Navistar DT engine

From Wikipedia, the free encyclopedia - View original article

Navistar DT engine
DT466 lrg.jpg
Overview
Production1984-present
Combustion chamber
ConfigurationInline-6
Displacement360-570 cubic inches
Cylinder bore4.59 inches
Combustion
Fuel typeDiesel
Output
Power output170-350hp
 
Jump to: navigation, search
Navistar DT engine
DT466 lrg.jpg
Overview
Production1984-present
Combustion chamber
ConfigurationInline-6
Displacement360-570 cubic inches
Cylinder bore4.59 inches
Combustion
Fuel typeDiesel
Output
Power output170-350hp

The Navistar DT engine family is a line of mid-range inline-6 diesel engines. With horsepower ratings ranging from 170 hp (130 kW) to 350 hp (260 kW), the Navistar DT engines are used primarily in medium-duty truck and bus applications, although some versions have been developed for heavy-duty regional-haul and severe-service applications. Prior to 1986 Navistar International, then known as International Harvester Company, used the DT engine in farm and construction equipment.

Design[edit]

The DT engines are of a wet-sleeve design. This means that the cylinder wall (sleeve) is a separately machined part that fits into the cylinder bores cast into the engine block. The cylinder sleeve is in contact with the engine coolant, hence the "wet"-sleeve.

Navistar claims that the wet-sleeve design enhances durability because the consistent wall thickness of the sleeve allows for consistent heat transfer, ensuring the cylinders stay round during thermal expansion. Additionally, they state that the hardened cylinder sleeve is more durable and wear resistant than a softer, cast-in wall. Also, the replaceable cylinder sleeves protect the block from damage (e.g. in case of foreign objects entering the cylinder) and can easily be replaced, which Navistar claims enables simpler restoration to original specifications. The wet-sleeve design also allows the engine to be rebuilt easily to factory specifications, sometimes without even removing the engine from the vehicle.

This design is opposed to parent bore engines, where the cylinder walls are machined out of the bores cast into the block. International states that the uneven thickness of the cylinder walls causes the cylinders to become out of round during thermal expansion, increasing wear. Also, damage to the cylinder wall requires more extensive work to repair.

From 1984 until late 1995, the DT engines used a Bosch pump-line-nozzle (PLN) mechanical direct fuel injection system. 1984 through 1992 DTs used a Bosch MW style pump, while the 1993-1995s used a Bosch P style pump, and starting what was called New Generation Diesel engine design, which is still the same basic block design. Mechanical injection was still utilized in trucks up into the 1997 year, but this is rare. In 1994, due to tightening emissions regulations, the engines were redesigned to use electronically controlled unit direct fuel injection. From 1994 to 2004, the engines used HEUI (Hydraulically actuated Electronically controlled Unit Injection) injectors, co-developed by Navistar and Caterpillar. [1] From 2004 to 2009, the engines use International's Electro-Hydraulic Generation Two (G2) unit injectors.

Current variants[edit]

The Navistar DT engines are currently available in three configurations. These have been updated to comply with the United States Environmental Protection Agency's 2007 emissions regulations. These variants have been renamed to conform to International's new MaxxForce engine brand.

The engines are also available for defense applications under the MaxxForce D brand. The MaxxForce DT is known as the MaxxForce D7.6I6, and the MaxxForce 10 is known as the MaxxForce D9.3I6. Modifications from the civilian versions include diamond-coated injectors[citation needed] to enable the engines to run on JP-8 fuel.[5]

Variants[edit]

The DT engine has also historically been available in the following variants; these have all been discontinued.

Update history[edit]

In 2004, the entire DT family of engines was updated to meet 2004 emissions standards set out by the United States Environmental Protection Agency. Changes to the engines included a new turbocharger (called EVRT, for "Electronic Variable Response Turbocharger") with movable turbo vanes to improve boost and reduce lag, a new, electronically controlled hydraulic unit fuel injection system, cooled Exhaust Gas Recirculation to reduce emissions, and new four-valve cylinder heads. [6]

In 2007, the DT engines were updated once again to comply with stricter 2007 emissions standards. The DT 466, DT 570, and HT 570 engines will be renamed MaxxForce DT, MaxxForce 9, and MaxxForce 10, respectively. New features include closed-crankcase ventilation and new wiring harnesses. The MaxxForce engines are available in model year 2008 International trucks and IC Corporation school buses.

In 2010 the DT engines will be updated once again for compliance with the forthcoming 2010 emissions standards. They will all receive new, twin turbochargers, with higher-rated versions of the MaxxForce DT and all MaxxForce 9 and 10 engines receiving intercooling and aftercooling. Upgrades to fuel injectors, the EGR system, and cooling are also part of the 2010 modifications.

Applications[edit]

See also[edit]

References and external links[edit]