ 1,800 rpm.
Maximum Torque (6R10 T2): 1,620 Nm (1,195 lb-ft) @ 1,000-1,400 rpm.
Maximum Torque (6R10 T3/T5): 1,810 Nm (1,335 lb-ft) @ 1,000-1,400 rpm.
Maximum Torque (6R10 T4): 2,100 Nm (1,549 lb-ft) @ 1,100-1,400 rpm.
Maximum Torque (6R10 T6/T8): 2,200 Nm (1,623 lb-ft) @ 1,100-1,400 rpm.
Maximum Torque (6R10 T7): 2,500 Nm (1,844 lb-ft) @ 1,100-1,400 rpm.
Aspiration: Variable geometry turbocharger (VGT) with air-to-air intercooler and
asymmetric turbocharging optimization.
Combustion System: Direct injection with centrally located multi-hole injectors.
The cylinder block is constructed from high-strength
gray cast iron with a deep-skirt design that extends below the crankshaft
centerline. This architecture provides exceptional rigidity under the high
cylinder pressures exceeding 200 bar (2,900 psi) associated with modern
heavy-duty diesel combustion. The block incorporates a closed-deck design with
cast-in-place cylinder liners.
Cylinder liners are replaceable wet-type liners manufactured from centrifugally
cast iron. Each liner is pressed into the block and sealed at the top and bottom
with elastomeric O-rings. The wet liner design allows for uniform cooling around
the entire circumference of each cylinder bore and facilitates overhaul without
block machining. The liners feature a induction-hardened inner surface with a
cross-hatch finish optimized for oil retention and ring seating.
The crankcase incorporates a bedplate design - a structural lower crankcase
member that replaces individual main bearing caps. The bedplate is manufactured
from nodular cast iron and is secured to the cylinder block with multiple bolts.
This design provides superior crankshaft support under peak loads and
contributes to overall engine rigidity while reducing noise emissions.
Crankshaft: Forged steel with seven main bearings, fully counter-weighted with
twelve counterweights. The crankshaft features induction-hardened bearing
surfaces and incorporates a torsional vibration damper at the front end.
Main Bearing Journal Diameter: 100.0 mm (3.94 in).
Connecting Rod Journal Diameter: 85.0 mm (3.35 in).
Connecting Rods: Forged steel, fracture-split construction with a trapezoidal
small end design.
Piston Material: Forged aluminum alloy with a steel crown insert in
higher-output variants. The piston incorporates anodized ring grooves and a
low-friction skirt coating. Piston Cooling: Oil spray jets mounted in the
crankcase direct a continuous stream of engine oil to the underside of each
piston crown. These jets incorporate check valves to maintain pressure during
transient operation and are calibrated to provide cooling flow at all engine
speeds above idle.
The cylinder head is a single-piece cast iron
construction spanning all six cylinders. This design ensures uniform sealing
across the cylinder bank and provides the structural rigidity required for the
high clamp loads of the cylinder head bolts. The head incorporates a cross-flow
port arrangement with intake ports on the right side and exhaust ports on the
left side of the engine.
Valvetrain: Double overhead camshaft (DOHC) with four valves per cylinder,
totaling 24 valves. The intake camshaft and exhaust camshaft are driven by a
gear train at the rear of the engine. Each camshaft operates the valves through
roller-type rocker arms equipped with integrated hydraulic lash adjusters.
Intake Valve Diameter: 45.0 mm (1.77 in)
Exhaust Valve Diameter: 41.0 mm (1.61 in)
Valve Lift (Intake): 13.5 mm (0.531 in)
Valve Lift (Exhaust): 13.0 mm (0.512 in)
Valve Seat Material: High-strength sintered alloy with induction-hardened
contact surfaces, designed for the elevated temperatures associated with
high-boost turbocharged operation. Valve Spring Material: High-tensile steel
with a beehive design to reduce reciprocating mass.
Camshaft Drive: Gear-driven system with a steel timing gear mounted on the
crankshaft driving an intermediate idler gear, which in turn drives the camshaft
gears. The gear train is located at the rear of the engine, a configuration that
reduces torsional vibration in the valvetrain and contributes to quieter
operation.
The fuel system is a high-pressure common rail direct
injection system utilizing Denso or Bosch components depending on production
date. The system operates at pressures up to 2,200 bar (32,000 psi) and utilizes
solenoid or piezoelectric injectors capable of multiple injection events per
combustion cycle.
Fuel Injectors: Solenoid-type direct injectors with eight nozzle orifices per
injector. The injectors deliver up to five separate injection events per cycle,
including pilot injections for noise reduction, main injection for power
delivery, and post-injections for particulate filter regeneration.
High-Pressure Fuel Pump: Two-piston radial-piston pump driven by the engine’s
gear train. The pump incorporates a suction control valve to regulate fuel
delivery and maintain common rail pressure independent of engine speed. Common
Rail: High-pressure accumulator manufactured from forged steel, shared across
all six cylinders. The rail incorporates a pressure sensor and a pressure relief
valve for system protection.
