Yanmar 4JH110 Specifications
| Engine Model: Yanmar 4JH110 |
| Engine Type: 4-stroke inline 4-cylinder turbocharged water-cooled diesel |
| Total Displacement: 122 cu.in (1.99 L) |
| Rated Engine Power: 110 Hp (80.9 kW) at 3200 rpm |
| Fuel System Type: Common rail direct injection |
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The Yanmar 4JH110 is a 2.0-liter, turbocharged
and intercooled inline-four marine diesel engine produced by Yanmar Co.,
Ltd. as the flagship of the JH-CR (Common Rail) series. This engine was
introduced around 2015 as part of Yanmar’s response to stringent EPA
Tier 3 emissions regulations for marine engines. The Yanmar 4JH110
represents a significant technological advancement over previous
JH-series engines, utilizing a Bosch common rail fuel system with full
electronic control to achieve a balance of high power output, fuel
efficiency, and low emissions in a compact package.
The engine features a cast iron cylinder block, direct injection
combustion with common rail technology, and a freshwater cooling system
with a heat exchanger. The turbocharged and intercooled induction system
provides substantial power density for the engine's displacement,
delivering 110 horsepower at 3,200 rpm. The common rail system reduces
particulate emissions by 40 percent and nitrogen oxide emissions by 20
percent compared to previous technologies. The Yanmar 4JH110 is approved
for hydrogenated vegetable oil (HVO) fuel, supporting sustainable
boating operations.
Engine Type: Inline-4, four-stroke, vertical, water-cooled diesel.
Displacement: 1.995 L (122 cu.in).
Bore and Stroke: 84.0 mm x 90.0 mm (3.31 in x 3.54 in).
Compression Ratio: Data not specified in search results.
Combustion System: Direct injection, Bosch Common Rail System.
Aspiration: Turbocharged with intercooler (air-to-air or air-to-water
aftercooling).
Firing Order: Data not specified in search results.
Maximum Output (Crankshaft): 80.9 kW (110 hp) at 3,200 rpm.
Continuous Rating (Propeller Shaft): 73.6 kW (100 hp) at 3,100 rpm.
Maximum Torque: 300 Nm (30.6 kg-m / 221 lb-ft) at 1,800-2,200 rpm.
Idle Speed: 750 rpm.
Direction of Rotation: Counterclockwise when viewed from the flywheel
(stern).
The cylinder block is constructed from high-strength cast iron,
providing the rigidity and vibration damping required for sustained
marine diesel operation. The block incorporates five main bearing
bulkheads supporting a forged steel crankshaft. The engine uses a
replaceable wet-type cylinder liner design, a significant advantage for
marine applications where in-boat overhaul capability reduces haul-out
costs and downtime.
The block includes cast water jacket passages surrounding each cylinder
liner for uniform coolant distribution and thermal management. The
maximum allowable rake (inclination) angle for installation is 7
degrees, with some marine gear permitting 0 degrees. The block also
features integral engine mounting feet with flexible mounts to isolate
the hull from engine vibrations.
The cylinder head is a single-piece cast iron unit that houses the
direct injection combustion chambers. Cast iron construction provides
the thermal mass and durability required for sustained marine diesel
operation. The head incorporates individual injector bores positioned
centrally above each piston for optimal fuel spray distribution from the
common rail injectors. The valve arrangement follows a parallel or
slightly inclined layout.
The valvetrain operates on an overhead valve (OHV) configuration with
pushrods and rocker arms. The camshaft is located within the cylinder
block and driven by a gear train from the crankshaft. Each cylinder
receives two valves: one intake and one exhaust. Hardened valve seat
inserts are pressed into the cylinder head and machined to precise
angles for positive sealing against diesel combustion pressures.
The rocker arm assembly is supported on a single shaft running the
length of the cylinder head. Individual screw-type adjusters with
locking nuts provide precise valve lash adjustment. The valve cover is a
stamped steel or cast aluminum component sealed by a gasket.
The fuel system employs a Bosch common rail direct injection system, a
significant technological advancement over mechanical injection systems.
