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D2876 engine parts: what fits, what fails, what we stock

The D2876 is the 12.8-litre inline-six from the heavy end of the older range: high-power trucks, coaches, and a great many marine and generator installations that are still working today. Several versions use unit pump injection rather than common rail, which changes the whole fuel side of the engine.

Because so many of these engines sit in boats and gensets, the same block appears with different cooling, sumps and ancillaries. Send the engine number and the application together.

Where it is fitted

High-power TGA and TGX trucks, coaches, marine propulsion and auxiliary engines, and generator sets.

What typically fails

Unit pumps and their sealsOn the unit pump versions a leaking pump seal lets fuel into the oil. Rising oil level is the warning sign, and it is a cheap fault to catch early and a very expensive one to ignore.
Liner cavitationIn marine and stationary use with neglected coolant additive, pitting eats through the liner wall from the water side. Coolant chemistry is not optional on this engine.
Crankshaft and main bearingsHigh output and long service hours make bearing wear the usual reason these engines come apart. Journals are measurable; have them checked before deciding.
Cylinder head cracksBetween the valve seats, typically after a period of overheating. Pressure testing before rebuilding saves the second strip-down.
Turbocharger and charge air sideBoost leaks at the charge air cooler and hoses imitate turbo failure. Test the pressure side before condemning the turbo.

What to send us when you ask for a price

Send us the engine number, the application (truck, coach, marine or generator) and whether the engine has unit pumps or common rail.

In stock for this engine

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