Mitsubishi D04FR-TAA Specifications
| Engine Model: Mitsubishi D04FR-TAA |
| Engine Type: 4-cycle inline 4-cylinder turbocharged liquid-cooled diesel |
| Total Displacement: 259.3 cu.in (4.25 L) |
| Rated Engine Power: 99 Hp (74 kW) at 2000 rpm |
| Fuel System Type: Common rail fuel injection |
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The Mitsubishi D04FR-TAA is a durable and
electronically managed diesel power plant engineered for consistent
performance in construction machinery applications. This engine
represents a specific power rating variant within the established D04
engine platform, sharing core architecture with related models but
calibrated for distinct operational requirements. It is a 4.249-liter,
four-cylinder, turbocharged and aftercooled diesel engine that employs a
high-pressure common rail fuel injection system for precise combustion
control.
Designed to meet intermediate emission tier regulations, it balances
power output with mechanical robustness and serviceability. Key
integrated features support machine reliability, including an automatic
engine overheat prevention system that engages a protective power
reduction, and an anti-restart function that safeguards the engine
during post-operation cooling. Its design emphasizes dependable torque
delivery and operational longevity in the demanding environments of
excavators and similar equipment.
Manufacturer: Mitsubishi Heavy Industries, Ltd.
Engine Model: D04FR-TAA.
Engine Type: 4-cycle, water-cooled, vertical inline, direct injection
diesel.
Aspiration: Turbocharged with air-to-air aftercooler (TAA).
Emission Compliance: Conforms to US EPA Tier 3 and EU Stage IIIA
regulations.
Management System: Electronic Engine Control Unit (ECU).
Number of Cylinders: 4.
Bore: 102 mm (4.016 in).
Stroke: 130 mm (5.118 in).
Displacement: 4.249 L (4249 cc) (259.3 cu in).
Compression Ratio: 17.5:1.
Firing Order: 1-3-4-2.
Rotation Direction: Counter-clockwise when viewed from the flywheel
side.
Maximum Gross Power Output: 74 kW (99 hp) at 2,000 rpm.
Maximum Gross Torque: 392 Nm (289 lb-ft) at 1,600 rpm.
Rated Speed: 2,000 rpm.
Low Idle Speed: 800 ±50 rpm.
High Idle Speed: 2,150 ±50 rpm.
The cylinder block is a rigid, single-piece casting manufactured from
high-strength gray iron. Its deep-skirt design contributes significantly
to overall structural stiffness, reducing vibration and noise emissions.
The cylinder bores are precision-honed and fitted with individual,
replaceable dry-type cylinder liners. These liners are constructed from
wear-resistant cast iron alloy. The crankshaft is a forged steel
component supported by five main bearing caps, which are cross-bolted
for increased block rigidity and bearing stability under high load.
Connecting rods are forged from steel in an I-beam configuration,
incorporating replaceable precision bearing shells at both the crankpin
and piston pin ends. Pistons are manufactured from aluminum alloy with a
toroidal combustion bowl design optimized for direct injection. Each
piston assembly carries three rings: two chrome-plated compression rings
and a single, multi-piece oil control ring.
A single-piece cast iron cylinder head is employed, secured by multiple
bolts per cylinder. The head utilizes a crossflow port arrangement. Each
cylinder is served by one large intake valve and one exhaust valve.
Valve seat inserts are manufactured from hardened material for wear
resistance. The valve train is actuated by a single overhead camshaft
(SOHC) driven via a gear train from the crankshaft.
The camshaft directly operates roller-type rocker arms, which in turn
actuate the valves. This roller follower design minimizes friction
losses within the valve train. Valve clearance is set and maintained by
screw-type adjusters and locknuts located on the rocker arms, requiring
periodic manual inspection and adjustment.
The engine is equipped with a high-pressure common rail fuel injection
system under full electronic control. The system's major components are
a high-pressure fuel supply pump, a common fuel rail (accumulator),
solenoid-operated fuel injectors, and the central Engine Control Unit
(ECU). The supply pump generates system pressure independently of
immediate engine speed demands. Fuel is stored at a constant high
pressure within the common rail and is distributed to each injector via
short high-pressure lines.
The ECU determines precise injection timing, duration, and pressure
based on inputs from multiple engine sensors. This enables multiple
pilot and main injection events per combustion cycle, optimizing power,
reducing noise, and improving fuel efficiency. A manual priming pump is
integrated into the low-pressure fuel circuit for system bleeding after
service. Use of clean, low-sulfur diesel fuel meeting relevant standards
is mandatory for proper system operation and longevity.