The system includes a high-pressure supply pump driven by the engine
gear train, a common rail accumulator mounted on the engine, and four
electronically controlled injectors. The engine-mounted ECU (Engine
Control Unit) controls the amount of fuel delivered, injection timing,
and the number of injection events per cycle. Maximum injection pressure
reaches 160 MPa (23,200 psi).
The common rail system enables multiple injection strategies: pilot
injection for reduced combustion noise and smooth operation, main
injection for power delivery, and post-injection for exhaust
aftertreatment management. This precise electronic control results in
reduced smoke and odor during operation, lower fuel consumption, higher
torque output, and reduced noise compared to mechanically injected
engines. A fuel pre-filter with an integrated water separator is mounted
between the fuel tank and the supply pump.
The lubrication system is a fully pressurized, forced lubrication design
using a trochoid-type oil pump. The pump draws oil through a screened
pickup tube and delivers it to a full-flow spin-on oil filter. The
system includes an oil cooler to maintain oil temperature within design
limits under sustained high-load marine operation.
From the filter, oil circulates through main oil galleries drilled
longitudinally through the block, supplying the crankshaft main
bearings, connecting rod bearings, camshaft bearings, and the valve
train components. Oil capacity with filter change is 7.0 L (7.4 US qt)
total. The effective oil capacity (difference between dipstick maximum
and minimum marks) is 2.4 L (2.5 US qt). A separate reservoir holds an
additional 0.8 L (0.85 US qt) in some configurations.
The cooling system is an indirect freshwater (coolant) cooling design
with a tubular heat exchanger. This system configuration isolates the
engine's internal coolant circuit from the seawater environment,
reducing corrosion and scale formation within the engine. Freshwater
coolant circulates through the engine block, cylinder head, and the
freshwater side of the heat exchanger.
Seawater, circulated by a gear-driven raw water pump mounted either at
the rear or front of the engine, passes through the seawater side of the
heat exchanger to remove heat from the freshwater circuit. A belt-driven
freshwater circulation pump moves coolant within the closed circuit. A
wax-type thermostat maintains engine operating temperature within the
designed range. The system includes a fresh water expansion tank for
coolant expansion and air bleeding. Coolant capacity for the engine and
heat exchanger is 8.4 L (8.9 US qt).
| Intake and Exhaust Systems |
Air Intake System: The turbocharger compresses intake air before it
passes through the intercooler (aftercooler), which reduces the
temperature of the compressed air to increase its density for improved
combustion efficiency. A dry-type air cleaner with a replaceable paper
filter element is mounted on the intake side.
Exhaust System: The engine includes a water-cooled exhaust mixing elbow
(L-type as standard, high-riser U-type optional). The elbow injects
seawater into the exhaust stream, cooling the gases to a temperature
safe for flexible rubber exhaust hose and underwater discharge. The
engine meets RCD 2, EPA Tier 3, EPA Tier 3C, BSO II, EMC, and SOLAS
certification standards.
The engine uses a 12-volt electrical system with negative ground. A
12-volt, 1.4 kW starter motor engages the flywheel ring gear for engine
cranking. The standard alternator is a 12V-125A unit. An optional
secondary alternator is available in 12V-125A or 24V-60A configurations
for vessels with high electrical demands.
Control System: The engine features full electronic control through an
ECU. Controls are available in mechanical configuration with a throttle
sensor, or optional VC20/VC30 Vessel Control System providing NMEA 2000
connectivity for displaying engine data on navigation screens. The
system offers dedicated control modes for all Yanmar control system
functions.
Timing System: The camshaft and injection pump are driven by a gear
train at the front of the engine, providing precise timing without belt
or chain replacement concerns.
Propeller Rotation: The KM4A2 and KMH4A marine gears provide clockwise
or counterclockwise propeller shaft rotation as required (bi-rotation
capability).
Transmission Options: The 4JH110 is compatible with multiple
transmission configurations including the KM4A2, KMH4A, ZF30M, ZF25A,
and the SD15 saildrive.
Overall length ranges from 787 mm (31.0 in) for bobtail configuration to
925 mm (36.4 in) for the ZF30M marine gear. The standard configuration
with KM4A2 gear has an overall length of 909 mm (35.8 in). Overall width
is 613 mm (24.1 in). Overall height is 675 mm (26.6 in).