Low-Pressure Fuel System: 3.0-5.0 bar (44-73 psi) supplied by an electric lift
pump mounted within the fuel tank. Fuel Filter: Spin-on type with integrated
water separator, water-in-fuel sensor, and hand primer pump. Fuel Requirement:
Diesel fuel meeting EN 590 or equivalent specification with sulfur content below
10 ppm.
The lubrication system is a fully pressurized wet-sump
design with a gear-type oil pump mounted on the front of the engine. The pump is
driven directly by the crankshaft through a gear drive and incorporates a
pressure relief valve.
Oil Pump Type: Gear-type pump with integrated pressure relief valve. Oil Filter
Type: Spin-on full-flow filter with integral bypass valve, supplemented by a
centrifugal bypass filter on select variants. Oil Cooler: Plate-type
coolant-to-oil heat exchanger mounted on the lower left side of the cylinder
block. Oil Pan: Stamped steel with integrated baffling, available in multiple
depths to suit chassis configuration.
Recommended Oil Viscosity: 10W-30, 15W-40, or 5W-30 heavy-duty diesel engine oil
meeting API CJ-4, CK-4, or FA-4 specifications. Low-ash formulations are
required to protect the diesel particulate filter. Oil Capacity (including
filter): 35.0-38.0 liters (37.0-40.1 qt) depending on oil pan configuration. Oil
Pressure (at idle, warm): 120-200 kPa (17-29 psi). Oil Pressure (at 1,800 rpm,
warm): 400-550 kPa (58-80 psi).
The cooling system is a pressurized, thermostatically
controlled circuit utilizing a centrifugal water pump. The system incorporates a
variable flow water pump that electronically adjusts coolant circulation based
on engine temperature and load.
Water Pump Type: Centrifugal with a mechanical seal and electronic flow control
valve. The pump reduces coolant flow during warm-up to accelerate engine heating
and reduces parasitic losses under low-load conditions. Cooling Fan: Electric
viscous clutch fan with on-demand engagement, controlled by engine coolant
temperature, charge air temperature, and air conditioning system demand.
Coolant Type: Ethylene-glycol based antifreeze meeting manufacturer
specifications, formulated for heavy-duty diesel applications with extended
service interval capability. Coolant Capacity (engine and radiator): 45.0-50.0
liters (47.5-52.8 qt) depending on chassis configuration.
Thermostat: Wax-type thermostat with an opening temperature of 85 °C (185 °F)
and a full-open temperature of 98 °C (208 °F). An additional electronic
thermostat in the water pump circuit provides finer control of coolant
temperature. Radiator: Cross-flow aluminum radiator with plastic tanks and a
high-density fin package. Charge Air Cooling: Air-to-air intercooler mounted in
front of the radiator, sized to maintain charge air temperatures within 15 °C
(27 °F) of ambient under full load.
Exhaust System: Stainless steel exhaust manifold with
integrated mounting for the turbocharger. The aftertreatment system comprises a
diesel oxidation catalyst (DOC), a diesel particulate filter (DPF), and a
selective catalytic reduction (SCR) system with AdBlue injection. The BlueTec
system utilizes a urea-based reductant to convert nitrogen oxides (NOx) into
nitrogen and water.
Exhaust Gas Recirculation: Cooled EGR system with an electrically actuated EGR
valve and an EGR cooler. The system operates at rates up to 25% to reduce
nitrogen oxide emissions during steady-state operation.
Variable geometry turbocharger (VGT) manufactured by
Mitsubishi Heavy Industries. The VGT system utilizes movable vanes in the
turbine housing to adjust the aspect ratio based on engine speed and load. An
electronic actuator positions the vanes to optimize boost response across the
operating range. Asymmetric turbocharging optimization - a configuration where
the turbocharger is sized to provide high boost at low engine speeds - improves
transient response and reduces turbo lag during acceleration from idle. Maximum
boost pressure is 2.8 bar absolute (26 psi gauge) under full load conditions.
Timing Drive: Gear-driven system with no chains or
belts requiring replacement. The crankshaft gear drives an intermediate idler
gear, which drives the camshaft gears, the high-pressure fuel pump gear, and the
accessory drive gears. All gears are helical-cut for quiet operation and are
lubricated by engine oil.
Accessory Drive: Single 12-rib serpentine belt driving the alternator, water
pump, power steering pump, and air conditioning compressor. A spring-loaded
automatic tensioner maintains belt tension.
Engine Management System: Denso or Bosch electronic control unit (ECU)
integrated with the vehicle’s powertrain management system. The ECU controls
fuel injection timing, injection pressure, boost pressure, variable geometry
turbocharger actuation, exhaust gas recirculation (EGR), and aftertreatment
functions.
Emissions Compliance: Japan Post-New Long Term (PNLT) standards, Euro 5, and
equivalent regional standards depending on market. The BlueTec system enables
compliance with these standards without the need for significant engine-out
emission reductions.
