Genuine engine components for Kobelco excavators — liner kits, complete engines and turbochargers for HINO J05/J08 diesel engines.
Genuine-quality cylinder liner overhaul kit for HINO J05/J08 series diesel engines.
Compatible: Kobelco SK200-8, SK210-8, SK250-8, SK260-8 and more
Inquire Now
Part No: LC02P00040F1
OEM-quality J08E-VC complete engine, 7.79L 6-cylinder, 205kW, factory tested.
Compatible: Kobelco SK330-8, SK350-8, SK380-8, SK330-8S, SK350-8S, SK380-10
Inquire Now
Replaces: 801644 / VHS1760E0012 / VH241004631A
Precision-balanced OEM-quality turbocharger, direct bolt-on replacement.
Compatible: Kobelco SK200-8, SK260-8, SK350-8, SK380-10 and more
Inquire NowOther categories:
A field guide to how this system is put together, what it does, and where it fails — written by the team that has supplied Kobelco parts since 2007.
Every Kobelco SK-series excavator is built around an industrial diesel that comes from one of four supply families, and the engine bay is laid out differently depending on which one you have. The 13-14 t SK130-8 and SK140-8 use the Mitsubishi D04FR. The 20-26 t workhorses — SK200-8, SK210-8, SK250-8 and SK260LC-8 — use the Hino J05E, a 4-cylinder 5.1 L common-rail unit. The 33-38 t machines step up to the 6-cylinder 7.7 L Hino J08E, and the 46-55 t quarry class machines use the 10.5 L Hino P11C. A small number of machines in the range are powered by Mitsubishi 6D34/6D16 or Isuzu 6BG1, and compact frames use Yanmar 4TNV industrials.
The practical consequence is that the same function is served by a different part number on each family. A suction control valve is 294009-1221 or VHS4226E0061 on a J05/J08, but not on a P11C. A turbocharger is 787873-5001S on a J05E and 787846-5001S on a J08E, and while they look similar on the outside they are not interchangeable — different compressor and turbine trims, different actuator calibration. This is why we ask for the machine model or the engine family before quoting an engine part, and why we publish the engine family next to every SKU in the inventory list below.
Structurally, the modern common-rail engine bay is organised in five layers. Air first: air filter, boost hose, charge-air cooler, intake manifold. Then fuel: tank strainer, pre-filter with water separator, hand-priming pump, fuel filter head, high-pressure pump with its suction control valve and common rail, then injectors. Then the rotating assembly: cylinder head and camshaft on top, liners, pistons, rings and connecting rods in the block, crankshaft with main and thrust bearings at the bottom. Then the lubrication circuit: oil pump, relief valve, oil filter, oil cooler, and the sensors that report on it. Finally cooling and control: water pump, thermostat, radiator, fan, plus the ECU, the sensors it reads and the actuators it drives.
Because that layout is shared across the range, a diagnostic sequence that starts with a symptom and follows the circuit usually lands on one of a small set of parts. Below we have written down the failure patterns we see most often in the field, in the order a technician normally meets them, together with the part numbers in our Guangzhou warehouse that resolve each one. All of it is drawn from nearly twenty years of Kobelco parts and service work, not from a catalogue description.
Each row is a fault pattern reported by operators in the field, the part that actually causes it, and what to replace at the same time so the repair holds.
