Mitsubishi 8DC10 Specifications
| Engine Model: Mitsubishi 8DC10 |
| Engine Type: 4-cycle 8-cylinder V-block naturally aspirated liquid-cooled diesel |
| Total Displacement: 1022.3 cu.in (16.75 L) |
| Rated Engine Power: 330 Hp (246 kW) at 2200 rpm |
| Fuel System Type: Direct injection |
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The Mitsubishi 8DC10 is a heavy-duty,
8-cylinder, water-cooled V8 diesel engine produced by Mitsubishi Motors
Corporation. This engine was a core powerplant for the Mitsubishi Fuso
"The Great" truck series, manufactured from 1983 until 1996. The 8DC10
engine is widely recognized for its application in dump trucks,
self-loaders, heavy freight transport vehicles, and intercity coaches
such as the Mitsubishi Fuso Aero Bus. Built with a robust cast iron
construction, the naturally aspirated 8DC10 was engineered for
exceptional durability and high torque output at low engine speeds,
making it suitable for the most demanding commercial operations.
In the Mitsubishi Fuso The Great, this engine is identified by the model
code "416", signifying its specific installation within the heavy truck
range. The Mitsubishi 8DC10 powers the second-generation FV and
FU-series trucks, where its 335 PS output and substantial displacement
provide the necessary pulling power for fully loaded cargo and
semi-trailer applications.
Engine Type: 4-stroke, water-cooled, naturally aspirated V8 diesel.
Number of Cylinders: 8.
Valvetrain: Overhead valve (OHV), 2 valves per cylinder (16 valves
total).
Displacement: 16752 cc (16.75 L / 1022.3 cu.in).
Bore x Stroke: 138 mm x 140 mm (5.43 in x 5.51 in).
Compression Ratio: 17.5:1.
Firing Order: 1-8-4-2-7-3-6-5 (standard configuration for this V8
series).
Maximum Power: 246 kW (330 hp) at 2200 rpm.
Maximum Torque: 1177 Nm (868 lb-ft) at 1400 rpm.
Combustion System: Direct injection.
Aspiration: Naturally aspirated.
Idle Speed: 600-650 rpm.
Governor Type: Mechanical (RSV, RFD, or RLD-J series governors used on
the injection pump).
Emission Standard: Compliant with Japanese exhaust gas regulations of
its production era (pre-1989 and post-1989 standards).
The cylinder block is manufactured from high-strength cast iron,
providing a rigid foundation for the V8 configuration to withstand high
combustion pressures and mechanical loads. The block features a
90-degree angle between cylinder banks, a design that inherently
balances primary and secondary forces, reducing vibration without the
need for balancing shafts. The deep-skirt design extends the cylinder
walls below the crankshaft centerline, increasing overall block
stiffness and contributing to noise reduction.
Wet-type cylinder liners are used, which are precision-machined and
replaceable. This liner design allows for engine overhauls without
replacing the entire block, extending service life in heavy-duty
applications. An integrated oil gallery is cast longitudinally through
the block to supply pressurized lubricant to the crankshaft main
bearings, connecting rods, and the cylinder heads. The block
incorporates mounting bosses for the injection pump, alternator, starter
motor, and chassis mounting points.
The cylinder head is constructed from cast iron to match the thermal
expansion properties of the block, ensuring a reliable head gasket seal
under high cylinder pressures. Each cylinder bank has a separate
cylinder head assembly. The overhead valve (OHV) arrangement uses a
camshaft located within the cylinder block, with valve actuation via
pushrods and rocker arms. Each cylinder receives two valves: one intake
and one exhaust.
The valve arrangement is a cross-flow design, with intake ports on the
inner side of the V-block and exhaust ports on the outer side. This
configuration optimizes air movement through the combustion chamber and
facilitates exhaust heat dissipation away from the engine center. Valve
seats are manufactured from heat-resistant alloy steel to withstand the
thermal demands of continuous high-load operation. Valve guides are
press-fitted and replaceable. The valvetrain requires periodic manual
valve clearance adjustment.
