6068HFG06

6068HFG06

  • 6068HFG06
  • PowerTech™ PSL
  • Standby: 216-241 kW (290-323 hp) @ 1800 rpm
  • Prime: 197-220 kW (264-295 hp) @ 1800 rpm
  • Dual frequency available

    Specifications

    Emissions Certifications

    EPA Final Tier 4 

    General engine data

    Model6068HFG06
    Number of cylinders6
    Displacement-- L (cu in)6.8 (415)
    Bore and Stroke-- mm (in)106 x 127 (4.17 x 5.00)
    Compression Ratio16.7 : 1
    Engine TypeIn-line, 4-cycle
    AspirationTurbocharged and air-to-air aftercooled
    Length - mm (in)1140 (44.9)
    Width-- mm (in)780 (30.7)
    Height-- mm (in)1205 (47.4)
    Weight, dry - kg (lb)785 (1731)

    DOC Dimensions

    Size 5 - Diameter - mm (in)259.3 (10.2)
    Size 5 - Length - mm (in)572.9 (22.6)
    Size 5 - Weight - kg (lb)23.5 (51.8)

    SCR Catalyst Dimensions

    Size 5 - Diameter -mm(in)356 (14.0)
    Size 5 - Weight -kg(lb)47.2 (104.1)
    Size 5 - Length -mm(in)784.9 (30.9)

    Performance data range

    Hz (rpm)60 ( 1800 )
    Generator Efficiency %89-94
    Power Factor0.8
    Engine power - Prime kW197-220
    Engine power - Prime hp264-295
    Engine power - Standby kW216-241
    Engine power - Standby hp290-323
    Rated Fan Power - kW6.5-7.2
    Rated Fan Power - hp8.7-9.7
    Calculated generator set output - Prime kWe170-200
    Calculated generator set output - Prime kVA212-250
    Calculated generator set output - Standby kWe186-220
    Calculated generator set output - Standby kVA233-275

    Features

    • These engines use diesel oxidation catalyst (DOC) and selective catalytic reduction (SCR) technology to meet Final Tier 4 emission regulations. They meet customer performance without the need for a diesel particulate filter (DPF).

    • Heavy-duty components that are usually found in our larger engines are used throughout our generator drive engine line. Many of our DOC/SCR engines feature top-liner cooling, steel pistons, and variable-speed fan drives.

    • Fresh air is first drawn into the low-pressure turbocharger (fixed geometry) and compressed to a higher pressure. The compressed air is then drawn into the high-pressure turbocharger (VGT or WGT), 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.

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

    • The HPCR fuel system provides variable common-rail pressure, multiple injections, 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

    • Enables low idle speed for reduced fuel consumption

    • Low idle speeds