Overall Length: 1,550 mm (61.0 in)
Overall Width: 900 mm (35.4 in)
Overall Height: 1,180 mm (46.5 in)
Dry Weight (complete engine): 1,050 kg (2,315 lb)
Engine Oil and Filter Change: 30,000-40,000 km
(18,000-25,000 mi) or 12 months under standard duty; reduced intervals of 20,000
km (12,000 mi) for severe service including frequent cold starts, extended
idling, or dusty environments.
Fuel Filter Replacement: 30,000 km (18,000 mi) or 12 months. The water separator
should be drained at every oil change or when the water-in-fuel warning lamp
illuminates. Engine Air Filter Element: Replace every 40,000 km (25,000 mi) or
when restriction indicator displays service required.
Coolant Replacement: 80,000 km (50,000 mi) or 2 years. Coolant additive
concentration should be tested at each oil change and replenished as required.
Drive Belt Inspection: Every 15,000 km (9,000 mi) for cracks, fraying, glazing,
and proper tension. Drive Belt Replacement: 80,000 km (50,000 mi) or 4 years.
Valve Clearance: Hydraulic lash adjusters eliminate the need for valve clearance
inspection or adjustment throughout the engine’s service life.
Diesel Particulate Filter: Active regeneration occurs automatically under normal
operating conditions. Ash accumulation requires filter cleaning or replacement
at approximately 300,000-400,000 km (186,000-248,000 mi) depending on operating
conditions and oil consumption.
Selective Catalytic Reduction System: AdBlue consumption is approximately 3-5%
of fuel consumption by volume. The AdBlue dosing unit and SCR catalyst have no
scheduled replacement interval but should be inspected if NOx emissions-related
diagnostic trouble codes are present.
Cylinder Head Bolts, Step 1: 100 Nm (74 lb-ft)
Cylinder Head Bolts, Step 2: 200 Nm (148 lb-ft) + 90° turn
Main Bearing Bedplate Bolts, Step 1: 100 Nm (74 lb-ft)
Main Bearing Bedplate Bolts, Step 2: 250 Nm (184 lb-ft) + 90° turn
Connecting Rod Cap Bolts: 80 Nm (59 lb-ft) + 90° turn
Camshaft Bearing Caps: 30 Nm (22 lb-ft)
Camshaft Gear Bolts: 150 Nm (111 lb-ft)
Intake Manifold to Cylinder Head: 35 Nm (26 lb-ft)
Exhaust Manifold to Cylinder Head: 55 Nm (41 lb-ft)
Turbocharger to Exhaust Manifold: 50 Nm (37 lb-ft)
Turbocharger Oil Feed Line: 35 Nm (26 lb-ft)
High-Pressure Fuel Pump Mounting Bolts: 45 Nm (33 lb-ft)
Common Rail Mounting Bolts: 55 Nm (41 lb-ft)
Fuel Injector Clamp Bolts: 30 Nm (22 lb-ft)
Oil Pan Bolts: 25 Nm (18 lb-ft)
Valve Cover Bolts: 15 Nm (11 lb-ft)
Flywheel / Flexplate Bolts: 180 Nm (133 lb-ft) + 90° turn
Crankshaft Pulley Bolt: 500 Nm (369 lb-ft) + 90° turn
Engine Mount Brackets to Block: 120 Nm (89 lb-ft)
The 6R10 engine was developed primarily for the
Mitsubishi Fuso Super Great heavy-duty truck series, with additional
applications in other commercial vehicle configurations.
Mitsubishi Fuso Super Great (2010-present): The 6R10 serves as the primary
powerplant for the Super Great heavy-duty truck series across all weight
classes. Applications include 4x2, 6x2, 6x4, and 8x4 chassis configurations for
long-haul, regional distribution, construction, and heavy haulage. The engine is
offered in all power ratings from T2 through T7 to suit vehicle gross
combination mass (GCM) ratings from 20 to over 50 tons.
Mitsubishi Fuso Super Great Aero Queen (bus application): The 6R10 is installed
in the Super Great Aero Queen touring coach and Aero Ace intercity bus
configurations, where the engine is mounted in a rear-engine or rear-mid
configuration depending on the bus platform. Bus applications utilize a specific
engine calibration optimized for sustained high-speed operation and passenger
comfort.
Mitsubishi Fuso Super Great Tractor Units: The 6R10 powers tractor head
configurations for semi-trailer applications, with the T6 and T7 ratings
providing the torque required for high-gross-weight line-haul operations. These
configurations incorporate additional cooling capacity and optimized engine
calibration for extended high-load operation.
Mitsubishi Fuso Super Great Dump Truck and Mixer: Construction chassis
configurations utilize the 6R10 with power ratings in the T4 to T6 range,
calibrated for the high low-end torque required for off-road operation and the
frequent start-stop cycles encountered in construction environments.
Industrial Power Units: The 6R10 is available as a stationary industrial engine
for generator sets, pumps, and other continuous-operation applications.
Industrial configurations include additional cooling capacity, a constant-speed
governor, and simplified aftertreatment systems tailored to stationary
operation.
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