The fuel system is a direct injection design utilizing an inline
injection pump (Bosch-type or equivalent). The injection pump is mounted
in the engine valley between the cylinder banks and is driven by the
engine's timing gears. The pump uses a mechanical governor (RSV, RFD, or
RLD-J series) to control fuel delivery based on engine speed and load. A
mechanical fuel feed pump, mounted on the injection pump body, draws
fuel from the tank. High-pressure steel lines deliver fuel from the
injection pump to individual injection nozzles located in each cylinder
head.
The nozzles are of the multi-hole type, injecting fuel directly into the
combustion bowl machined into the piston crown. A fuel filter with an
integrated water separator is mounted between the fuel tank and the feed
pump. The fuel injection timing is adjustable and is generally set
between 12° to 15° before top dead center (BTDC), varying by specific
model variant and application.
The lubrication system is a forced-feed, pressurized design using a
gear-type oil pump. The oil pump is mounted on the front of the
crankshaft within the timing gear cover. The pump draws oil from the oil
sump through a wire mesh suction strainer. Pressurized oil passes
through a full-flow spin-on oil filter. From the filter, oil enters the
main oil gallery. The gallery distributes oil to the crankshaft main
bearings, connecting rod bearings, camshaft bearings, and timing gears.
Drilled passages within the cylinder block direct oil upward to the
rocker arm shafts in each cylinder head. The rocker arms receive oil
through drilled passages in the shaft and spray oil onto the valve stems
and pushrod ends. The oil capacity ranges from 28-32 liters (29.6-33.8
qt), depending on the oil pan configuration and specific vehicle
chassis. The oil pan is a pressed steel construction with a drain plug
located at the lowest point.
The cooling system is a liquid-cooled, pressurized design featuring a
centrifugal water pump driven by the front belt drive system. A
thermostat housed in a manifold on the engine controls coolant flow to
the radiator, maintaining operating temperature between 80-90°C
(176-194°F). The coolant circuit directs fluid through the cylinder
block, rising around the cylinder bores, then passes upward into the
cylinder heads.
From the cylinder heads, coolant exits through the thermostat housing
and flows to the radiator top tank. A cross-flow or vertical-flow
radiator with a mechanical fan provides heat rejection. A radiator cap
with a pressure relief valve rated at approximately 0.7-1.0 bar (10-15
psi) maintains system pressure. A coolant recovery tank captures
overflow during thermal expansion.
| Intake and Exhaust Systems |
Intake System: The intake manifold is a cast iron plenum mounted between
the cylinder banks in the engine valley. Air enters through a
replaceable dry-type air cleaner with a paper filter element. The
naturally aspirated configuration draws air directly into the manifold
without forced induction assistance.
Exhaust System: Each cylinder bank has a separate cast iron exhaust
manifold. The manifolds collect exhaust gases from four cylinders each
and direct them into a single exhaust pipe. The exhaust system routes
gases through a muffler and, depending on the vehicle configuration, a
vertical exhaust stack or horizontal outlet behind the cab.
The engine is equipped with a 24V starting system. A 24V alternator
provides charging capability, and a 5.5 kW or 7.0 kW starter motor is
used for cranking. Glow plugs are not used; direct injection diesel
engines of this era rely on intake air pre-heating (grid heater) in cold
climates.
Overall Length (including fan and flywheel): 1450 mm (57.1 in).
Overall Width (across exhaust manifolds): 850 mm (33.5 in).
Overall Height (from oil pan bottom to rocker cover top): 1190 mm (46.9
in).
Dry Weight (without flywheel or accessories): 700-750 kg (1543-1653 lb).
Engine Oil Capacity (with filter): 28-32 liters (29.6-33.8 qt).
Engine Oil Specification: API CF-4, CG-4, or CH-4. SAE 15W-40 or SAE
10W-30.
Oil Change Interval: 10,000-15,000 km (6,200-9,300 mi) or 250 hours.
Oil Filter Change Interval: Every oil change.
Fuel Filter Change Interval: 10,000-15,000 km (6,200-9,300 mi) or 12
months.
