Mitsubishi D06FRC-TAA Specifications
| Engine Model: Mitsubishi D06FRC-TAA |
| Engine Type: 4-cycle inline 6-cylinder turbocharged liquid-cooled diesel |
| Total Displacement: 389 cu.in (6.37 L) |
| Rated Engine Power: 157 Hp (117 kW) at 1800 rpm |
| Fuel System Type: Common rail fuel injection |
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The Mitsubishi D06FRC-TAA is a robust,
inline-six cylinder diesel engine engineered for demanding industrial
and construction machinery applications. This 6.373-liter power plant
leverages a proven design with modern enhancements to deliver reliable
power and substantial torque output. Its core architecture features
turbocharging with an air-to-air aftercooler (TAA), significantly
increasing charge air density and improving overall thermal efficiency
and power density.
Employing a high-pressure common rail fuel system, this engine achieves
precise fuel metering and enhanced combustion control, contributing to
stable performance across its operational range. Designed for durability
in harsh environments, the engine exhibits a balanced design focused on
serviceability and long-term reliability. It is a common and favored
power source in heavy excavators, where consistent power delivery and
low-speed torque are critical for hydraulic system demands.
Manufacturer: Mitsubishi Heavy Industries, Ltd.
Engine Model: D06FRC-TAA.
Engine Type: 4-cycle, water-cooled, vertical inline, direct injection
diesel.
Aspiration: Turbocharged with air-to-air aftercooler (TAA).
Emission Compliance: Conforms to EU Stage IIIA / US EPA Tier 3
equivalent standards.
Management System: Electronically controlled common rail system.
Number of Cylinders: 6.
Bore: 102 mm (4.016 in).
Stroke: 130 mm (5.118 in).
Displacement: 6.373 L (6373 cc) (389.0 cu in).
Compression Ratio: 17.0:1.
Firing Order: 1-5-3-6-2-4.
Rotation Direction: Counter-clockwise when viewed from the flywheel
side.
Maximum Gross Power Output: 117 kW (157 hp) at 1,800 rpm.
Maximum Gross Torque: 657 Nm (485 lb-ft) at 1,400 rpm.
Rated Speed: 1,800 rpm.
Low Idle Speed: 750 ±50 rpm.
High Idle Speed: 1,950 ±50 rpm.
The cylinder block is a single, heavily ribbed casting manufactured from
high-strength gray iron. This design provides exceptional rigidity,
minimizing distortion and vibration under high cylinder pressures. The
block incorporates integral cylinder bores, precision-honed without
separate liners, promoting effective heat transfer from the cylinder
walls to the coolant passages. The crankshaft is a forged steel
component supported by seven main bearings, ensuring stable rotation and
extended bearing life under substantial loads.
Connecting rods are forged from alloy steel in a conventional I-beam
design, fitted with replaceable precision bearing inserts at both the
crankpin and piston pin ends. Pistons are constructed from aluminum
alloy with a toroidal combustion bowl designed for optimal air-fuel
mixing in the direct injection environment. Each piston assembly is
equipped with three rings: two chrome-plated compression rings and a
three-piece oil control ring.
A single-piece cast iron cylinder head is utilized for each bank of
cylinders. The head is secured with multiple high-tensile bolts per
cylinder. It features a crossflow port arrangement with two intake
valves and two exhaust valves per cylinder. This multi-valve
configuration optimizes airflow for improved volumetric efficiency and
combustion. Valve seat inserts are manufactured from hardened,
wear-resistant material.
The valve train is actuated by a single overhead camshaft (SOHC) per
cylinder head, driven by a gear train from the crankshaft. The camshaft
operates the valves via direct-acting tappets or through rocker arms,
depending on specific build configuration. Valve clearance is maintained
through the use of select-fit shims located under the tappets or via
adjustable rocker arms, requiring periodic inspection and adjustment.
This engine is equipped with an electronically controlled, high-pressure
common rail fuel injection system (CRS). The system comprises a
high-pressure fuel supply pump, a common rail (a high-pressure
accumulator), solenoid-operated fuel injectors, and an Engine Control
Unit (ECU). The supply pump generates system pressure that is maintained
in the common rail, independent of engine speed and injection timing.
The ECU, processing data from various sensors, commands each injector to
deliver precise amounts of fuel at exact moments. This allows for
multiple injection events - pilot, main, and post - within a single
combustion cycle, which reduces noise, lowers emissions, and improves
fuel economy. The system mandates the use of clean, low-sulfur diesel
fuel. Primary and secondary fuel filters with water separators are
essential system components.
