Yanmar 4JH2-TE Specifications
| Engine Model: Yanmar 4JH2-TE |
| Engine Type: 4-stroke inline 4-cylinder turbocharged water-cooled diesel |
| Total Displacement: 110.9 cu.in (1.82 L) |
| Rated Engine Power: 62 Hp (45.6 kW) at 3600 rpm |
| Fuel System Type: Indirect injection |
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The Yanmar 4JH2-TE is a 4-cylinder,
turbocharged marine diesel engine from the JH series, produced from 1988
onward. This engine represents an intermediate power variant within the
4JH2 family, featuring a turbocharger without the intercooler found on
the DTE and UTE models. The TE designation indicates turbocharged
configuration with indirect injection combustion, employing a swirl
chamber design that promotes smooth operation and reduced noise compared
to direct injection engines.
The Yanmar 4JH2-TE is engineered for sailboats and power vessels where a
balance of power output and compact installation is required. This
engine drives the propeller shaft in counter-clockwise rotation when
viewed from the stern. A fresh water cooling system with a heat
exchanger provides corrosion protection for the engine block while raw
seawater cools the heat exchanger and exhaust mixing elbow.
The Yanmar 4JH2-TE follows a vertical inline 4-cylinder architecture
with a square bore-to-stroke ratio favoring higher operating speeds
suitable for marine propulsion.
Engine Type: Vertical, 4-cycle, water-cooled diesel
Combustion System: Indirect injection (swirl chamber)
Number of Cylinders: 4
Displacement: 1.817 L (110.9 cu.in)
Bore x Stroke: 82 mm x 86 mm (3.23 in x 3.39 in)
Aspiration: Turbocharged
Maximum Output (Crankshaft): 62 hp (45.6 kW) at 3600 rpm
Continuous Rating: 55 hp (40.5 kW) at 3500 rpm
Maximum Torque: 152 Nm (112 lb-ft) at 2000-2200 rpm
Cruising RPM Range: 2800-3100 rpm
Rotation Direction: Counter-clockwise (viewed from flywheel/stern)
Firing Order: 1-3-4-2
The cylinder block is constructed from high-grade cast iron with an
inline vertical configuration. The block employs parent bore cylinders
without replaceable liners, with bores precision-machined directly into
the casting. Five main bearings support the forged steel crankshaft,
with each main bearing cap secured by two bolts.
The block incorporates a side-mounted mechanical fuel injection pump
platform and a rear-mounted flywheel housing interface. Oil passages
drilled within the block supply lubricant to the camshaft bearings and
main bearing journals. The gear housing, mounted at the front of the
block, contains the timing gears for camshaft and injection pump drive.
The oil sump is fabricated from stamped steel with a drain plug location
at the lowest point.
The cylinder head is a single-piece cast iron unit with a cross-flow
port design. The overhead valve arrangement uses a camshaft mounted
within the cylinder block operating pushrods, which actuate rocker arms
pivoting on a single shaft. Each cylinder receives two valves: one
intake and one exhaust, arranged in an inline configuration.
The indirect injection combustion system incorporates a swirl chamber
within the cylinder head, where fuel mixes with swirling air before
ignition propagates into the main combustion chamber. Valve seats are
pressed-in inserts of heat-resistant alloy. Valve guides are cast iron,
pressed into the head and reamed to final diameter after installation.
Valve Clearance (cold, intake and exhaust): 0.20 mm (0.008 in).
The fuel system uses indirect injection with a mechanical in-line
injection pump. The pump is flange-mounted to the cylinder block and
gear-driven from the crankshaft. High-pressure lines of equal length
route from the pump to individual pintle-type injectors mounted in each
cylinder head. The injector opening pressure is factory-set, producing a
finely atomized spray pattern directed into the swirl chamber.
A mechanical fuel feed pump supplies fuel from the tank through a
replaceable spin-on filter. A manual priming lever on the feed pump
assists with bleeding air after filter service. The governor is
integrated into the injection pump housing, providing speed regulation
for marine propulsion duty cycles.
Injection Pressure: 196-206 bar (200-210 kgf/cm2, 2844-2986 psi).
Fuel Injection Pump Model: Mechanical in-line type with individual
plungers per cylinder.
The lubrication system is a pressurized wet-sump configuration using a
trochoid-type oil pump. This self-priming internal gear pump provides
constant oil flow proportional to engine speed. Oil is drawn through a
wire mesh strainer from the sump, passed through a full-flow spin-on
filter with a paper cartridge element, and then routed to the main oil
gallery.
The gallery distributes oil to the main bearings, connecting rod
bearings, camshaft bearings, and rocker shaft assembly. A water-cooled
oil cooler, integrated into the fresh water cooling circuit, maintains
lubricant temperature within operational limits. Piston cooling oil jets
are directed at the underside of each piston crown, managing thermal
loads under turbocharged operation. A pressure relief valve maintains
system pressure across the operating speed range.
Total Oil Capacity (with filter): 6.5 L (6.9 qt)
Oil Pressure at Rated Speed: 300-400 kPa (43-58 psi)
Oil Pressure at Idle (minimum): 100 kPa (15 psi)
Recommended Oil Grade: SAE 15W-40 or SAE 30 meeting API CD or higher
The cooling system operates as a fresh water closed-loop configuration
with a seawater-cooled heat exchanger. A belt-driven centrifugal fresh
water pump circulates coolant through the cylinder block, cylinder head,
and lubricating oil cooler. The thermostat, a wax-pellet type located in
a housing at the front of the engine, regulates coolant flow to the heat
exchanger.