Fuel Filter Water Drain: Check weekly; drain when water is present.
Coolant Capacity (engine only): 18-22 liters (19.0-23.2 qt).
Coolant Capacity (total system): 30-45 liters (31.7-47.5 qt).
Coolant Specification: Ethylene glycol-based antifreeze with corrosion
inhibitors.
Coolant Change Interval: 1000 hours or 2 years.
Valve Clearance (Intake): Intake 0.50 mm (0.0197 in).
Valve Clearance (Exhaust): 0.60 mm (0.0236 in).
Valve Clearance Adjustment Interval: 25,000 km (15,500 mi) or 500 hours.
Injection Timing (static): 12°-15° BTDC depending on variant.
Idle Speed Adjustment: Low idle 600-650 rpm; high idle 700-750 rpm (no
load).
Compression Pressure: 2.5-3.0 MPa (360-435 psi) at cranking speed.
Maximum Compression Variation Between Cylinders: 10%.
Air Cleaner Service: Replace primary element when restriction indicator
shows vacuum above 5-6 kPa.
Cylinder Head Bolts (M16 type): 285 Nm (210 lb-ft).
Cylinder Head Bolts (M14 type): 175 Nm (130 lb-ft).
Main Bearing Cap Bolts: 370 Nm (273 lb-ft).
Connecting Rod Cap Nuts: 225 Nm (166 lb-ft).
Flywheel Bolts: 315 Nm (232 lb-ft).
Crankshaft Pulley Bolt: 450 Nm (332 lb-ft).
Camshaft Drive Gear Bolt: 150 Nm (111 lb-ft).
Rocker Arm Shaft Bracket Bolts: 60 Nm (44 lb-ft).
Rocker Arm Adjustment Locknut: 25 Nm (18 lb-ft).
Intake Manifold Bolts: 35 Nm (26 lb-ft).
Exhaust Manifold Nuts: 45 Nm (33 lb-ft).
Injection Pump Drive Gear Nut: 80 Nm (59 lb-ft).
Injection Pump Mounting Nuts: 25 Nm (18 lb-ft).
Fuel Injection Nozzle Holders: 70 Nm (52 lb-ft).
High-Pressure Fuel Line Nuts: 30 Nm (22 lb-ft).
Water Pump Mounting Bolts: 30 Nm (22 lb-ft).
Oil Pan Bolts: 15 Nm (11 lb-ft).
Starter Motor Mounting Bolts: 80 Nm (59 lb-ft).
Alternator Mounting Bolts: 45 Nm (33 lb-ft).
Mitsubishi Fuso The Great (Cargo and Tractor Trucks): The primary
application for the 8DC10 engine. It was installed in various
configurations of the FT, FV, and FU-series heavy trucks from 1983 to
1996. The engine provided the power for long-distance freight haulage,
construction dump trucks, and semi-trailer tractors (FV-R series).
Mitsubishi Fuso Aero Bus (Coach): The 8DC10 engine was utilized in the
Mitsubishi Fuso Aero Bus and Aero Queen intercity coach series,
including MS7 and MS8 generation vehicles.
Mitsubishi Fuso The Great Snowplow Special Vehicles: Specialized
versions of The Great chassis (4x4 FR and 6x6 FW models) were equipped
with the 8DC10 for heavy-duty snow removal operations.
Hyundai 91A Truck (South Korea): The Hyundai Motor Company produced the
8DC10 engine under license for installation in the Hyundai 91A heavy
truck, a licensed derivative of the Mitsubishi Fuso The Great.
Industrial Stationary Applications: The 8DC10 was used in stationary
industrial power units, including generator sets (gensets), air
compressors, and irrigation pumps.
Specialty Construction Equipment: The engine was installed in various
construction machinery including cranes manufactured by Kato, Tadano,
Kobelco, and Sumitomo, as well as excavators and wheel loaders.
Marine Propulsion: Certain marine variants of the 8DC10 were used in
small to medium-sized vessels, including workboats and fishing boats.
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