Navistar VT engine

The Navistar VT engine family is a line of diesel engines that was produced by International Truck and Engine (Navistar International) from 2003 to 2016. Developed as the replacement for the T444E V8, the VT V6 and V8 diesels were the smallest diesel engines used in Navistar vehicles, slotted below the DT inline-6 engine family. Sharing many applications with the DT466 inline-6, the VT engines were used in medium-duty trucks and bus chassis, competing against the Cummins B-series and the Mercedes-Benz MBE900 diesel engines. In 2007, both the VT and DT engines were rebranded under the MaxxForce brand name, with model designations related to their displacement.

VT Engine
Overview
ManufacturerInternational Truck and Engine Corp., a Division of Navistar International Corporation
Also calledPower Stroke, MaxxForce 7
Production2003–2016
Layout
Configuration90° V8, V6
Displacement272 cu in (4.5 L)
363 cu in (5.9 L)
389 cu in (6.4 L)
Cylinder bore95 mm (3.74 in)
98.3 mm (3.87 in)
Piston stroke105 mm (4.13 in)
Block materialCompacted graphite iron
ValvetrainPushrod 32-valve
Combustion
TurbochargerVariable-geometry
Sequential twin-turbo
Series Sequential
Dual compound
Fuel systemHEUI, common rail direct injection
Fuel typeDiesel
Cooling systemWater-cooled
Output
Power output200–350 hp (149–261 kW)
Torque output440–660 lb⋅ft (597–895 N⋅m)
Emissions
Emissions target standard2007 EPA
Chronology
PredecessorInternational T444E

From 2003 to 2010, VT engines were used by Ford Motor Company in several vehicles, sold as the second and third generations of the Ford Power Stroke diesel engine family. Fords E series continued to use the vt365 until the end of 2012. For 2011 production, the Power Stroke diesel shifted to a Ford-produced design.

After 2016, Navistar ended production of both VT and DT-derived MaxxForce diesel engines, making the VT the final V-configuration engine produced by International. In medium-duty vehicles, the Cummins ISB 6.7 diesel served as its replacement.

Variants

VT365

The VT365,is used in many International schoolbuses and is also known as the 6.0 L PowerStroke in 2003-2007 model year Ford Super Duty trucks and 2003-2010 model year Ford E-Series vans/chassis cabs, is a 32-valve pushrod V8. Bore and stroke is 95 mm × 105 mm (3.74 in × 4.13 in). Output was 325 hp (242 kW) at 3300 rpm and 560 lb⋅ft (759 N⋅m) at 2000 rpm, but as of 2005 that was increased to 570 lb⋅ft (773 N⋅m) at 2000 rpm. It also uses a 2nd generation (G-2) HEUI (Hydraulic-Electronic Unit injector) direct injection fuel system, as well as a variable-geometry turbocharger, which is designed to reduce turbo lag and create better throttle response.

An optional TorqShift 5-speed automatic transmission is available for Ford trucks. This special transmission gives improved performance to the engine, featuring a tow/haul mode (for example).[1]

The VT365 *in the Ford Truck applications* is commonly known for its oil cooler and head bolt problems.

VT275

A variant of the VT365 is the VT275 4.5 L V-6, which is basically a 6.0 L V-8 with two cylinders chopped off. However, it uses a sequential twin-turbocharger system, instead of the single variable-geometry turbocharger used in the VT365. It is used in the 2006 Ford LCF (Low Cab Forward) and International CF (Cab Forward) (later CityStar) series trucks. It produces 200 hp (149 kW) and 440 lb⋅ft (597 N⋅m) of torque and is backed by a Ford TorqShift 5 speed automatic.

For the 2007 model year, the VT275 was brought up to 2007 EPA emission standards and renamed the MaxxForce 5.

It has since been discontinued for the 2010 model year.

MaxxForce 7

The MaxxForce 7, the International/Navistar engine which is a 6.5L V8 engine or also known as the 6.4 L PowerStroke in 2008-2010 model year Ford Super Duty trucks, is a V8 turbo-diesel engine. The engine has a Series Sequential Turbocharger. They are not twin turbos, there is a high pressure and low pressure turbo, with only the high pressure turbo being a VGT (variable geometry turbo). The engine also uses a high pressure common rail fuel injection system.[2] It produces 350 hp (261 kW) at 3000 rpm and 650 lb⋅ft (881 N⋅m) of torque at 2000 rpm in Ford truck applications.[2]

This engine is also used in International trucks and buses. However, the EPA2007 MaxxForce 7 does not have the compound turbocharger system; rather, it uses a single stage variable vane turbocharger. Displacement and injector systems are the same as the Ford branded Power Stroke. In MaxxForce 7 guise, the engine produces between 200–230 hp (149–172 kW) and 580–620 lb⋅ft (786–841 N⋅m) of torque.[3]

For the 2010 model year, Navistar has upgraded the MaxxForce 7 with dual compound turbochargers, giving it a new power range at 220–300 hp (164–224 kW) at 2600 rpm and 520–660 lb⋅ft (705–895 N⋅m) of torque at 1600–2200 rpm.[4] The cylinder block has also been updated using compacted graphite iron (CGI) material to increase strength and reduce weight.

Applications

References
  • "Power Stroke Diesel Engine". Power Stroke Diesel. Archived from the original on March 7, 2005. Retrieved March 14, 2005.
  • Truett, Richard (December 16, 2005). "Ford's diesel drama drags on: Power Stroke woes anger buyers, drive up warranty costs". AutoWeek. Retrieved December 15, 2005.

Notes
  1. "2008 Ford Super Duty Brochure" (PDF). Ford. p. 3. Archived from the original (PDF) on 2011-07-14. Retrieved 2009-12-10.
  2. "2008 Ford Super Duty Brochure" (PDF). Ford. p. 15. Archived from the original (PDF) on 2011-07-14. Retrieved 2009-12-10.
  3. "International Debuts New Family of MaxxForce Diesel Engines" (Press release). International Truck and Engine Corporation. November 6, 2006.
  4. "Archived copy" (PDF). Archived from the original (PDF) on 2011-07-14. Retrieved 2010-06-02.CS1 maint: archived copy as title (link)

See also
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