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PACCAR MX-11 Engines
The 10.8 litre Euro 6 PACCAR MX-11 engine uses ultra-modern common rail technology, a turbo with variable geometry and advanced controls for maximum efficiency. In order to comply with the strict Euro 6 emission requirements, it features exhaust gas recirculation, together with an active soot fi lter and SCR technology.
The engines MX-11 271, 291 and 320 provide additional torque at low revs in the highest gear for direct drive gearboxes and in the two highest gears for overdrive gearboxes to support lower fuel consumption of the vehicle.
Engine torque and performance
Two different engine tunings are used to adapt the PACCAR MX-11 engines to specific application areas. Engines with outputs 220 and 251 kW have been optimized for urban, regional and national distribution, with solo vehicles or combinations up to 32-36 tonnes GCM.
These engines deliver maximum torque over an extra wide range of 900-1400 rpm. Engines with outputs 270, 300 and 330 kW have been optimized for one-stop delivery types of application, with GCMs ranging from 36 to 44 tonnes. These MX-11 engines provide additional torque at low revs in the highest gear for direct drive gearboxes and in the two highest gears for overdrive gearboxes to support lower fuel consumption of the vehicle.
PACCAR MX-11 truck engine
| Engine Type |
Performance | Torque | Emission level |
| MX-11 220 | 220 kW/299 hp at 1,675 rpm |
1350 Nm at 900–1,400 rpm |
Euro 6 |
| MX-11 251 | 251 kW/341 hp at 1,675 rpm | 1500 Nm at 900–1,400 rpm | Euro 6 |
| MX-11 270 | 270 kW/367 hp at 1,600 rpm |
1900 Nm at 900–1,125 rpm |
Euro 6 |
| MX-11 300 | 300 kW/408 hp at 1,600 rpm | 2100 Nm at 900–1,125 rpm 2000 Nm at 900-1400 rpm |
Euro 5/6 |
| MX-11 330 |
330 kW/449 hp at 1,600 rpm |
2300 Nm at 900–1,125 rpm1] |
Euro 5/6 |
General information
Six-cylinder in-line turbocharged diesel engine with intercooling. Ultra clean combustion with Exhaust Gas Recirculation (EGR), Diesel Particular Filter (DPF) and Selective Catalytic Reduction (SCR) aftertreatment for Euro 6 emission levels.
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Bore x stroke
123 x 152 mm - Piston displacement
10.8 litres - Compression ratio
18.5 to 1
Main construction
- Cylinder block
- compact graphite iron (CGI) with vertical ribs to maximize strength and achieve low noise levels
- Integrated housing for the high pressure fuel pumps - Cylinder head
- compact graphite iron (CGI) one-piece cylinder head with double overhead camshafts and integrated air intake manifold
- composite valve cover - Valves four
- four valves per cylinder
- valves with single valve springs - Cylinder liners
- wet liners with Anti Polishing Ring - Pistons
- oil cooled piston with three piston rings each - Crankshaft
- ‘stepped-die’ forged steel crankshaft without contra-weights - Oil sump
- composite oil sump - Distribution gear
- low-noise rear mounted distribution drive with straight gears
Lubrication
- Oil module
- pre-assembled module, containing oil fi lters, oil cooler, thermostat, valves and tubing - Oil filters
- full-flow main oil filter, centrifugal by-pass fi lter for extended service intervals
- fully recyclable filter cartridges - Oil cooler
- thermostatically controlled plate-type stainless steel heat exchanger - Oil pump
- vane-type pump, variable, high efficient oil pump
Fuel injection and induction
- Fuel injection
- common rail with 2 high pressure pump units integrated in the engine block - Injectors
- injectors with variable needle opening pressure - Injection pressure
- max. 2500 bar - Induction
- turbocharged with charge cooling (intercooling) - Turbocharger
- variable geometry turbocharger (VTG) - Intercooler
- aluminium, single-row, transverse-type intercooler
Auxiliaries and exhaust brake/engine brake
- Auxiliary drive
- poly-V belt drive
- low-energy air compressor and combined steering pump/fuel feed pump unit driven from the distribution gears - Exhaust brake
- electrically controlled Back Pressure Valve (BPV) in the exhaust duct - MX Engine Brake
- integrated, electronically controlled, hydraulically operated, compression brake