Dry weight varies with the attached transmission. The bobtail (no gear)
configuration weighs 224 kg (494 lb). The KM4A2 configuration weighs 257
kg (566 lb). The KMH4A configuration weighs 256 kg (564 lb). The ZF30M
configuration weighs 249 kg (549 lb). The standard quoted dry weight
without gear is 229 kg (505 lb).
Engine Oil Capacity: Total 7.0 L (7.4 US qt) with filter.
Effective oil capacity (dipstick range) 2.4 L (2.5 US qt).
Recommended Oil Viscosity: Yanmar genuine oil or SAE 15W-40.
Oil Change Interval: 250-500 operating hours.
Coolant Capacity: 8.4 L (8.9 US qt) for engine and heat exchanger
combined.
Coolant Type: Ethylene glycol antifreeze for diesel engines.
Valve Clearance (Cold Engine): Intake and Exhaust: 0.20 mm (0.008 in).
Fuel Injection Pressure: Variable up to 160 MPa (23,200 psi) maximum.
Fuel Type: Diesel conforming to EN 590 or ASTM D975. HVO-approved.
Idle Speed: 750 rpm.
Rated Speed Range: 3,100-3,200 rpm depending on load condition.
Fuel Filter Replacement Interval: 250-500 operating hours.
Raw Water Pump Impeller Replacement: Every 500 operating hours or
annually.
Heat Exchanger Service: Clean seawater side every 500-1,000 operating
hours.
Valve Clearance Adjustment Interval: Every 500-1,000 operating hours.
Injector Inspection Interval: Every 1,000 operating hours.
Cylinder Head Bolts: 65 lb-ft (88 Nm).
Connecting Rod Bolts: 36-40 lb-ft (49-54 Nm).
Main Bearing Cap Bolts: 80-83 lb-ft (108-112 Nm).
Flywheel Bolts: 69-76 lb-ft (93-103 Nm).
Rocker Arm Shaft Bracket Bolts: 18-22 lb-ft (24-30 Nm).
Intake Manifold Nuts: 18-22 lb-ft (24-30 Nm).
Exhaust Manifold Nuts: 18-22 lb-ft (24-30 Nm).
Injector Hold-Down Clamp Bolts: 18-22 lb-ft (24-30 Nm).
Injection Pump Mounting Nuts: 15-18 lb-ft (20-24 Nm).
Oil Pan Bolts: 7-9 lb-ft (10-12 Nm).
Valve Cover Bolts: 4-5 lb-ft (5-7 Nm).
Water Pump Mounting Bolts: 14-18 lb-ft (19-24 Nm).
Starter Motor Mounting Bolts: 25-30 lb-ft (34-41 Nm).
Alternator Mounting Bolts: 25-30 lb-ft (34-41 Nm).
Engine Mounting Bolts: 50-60 lb-ft (68-81 Nm).
The Yanmar 4JH110 engine is primarily installed in marine vessels across
the recreational sailing and powerboat segments.
Sailing Yachts: The 4JH110 is a popular auxiliary powerplant for
mid-sized to large cruising sailboats between 45-60 ft (14-18 m) in
length. The engine is selected as standard equipment for the Oyster 495,
Oyster 565, and Oyster 595 yachts, where it is coupled to the SD15
saildrive and VC20 Vessel Control System. Former Formula 1 team owner
Eddie Jordan's Oyster 495 "Tuga" is powered by twin 4JH110 engines.
Motor Cruisers: Small to mid-sized motor cruisers and trawlers use the
4JH110 for its fuel efficiency, quiet operation, and low emissions.
Catamarans: The 4JH110 is used in catamaran applications, often in
twin-engine configurations with SD15 saildrives.
Powerboats: Planning craft and semi-displacement vessels benefit from
the engine's high power-to-weight ratio.
Transmission Configurations: Shaft Drive (KM4A2, KMH4A, ZF30M, ZF25A):
Conventional marine gears mounted to the engine flywheel housing,
driving a propeller shaft. Saildrive (SD15): A compact lower drive unit
that mounts through the vessel's hull, reducing shaft angle and
improving propeller efficiency. The SD15 provides low vibration, low
noise, and excellent hydrodynamic efficiency.
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