6136CG550

6136CG550

  • 6136CG550
  • PowerTech™ PSS
  • Standby: 505 kW (677 hp) @ 1500-1800 rpm
  • Prime: 460 kW (616 hp) @ 1500-1800 rpm

    Specifications

    Emissions Certifications

    EPA Final Tier 4 / EU Stage V engines 

    General engine data

    Model6136CG550
    Number of cylinders6
    Displacement-- L (cu in)13.55 (827)
    Bore and Stroke-- mm (in)132 x 165 (5.2 x 6.5)
    Compression Ratio15.9:1
    Engine TypeIn-line, 6-cycle
    AspirationTurbocharged
    Length - mm (in)1498 (58)* *Engine length without fan drive
    Width-- mm (in)890 (35)
    Height-- mm (in)1367 (54)
    Weight, dry - kg (lb)1521 (3353)

    ATD

    DOC/DPF/SCRSize 7

    Performance data range

    Rated power391-510 kW (525-684 hp) @ 2100 rpm
    Peak power421-513 (565-688) @ 1700-1900 rpm
    Application ratingContinuous, Heavy Duty, Intermittent
    Peak torque2495-3050 nM (1840-2250 lb-ft) @ 1550 rpm
    Power bulgeup to 7%
    Torque riseup to 40%

    Features

    • John Deere has billions of hours of field experience with off-highway diesel engine technologies and launched many of its engines ahead of EPA and EU deadlines, and is ready to meet Stage V emissions regulations using our proven diesel particulate filter (DPF) solutions. In most cases, OEM customers currently using a John Deere engine with a diesel particulate filter (DPF) won’t have to re-engineer machine design to meet the requirements of Stage V regulations. Our engineers continue to employ a global network of technical resources and the latest technology to lower emissions while improving performance and fluid efficiency.

    • Air is first drawn into the low-pressure turbocharger and compressed to a higher pressure. The compressed air is then drawn into the high-pressure turbocharger, where the air is further compressed. The high-pressure air is then routed through a charge air cooler and into the engine's intake manifold. By splitting the work between two turbochargers, both can operate at peak efficiency and at slower rotating speeds — lowering stress on turbocharger components and improving reliability. Series turbocharging delivers more boost pressure than single turbocharger configurations, which results in higher power density, improved low-speed torque, and improved high altitude operation.

    • 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.

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

    • John Deere engines feature an SCR system that utilizes a urea-based additive, sometimes referred to as diesel exhaust fluid (DEF) to meet Stage V emission standards. A chemical reaction in the SCR catalyst converts urea and NOx emissions into nitrogen and water vapor.

    • The HPCR fuel system provides variable common-rail pressure and high injection pressures. It also controls fuel injection timing and provides precise control for the start, duration, and end of injection.

    • 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.

    • The 4-valve cylinder head provides excellent airflow resulting in excellent low-speed torque and transient response.

    • Lower installed cost

    • Faster engine control unit (ECU) manages both the engine and the exhaust filter

    • Replaceable (wet) cylinder liners

    • Engine-mounted fuel filter