| Operator reports | What is actually wrong | What to replace |
|---|---|---|
| Black smoke, weak power, whistling from the turbo, oil mist in the intake hose | Turbocharger bearing or seal failure. Usually caused by oil starvation from a restricted feed line, by coked oil after long idling intervals, or by dust ingestion through a split air-filter element. Over-speed from a sticking wastegate or variable-vane actuator finishes the bearing. | Replace the turbocharger as an assembly (787873-5001S on J05E, 787846-5001S on J08E) and renew the oil feed and drain lines at the same time. Fitting a new turbo onto a coked feed line is the single most common cause of a repeat failure within weeks. |
| Hard starting, rough idle, white smoke at cold start, fuel dilution in the oil | Injector nozzle wear or sticking suction control valve. On common-rail J05E and J08E engines the SCV regulates rail pressure; when it sticks, the ECU cannot hold rail pressure and the engine begins to hunt or stall. | Fit a new SCV (294009-1221 / VHS4226E0061, 0928400742 / VA32G6107020) and check rail pressure with a scan tool before condemning injectors. If the SCV fixes nothing, send injectors for flow testing and replace nozzles. |
| Oil consumption rising, constant blow-by from the breather, low compression, blue exhaust | Cylinder liner, piston ring and piston wear — normal on a high-hour machine, accelerated by dust ingress or by running with a blocked air filter. | Fit a complete liner kit — liners, pistons, rings, pin and gasket set — rather than replacing individual components. Honing the block and fitting oversize components must be decided by a machinist after measuring bore wear. |
| Coolant loss with no external leak, pressurised cooling system, white exhaust, brown emulsion in the oil | Cylinder head gasket failure, or a cracked head between the valve seats. Overheating caused by a failed thermostat or a slipping fan drive is the usual root cause. | Replace the head gasket (Cylinder Head Gasket, Engine Overhaul Gasket Kit) after pressure-testing the head. Always pair a head job with a new thermostat, a new water pump and a flushed cooling system. |
| Oil pressure warning at hot idle, knocking on start-up | Oil pump wear or relief valve sticking, with main or connecting-rod bearing wear as the consequence rather than the cause. | Fit a new oil pump (L260-0080S series on J05E, L260-0210M / L260-0090M on J08E) and measure bearing clearances before reassembly. Skipping the pump on a bearing job is a guaranteed second teardown. |
| Overheating in summer, coolant weeping from the pump weep hole, squealing belt | Water pump seal and bearing failure, often accompanied by a thermostat stuck open or closed. | Replace the water pump (J361-0034C / VH161004290A) together with the thermostat and the drive belt. Check the fan blade for cracks while the belt is off. |
Tonnage class, the engine and hydraulic platform each model uses, and what we typically hold for it.
| Machine | Class | Engine & hydraulic platform | In stock for this model |
|---|---|---|---|
| SK130-8 / SK140-8 | 13-14 t | Mitsubishi D04FR · Kawasaki K3V63/K7V63 | D04FR liner kits, head gaskets and water pumps — the small-frame engine set |
| SK200-8 / SK210-8 | 20-21 t | Hino J05E · Kawasaki K3V112 / K7V125 | J05E turbochargers (787873-5001S / VH17201E0523), SCV valves, injectors and liner kits |
| SK220-10 / SK250-8 | 22-25 t | Hino J05E · Kawasaki K7V125 | J05E injector nozzles, common-rail assemblies and full overhaul gasket kits |
| SK260LC-8 / SK260-10 | 26 t | Hino J05E · Kawasaki K7V125 | J05E oil pumps (L260-0080S series) and crankshaft / main-bearing sets |
| SK330-8 / SK350-8 | 33-35 t | Hino J08E · Kawasaki K5V140 | J08E turbochargers (787846-5001S), EGR coolers and cylinder head assemblies |
| SK350-9 / SK380-10 | 35-38 t | Hino J08E · Kawasaki K5V140 / K7V140 | J08E injectors, cylinder head bolts and connecting-rod bearing sets |
| SK460-8 / SK480-8 | 46-48 t | Hino P11C · Kawasaki K3V180 | P11C heavy-duty injectors, cylinder liners and complete engine assemblies |
| SK500XD / SK550-10 | 50-55 t | Hino P11C · Kawasaki K5V200 | P11C crankshaft assemblies, camshafts and engine overhaul packages |
Tonnage follows the Kobelco model number: the digits after SK give the operating weight in hundreds of kilograms, so an SK250 is a 25-tonne class machine and an SK350 is a 35-tonne class machine. Short-radius SR variants use the same engine and hydraulic families as their standard counterparts, with different mounting hardware.
The prefix families you will see on a Kobelco parts diagram for this system, what they mean, and real numbers from our own inventory as examples.
