6068HFC086.8L Industrial Diesel Engine

• John Deere is ready to work, ready to generate, and ready to run with engines meeting EU Stage V emissions regulations. This means OEM customers currently using a John Deere engine with a diesel particulate filter (DPF) won’t have to re-engineer their machines to meet the requirements of Stage V regulations. John Deere has been using DPF technology since Interim Tier 4/Stage III B and is well positioned to help customers transition to the EU’s Stage V standard. We have extensive experience with the development and integration of DPFs in both John Deere and OEM equipment, with more than 425 million DPF hours in the field.*

* Data compiled September 2016

• Varies exhaust pressure based on load and speed to ensure proper EGR flow. The combination of the cooled EGR and VGT provide low-speed torque, quicker transient response, higher-peak torque, and world-class fuel economy.

• EGR cools and mixes measured amounts of cooled exhaust gas with incoming fresh air to lower peak combustion temperatures, thereby reducing Nox.

• These engines utilize a catalyzed exhaust filter that contains a diesel oxidation catalyst (DOC) and a diesel particulate filter (DPF). The DOC reacts with exhaust gases to reduce carbon monoxide, hydrocarbons, and some particulate matter (PM). The downstream DPF traps and holds the remaining PM. Trapped particles are oxidized within the DPF through a continuous cleaning process called passive regeneration. Passive regeneration occurs during normal operating conditions when heat from the exhaust stream and catalysts within the exhaust filter trigger the oxidation of the trapped PM. If passive regeneration cannot be achieved due to low temperature, load, or speed, then PM is removed using active regeneration — an automatic cleaning process controlled by the exhaust temperature management system. Engines below 130 kW (174 hp) use an in-cylinder dosing system for active regeneration, while larger engines use an external dosing system.

• John Deere engines feature an SCR system that utilizes a urea-based additive, sometimes referred to as diesel exhaust fluid (DEF). The ammonia in the urea mixes with engine exhaust gases in the SCR catalyst to reduce NOx — converting it to nitrogen and water vapor.

• The HPCR fuel system provides variable common-rail pressure and higher injection pressures up to 2,500 bar (36,000 psi). It also controls fuel injection timing and provides precise control for the start, duration, and end of injection.

• The 4-valve cylinder head provides excellent airflow resulting in greater low-speed torque and better transient response time by utilizing a cross-flow design.

• This is the most efficient method of cooling intake air to help reduce engine emissions while maintaining low-speed torque, transient response time, and peak torque. It enables an engine to meet emissions regulations with better fuel economy and the lowest installed costs.

• Lower installed cost
• Mounting points are the same as previous models

• Multiple rated speeds to further reduce noise and improve fuel economy
• Low-speed (1000 rpm) torque equal to or better than Tier 4/Stage III B
• Optional power bulge equal to or better than Tier 4/Stage III B

• Faster engine control unit (ECU) manages both the engine and the aftertreament system
• Four times the memory, twice the RAM and double the processing speed
• The input/output capability has increased 40%
• Premium software option integrates with equipment or vehicles to reduce engineering and installation costs

• Glow plugs
• Gear-driven auxiliary drives
• 500-hour oil change
• Self-adjusting poly-vee fan drive
• Optional factory installed variable-speed fan drive improves fuel economy and reduces noise levels
• R.H. and L.H. engine-mounted final fuel filters
• Aluminum piston with integrated oil cooled gallery
• Low-pressure fuel system with electrical transfer pump and "auto-prime" feature