The lubrication system is a full-pressure, wet-sump design. A gear-type
oil pump, driven from the crankshaft, draws oil from the sump through a
screened pickup tube. Pressurized oil is routed through a full-flow,
spin-on type oil filter before entering the main oil gallery in the
block.
From this gallery, oil is distributed to the crankshaft main and
connecting rod bearings, the camshaft bearings, the valve train, and the
turbocharger center section. Piston cooling is achieved through
dedicated jet nozzles that spray oil onto the underside of each piston
crown. The recommended engine oil is API CF-4 grade or superior. Total
oil capacity, including the filter and oil cooler circuit, is 22 liters
(23.2 US qt).
Cooling is managed by a pressurized, pump-circulated liquid system. A
centrifugal water pump, gear-driven from the front of the engine,
circulates coolant. A wax-pellet type thermostat regulates coolant
temperature by controlling flow to the radiator. The system incorporates
an air-to-air aftercooler (ATAAC) for cooling the turbocharged intake
charge, which is mounted within the machine’s main cooling module.
A separate engine oil cooler, often plate-type, is integrated into the
coolant circuit. The cooling system requires a 50/50 mixture of
ethylene-glycol antifreeze and deionized water. Total system capacity,
including all external radiators and piping, is 28 liters (29.6 US qt).
| Intake and Exhaust Systems |
Intake System: Consists of an air cleaner, turbocharger, intake piping,
and the air-to-air aftercooler (ATAAC). The turbocharger is a
wastegate-controlled unit for managing boost pressure.
Exhaust System: Comprises an exhaust manifold that channels gas to the
turbocharger turbine. After exiting the turbocharger, exhaust flows
through a downpipe to the machine’s exhaust after-treatment or silencer.
Electrical System: Generally operates on a 24V system for starting, with
a 24V starter motor and a 24V alternator. A 12V circuit may be present
for machine controls. A comprehensive sensor suite (coolant temperature,
oil pressure, boost pressure, crankshaft/camshaft position) feeds the
ECU.
Length (Front Face of Vibration Damper to Flywheel Housing): 1,185 mm
(46.65 in).
Width (Overall, at widest point): 710 mm (27.95 in).
Height (Overall, from sump to valve cover): 935 mm (36.81 in).
Dry Weight (with standard accessories): 570 kg (1,257 lb).
Engine Oil Change: Every 500 operating hours. Oil Filter Replacement:
Every 500 operating hours, concurrent with oil change. Fuel Filter
Replacement: Replace primary and secondary fuel filter elements every
500 hours. Air Cleaner Element Service: Inspect restriction indicator
daily; clean or replace element as indicated. Valve Clearance
Adjustment: Check and adjust, if required, every 1,000 operating hours.
Coolant Replacement: Drain, flush, and refill with new coolant every
2,000 operating hours or every two years. Fan Belt Tension Check:
Inspect and adjust tension every 500 hours; replace belts showing wear
or cracks. Fuel Injection System Inspection: Have injector flow rates
and spray patterns checked by a specialist every 3,000 hours.
Cylinder Head Bolts: Tighten in a specified multi-step angular sequence.
Initial torque to 110 Nm (81 lb-ft), followed by a final tightening of
an additional 90-degree turn.
Main Bearing Cap Bolts: 140 Nm (103 lb-ft) plus an additional 60-degree
turn.
Connecting Rod Cap Bolts: 120 Nm (89 lb-ft) plus an additional 60-degree
turn.
Flywheel to Crankshaft Bolts: 200 Nm (148 lb-ft).
Fuel Injector Hold-down Clamp Bolt: 25 Nm (18 lb-ft).
Oil Pan Drain Plug: 59 Nm (44 lb-ft).
Oil Filter Cartridge: 25 Nm (18 lb-ft) after gasket contact.
The Mitsubishi D06FRC-TAA engine is a prevalent power source in a
specific class of heavy construction machinery, notably in excavators
manufactured by Sany Heavy Industry. Common equipment applications
include: Sany SY245H, SY265C, and SY305H excavators. Sany SR165C10,
SR200C10, and SR250C10 rotary drilling rigs.
Sany SCC650A, SCC800C crawler crane carriers. Various other Sany
construction machinery models within the 20 to 30-ton operational weight
range. This engine may also be found as a power generator prime mover in
certain industrial and mobile generator set applications.
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