International Truck and Engine Corp. provided a first look at its big-bore diesel engine at this year’s Mid-America Trucking Show. The new line of 11- to 13-liter diesels will be co-developed with partner MAN of Germany.
While horsepower figures were not given, the engine will be an inline, 6-cylinder design, with a direct-injection, high-pressure, common-rail, electronic fuel system.
The block will be constructed of compacted graphite iron, and the engine will have a single overhead cam, driving four valves per cylinder through roller rocker arms. It also will feature a gear-driven air compressor and power steering pump, and a rear gear train.
That’s about all International officials were willing to tell us. But, thanks to a little sleuthing help from my friend Brian Weatherley, editor-in-chief of Commercial Motor in the U.K., I have reason to suspect that the new engine will be based on the next generation of MAN’s D2066, 10.5-liter powerplant.
In its current form, MAN’s engine puts out up to 430 hp @ 1500 rpm, and 1554 lb-ft of torque @ 1000 rpm. It uses a Bosch electronicallycontrolled fuel injection system, which produces system pressures of up to 23,000 psi, with injection quantity and timing independent of engine speed. Multiple injection events are used per compression/power stroke for what is claimed to be a uniform increase in combustion pressure and a reduction in noise.
The D2066 is an undersquare, or long-stroke design, with a bore of 120 mm, and a stroke of 155 mm, and uses cast, cracked and fitted main bearing caps.
The block is, indeed, made from vermicular cast iron, which contains magnesium. It’s said to be strong enough to allow cylinders to be very close to each other to keep size and weight to a minimum, while retaining good strength and vibration-damping characteristics.
A unique feature of the engine is that the crankcase and cylinder are supplied with coolant separately in a parallel system. Same with oil, eliminating fluid exchange and potential leakage between the block and head.
With its 42-quart sump, the engine’s service intervals can be extended up to 75,000 miles, as long as MAN-approved engine oils are used. And, while many European engines use selective catalytic reduction to curb emissions, the D2066 will use exhaust gas recirculation and a “PM-Kat,” maintenance-free, catalyzed particulate filter to meet Euro 4 emissions standards. Sound familiar?
Finally, my buddy from across the pond tells me that the D2066 gets up to 5 percent better fuel economy than comparable engines used in Europe.
International says its new engine line will debut in its Class 8 vehicles in the fall of ’07. I could be wrong, but I’ll bet, with some changes for the North American market, this is a pretty accurate picture of what to expect.