• 3029HG530
  • PowerTech™ EWX
  • Standby: 36-55 kW (48-74 hp)
    @ 1500-1800 rpm
  • Prime: 33-50 kW (44-67 hp)
    @ 1500-1800 rpm
  • Dual frequency available


Emissions Certifications

EPA Final Tier 4 / EU Stage V engines 

General engine data

Number of cylinders3
Displacement-- L (cu in)2.9 (177)
Bore and Stroke-- mm (in)107 x 110 (4.2 x 4.3)
Compression Ratio16.9:1
Engine TypeIn-line, 4-cycle
AspirationTurbocharged and air-to-air aftercooled
Length - mm (in)715 (28.1)
Width-- mm (in)596 (23.5)
Height-- mm (in)956 (37.6)
Weight, dry - kg (lb)400 (882)


SCR CatalystN/A

Performance data range

Hz (rpm)60 ( 1800 ) 50 ( 1500 )
Generator Efficiency %90 90
Power Factor0.8 0.8
Engine power - Prime kW33-50 33-50
Engine power - Prime hp44-67 44-67
Engine power - Standby kW36-55 36-55
Engine power - Standby hp48-74 48-74
Rated Fan Power - kW1.8-2.8 1.8-2.8
Rated Fan Power - hp2.4-3.8 2.4-3.8
Calculated generator set output - Prime kWe28-43 28-43
Calculated generator set output - Prime kVA35-53 35-53
Calculated generator set output - Standby kWe31-47 31-47
Calculated generator set output - Standby kVA38-59 38-59


  • 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.

  • Wastegated turbochargers are designed to develop more airflow at lower engine speeds to improve low-speed torque. The wastegate control device bleeds off a portion of the exhaust flow at higher engine speeds. Wastegated turbos deliver improved transient response and higher peak torque without compromising engine envelope size. They also provide the lowest installed cost across a given power range.

  • This system is the Best Available Control Technology (BACT) for particulates that delivers premium block load acceptance characteristics, utilizing 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.

  • Simple, low cost solution optimized for these power ratings.

  • Simple, no-DEF solution for these power levels.

  • 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.

  • Cross-flow head design provides excellent breathing from a low-cost 2-valve cylinder head. This less complex design is optimized for these ratings.

  • Lower installed cost

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

  • Replaceable (wet) cylinder liners

  • Grid heater cold start aid