| Prefix / format | What it tells you | Examples from our stock |
|---|---|---|
| VH · VHS | Kobelco catalogue number wrapping an OEM supplier part. VH is the standard prefix, VHS marks a superseded or service variant. The digits after the prefix commonly carry the original Hino or Denso number. | VH15613E0120 · VHS1760E0012 · VH17201E0523 |
| VA · VA32 / VA34 | Kobelco catalogue wrapper for Mitsubishi-supplied components, used heavily on D04FR / D06FR powered machines and on fuel-injection hardware. | VA32G6107020 · VA3436204100J1M · VA3670401601D |
| Denso / Bosch 8-digit | Direct OEM numbers for injectors, suction control valves and sensors — these are the numbers a fuel shop will recognise. They sit alongside the Kobelco number on the same part. | 294009-1221 · 0928400742 · 0445120126 |
| 7-digit with a 5-digit suffix | Garrett / IHI turbocharger assembly numbers. The 7-digit form is the turbo model, the suffix identifies the build variant. | 787873-5001S · 787846-5001S · 801644 |
| L · LQ · LP prefix | Kobelco part families used for rotating and pumping groups — oil pumps, water pumps, engine sub-assemblies. | L260-0080S · LQ05P01308P1 · L260-0210M |
| 2418R / 2441U series | Kobelco internal assembly numbers used for matched groups such as middle engine assemblies and bearing packs. | 2418R660S001C · 2441U1040S32 |
A Kobelco part is frequently identified by more than one number: the Kobelco catalogue number that appears on the parts diagram, and the original manufacturer number stamped on the component itself. Send us either and we will return the full interchangeable list, including supersessions, before you order.
The ten lines we hold in the greatest quantity right now, with live part numbers and model coverage. Quantities are updated from our Guangzhou warehouse.
| Part number | Description | Fits | In stock |
|---|---|---|---|
| VA3430909051 | Main Bearing | D04FR, D06FR | 3705 |
| VHSZ30126012/VHSZ91015047/VH900115214A/VH900115214B | Injector Nozzle Seat | 601, J05, J08 | 2436 |
| VHS111221220J | Valve Guide | J05, J08 | 2005 |
| VA3430900800 | Washer | D04FR, D06FR | 1826 |
| VHSZ52037001 | Engine Piston Pin | J05J | 1323 |
| VHS137191470C1SY/BV4726-E0/BV4726-F0 | Valve Stem Oil | J05, J08 | 1118 |
| VA3430102200 | Inlet Valve Guide | D04FR, D06FR | 1082 |
| YN35V00047S171ZBDCFLS | Solenoid valve | Kobelco SK-series | 1026 |
| VA3431719011 | Piston Ring | Kobelco SK-series | 573 |
| VA3430102300 | Exhaust Valve Guide | D04FR, D06FR | 534 |
Every engine parts line we hold in Guangzhou, listed by part number with its current quantity. 210 part numbers, 24786 pieces on the shelf. Click any line for photos, interchangeable numbers and machine fitment.
What we need from you to ship the right part first time — and the mistakes that cause returns in this category.
Measure three things before deciding: blow-by at the breather, oil consumption over a known interval, and compression across all four cylinders. If blow-by is high and compression is low across the board, the liners and rings are done and a full kit is the economical answer. If compression is good but the head is leaking coolant or passing oil past the valve guides, a top-end job with a new head gasket and valve work is enough. Send us the readings and we will tell you which parts to order.
Genuine parts arrive in Kobelco packaging and carry a Kobelco part number. OEM-quality parts are made by the same tier-one manufacturers — Denso, Hino, Garrett, Mitsubishi — and carry that manufacturer's own number, which is often exactly the number stamped on the genuine part. Both are new production. Aftermarket parts are made to the same dimensions by independent factories and cost less; we sell all three and state on the quotation which one you are being offered.
Yes, if the housings are uncracked and the wastegate or variable-vane mechanism is still free. A cartridge swap needs the rotating assembly balanced to the housings, so it is only worth doing when the housings measure within tolerance. On a machine with more than about 12,000 hours we normally recommend the complete assembly, because the actuator and the housing cracks are usually the next failure anyway.
Yes. Complete and middle engine assemblies (for example the J08 complete assembly and the 2418R660S001C middle engine assembly) ship by sea freight because of weight and dimensions. We crate them, provide a packing list, commercial invoice and certificate of origin, and can arrange fumigated crating where the destination requires it. Air freight is possible for smaller sub-assemblies.
Send us either number. The Kobelco catalogue usually carries both: the VH or VHS number that appears on the KOBELCO parts diagram, and the underlying Hino or Denso number stamped on the component. We keep both in our database and will return the full interchangeable list, including supersessions, before you commit to an order.
The Hino J05E and J08E engines are used across several equipment brands, and the Mitsubishi D04FR and 6D34 families likewise. If your machine is not a Kobelco but uses one of these engine families, send us the engine plate details and we will confirm which of our SKUs apply.