The seawater circuit employs a flexible impeller pump drawing raw water
through a strainer, then routing it through the heat exchanger and
exhaust mixing elbow before discharge overboard. A separate fresh water
cooler (radiator-type heat exchanger) transfers thermal energy from the
coolant to the seawater.
Coolant Capacity (engine and heat exchanger): 7.0 L (7.4 qt)
Thermostat Opening Temperature: 71-82°C (160-180°F)
Maximum Coolant Temperature (normal operation): 95°C (203°F)
| Intake and Exhaust Systems |
Air Intake System: Dry-type replaceable paper element air cleaner. The
turbocharger is a fixed-geometry unit. Intake air passes through the
suction manifold before entering the cylinders.
Exhaust System: Cast-iron exhaust manifold feeding a water-cooled mixing
elbow. Seawater injects into the elbow to cool exhaust gases before
discharge through the exhaust hose. Maximum allowable exhaust back
pressure is limited to protect turbocharger operation.
12-volt negative ground. Starter motor is a reduction-gear type rated at
1.4 kW or 1.8 kW. Alternator output is 55 amperes standard, with an 80
ampere option available.
Cold Start Aid: Glow plug system, with one pencil-type glow plug per
cylinder mounted in the cylinder head. Preheat duration of 5-15 seconds
depending on coolant temperature.
Length: 883-906 mm (34.8-35.7 in) depending on gear configuration
Width: 561-636 mm (22.1-25.0 in)
Height: 635-689 mm (25.0-27.1 in)
Dry Weight (without gearbox): 224 kg (494 lbs)
Weight (with KM4A gear): 232 kg (511 lbs)
Oil Change Interval: 200 hours or annually under normal recreational
duty.
Oil Change Interval: 100 hours under commercial or severe operation.
Recommended Oil Grade: SAE 15W-40 or SAE 30 meeting API CD, CE, or CF.
Oil Filter Change: Replace at every oil change; Yanmar cartridge type.
Fuel Filter Element Change Interval: 200 hours or annually.
Fuel Pre-filter (water separator): Inspect and drain water every 100
hours.
Valve Clearance Inspection Interval: 200 hours.
Valve Clearance Adjustment: 0.25 mm (0.010 in) for intake or exhaust.
Coolant Change Interval: 1000 hours or 2 years.
Coolant Type: Ethylene glycol-based heavy-duty diesel antifreeze.
Seawater Impeller Replacement Interval: 200 hours or annually; inspect
at 100 hours
Thermostat Inspection: Replace every 1000 hours.
Drive Belt Inspection: Every 200 hours.
Drive Belt Replacement: Every 800 hours.
Air Cleaner Element Service: Replace every 400 hours or as indicated by
restriction.
Injector Inspection Interval: 1000 hours.
Turbocharger Inspection: 800 hours for bearing play.
Heat Exchanger Service: Clean seawater passages every 1000 hours.
Engine Zinc Anode Inspection: Replace annually or as consumed.
Cylinder Head Bolts: 40 Nm (30 lb-ft)
Connecting Rod Cap Bolts: 30 Nm (22 lb-ft)
Main Bearing Cap Bolts: 50 Nm (37 lb-ft)
Flywheel Bolts (to crankshaft flange): 45 Nm (33 lb-ft)
Flywheel Housing to Block Bolts: 35 Nm (26 lb-ft)
Camshaft Bearing Caps: 20 Nm (15 lb-ft)
Injector Clamp Nuts: 15 Nm (11 lb-ft)
High-pressure Fuel Line Fittings (pump end): 20 Nm (15 lb-ft)
High-pressure Fuel Line Fittings (injector end): 20 Nm (15 lb-ft)
Valve Cover Bolts: 8 Nm (6 lb-ft)
Oil Pan Bolts: 12 Nm (9 lb-ft)
Oil Drain Plug: 35 Nm (26 lb-ft)
Thermostat Housing Bolts: 10 Nm (7 lb-ft)
Intake Manifold Bolts: 15 Nm (11 lb-ft)
Exhaust Manifold Nuts: 20 Nm (15 lb-ft)
Turbocharger Mounting Nuts: 25 Nm (18 lb-ft)
Front Crankshaft Pulley Bolt: 120 Nm (89 lb-ft)
Rocker Shaft Bracket Nuts: 15 Nm (11 lb-ft)
Injection Pump Mounting Nuts: 20 Nm (15 lb-ft)
Glow Plug (in cylinder head): 12 Nm (9 lb-ft)
0The Yanmar 4JH2-TE serves in marine propulsion applications, primarily
for recreational and light commercial vessels.
Sailboats: Primary propulsion for cruising sailboats in the 35-45 foot
(10.7-13.7 m) range. The engine provides 62 hp at 3600 rpm suitable for
auxiliary power under adverse conditions. Documented installations
include the J Boats J/47 from 1991.
Power Vessels: Small motor yachts, trawlers, and express cruisers
requiring compact diesel power. The fresh water cooling system with heat
exchanger permits operation in saltwater environments without block
corrosion.
Marine Gear Configurations: Available with KM4A down-angle gear (2.14,
2.63, or 3.30 reduction ratios) or KBW20/KBW21 gears.
Commercial Applications: Small workboats, pilot boats, and passenger
vessels up to 40 feet (12.2 m) where Yanmar service network availability
is required.
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