A forced-feed, full-flow wet sump lubrication system is utilized. A
gear-type oil pump, driven directly from the crankshaft, draws oil from
the sump through a pickup tube and screen. The oil is pressurized and
then forced through a full-flow, spin-on type oil filter. Filtered oil
enters the main gallery in the cylinder block, supplying the crankshaft
main and connecting rod bearings, the camshaft bearings, and the valve
train components.
Dedicated piston cooling jets spray a stream of oil onto the underside
of each piston crown for critical temperature management. A pressure
sensor monitors lubricant pressure, providing a signal to the ECU and a
warning gauge. The specified engine oil is API CF-4 grade or higher.
Total lubricant capacity, including the oil filter, measures 13.5 liters
(14.3 US qt). The oil pan is a stamped steel component.
Cooling is provided by a pressurized, pump-driven liquid system. A
centrifugal water pump circulates coolant through the engine block,
cylinder head, and external radiator. Coolant flow is regulated by a
wax-pellet type thermostat. Heat rejection occurs through a tube-and-fin
radiator equipped with a suction-type fan. A separate circuit cools the
intake charge in the air-to-air aftercooler (ATAAC), which is mounted in
the machine's cooling package.
The system requires a 50/50 mixture of ethylene-glycol antifreeze and
deionized water. Total system capacity is 18 liters (19 US qt),
including engine and machine-side components. The ECU-integrated
automatic overheat prevention system activates a power derate or warning
when coolant temperature surpasses a predetermined threshold, generally
around 106°C (223°F).
| Intake and Exhaust Systems |
Intake System: Comprises an air cleaner, turbocharger, intake piping,
and the air-to-air aftercooler (ATAAC). The turbocharger incorporates a
wastegate mechanism for controlled boost pressure.
Exhaust System: Features an exhaust manifold that directs gases into the
turbocharger turbine housing. After exiting the turbocharger, exhaust
gas flows through a flexible connection to the machine's exhaust
silencer.
Electrical System: Operates on a 12V electrical system. A 12V
alternator, with amperage output sized for the application, charges the
battery. The starting motor is a 12V unit. A suite of sensors, including
those for coolant temperature, oil pressure, boost pressure, crankshaft
position, and camshaft position, provide essential data to the ECU for
engine management.
Length (Front Face of Block to Flywheel Housing): 740 mm (29.13 in).
Width (Overall): 680 mm (26.77 in).
Height (Overall, from sump to valve cover): 780 mm (30.71 in).
Dry Weight (including standard accessories): 375 kg (827 lb).
Engine Oil Change: Every 500 operating hours. Oil Filter Replacement:
Every 500 operating hours, synchronized with oil change. Fuel Filter
Replacement: Every 500 operating hours. Air Cleaner Element Service:
Visual inspection every 250 hours; replace or clean as dictated by the
restriction indicator. Valve Clearance Adjustment: Check and adjust, if
necessary, every 1,000 operating hours.
Coolant Replacement: Drain, flush, and refill every 2,000 operating
hours or every two years, whichever occurs first. Fan Belt Tension
Check/Adjustment: Inspect and adjust tension every 500 hours; replace
the belt upon signs of wear, cracking, or glazing. Fuel Injection System
Inspection: Have injector performance verified by a qualified technician
every 3,000 operating hours.
Cylinder Head Bolts: Tighten in the specified multi-stage sequence:
initial torque to 88 Nm (65 lb-ft), followed by a final tightening of an
additional 90-degree angle turn.
Main Bearing Cap Bolts: 98 Nm (72 lb-ft) plus an additional 60-degree
turn.
Connecting Rod Cap Bolts: 88 Nm (65 lb-ft) plus an additional 60-degree
turn.
Flywheel to Crankshaft Bolts: 137 Nm (101 lb-ft).
Fuel Injection Nozzle Holder (Injector): 59 Nm (44 lb-ft).
Oil Pan Drain Plug: 44 Nm (32 lb-ft).
Oil Filter Cartridge: 18 Nm (13 lb-ft) after the sealing gasket makes
contact with the base.
Glow Plugs (if equipped): 15 Nm (11 lb-ft).
The Mitsubishi D04FR-TAA engine is principally installed as the prime
mover in a specific range of mid-sized construction equipment. Its main
application is found in: Hyundai Robex 210LC-3, 210LC-3A, and 215LC-3
excavators. Select Hyundai 210W-3 and 215W-3 wheeled excavator models.
Certain models of Hyundai material handlers and fixed industrial power
units may also utilize this engine variant. It serves as a direct power
source for hydraulic systems in these machines, providing the necessary
power and torque characteristics for digging, lifting, and travel
functions.
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