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go on, dare you.. take a trip to brazil, find a 4.2tdi mwm sprint.. do a rap on that.. not sold in u.s, but rest of the world. i have the pre computer base, model. 97 -07..international owned them for 5 yrs.. would of sold heaps in u.s. not great power but reliable as a rock.. i fitted bit bigger turbo. has 230hp. 700nm.. watch some brazil vids of them..they had a common rail version.. never sold in trucks as far as i know..im in aus..12. lt 100. in my s/duty..02..
@@nickpalazzi2121 Some people have put them in Ford pickups. That said it is very heavy engine in relation to the stock HP ratings. Probably because of that it was totally reliable, even more so than the pre 94 DT466's which were super reliable. If Chevy was "like a rock" the 360 was "like a mountain"!
I have a 92 international dump truck with the dta466c. When I bought it, it had coolant in the oil from failed cylinder liners. I tore it down in my driveway with nothing but hand tools and an engine hoist ( to lift the 250# head off). Had it rebuilt to "like new" condition for under $1200. New pistons, bearings, and liners, as well as a fresh head gasket. Haven't had a single issue since. Great power, reliability, and fuel milage. Absolutely love the way it sounds spooling up that turbo, as well.
Paul Great comments. Love your rebuilt story. We had a 466 in a 4 or 5 yard dump truck at my workplace. It always STARTED even when the temperature dropped. We placed a water tank in bed and had multiple spray nozzles to spray ( De-icing) product on roads, break down the black ice so plowing could push it OFF. We also had a snow plow on front, that we could remove. Never once did I see in usage, it going into shop for overhaul. It just ran & ran.
@@deeremeyer1749 plowed Ice & Snow for 15 years , but "O" my never seen black ICE. WOW how would you know what I saw, you have seen it all. Everyone else is stupid except for you, Mr. Know it all.
This engine changed my life. Started my professional career at a fleet shop full of DT466 and DT466e. Great engine to start on. Easy to work on and Easy to understand. ⚙️ 🔧 🧰
Those are legendary engines, you can't kill em and there isn't a engine that pulls, runs or starts easier then em. Ran international my whole life and will always be my favorite
Man you can't clump all the dts from 95-16 in the same group, multiple big changes occurred. The 95-early 04s are still very reliable. The late 04-06s are good but they no longer used cat designed injectors, as a result the newer ones are less reliable. The 07s Started the Maxxforce line up, plagued by more egr issues and dpf issues. The 10-13s received compound turbos and an even worse egr cooler. The last generation known as N9s had scr. You could make an entire video on differences between 95-16.....
I run an early 07 4300 dump truck with the 466 and it is a great truck pretty sure it's the 04-06 engine and it gets ran hard has almost 500k km of hard abuse and still keeps on going
You can say the same for ALL Diesel engines made by ALL manufacturers. It looked like Dodge was going to survive the transition to DEF as the only reliable one, but it turns out, they had the PCM set up to only pass emissions if the wheel speed sensors up front showed zero while the signals from rear showed the speed of the real wheels while on a test dyno during government testing. GENIUS! Too bad they were caught. VW did the same thing on their cars. If I had one, I wouldn’t go anywhere near a dealer. They are required to reprogram it.
Do you have any info on the dt466ht? Looking to buy a 2004 7400 with the 250hp dt466ht and was wondering what the torque output and at what rpm on this version. Any significant differences between a dt466 and dt466ht as far as internals?
Honestly, I've never been worried about making alot of power, I just big reliable engines which is why the dt466 has become one of my favorite diesel engines
Still plant 500 acres of soybeans and bale a thousand round bales every year with one of these engines. It has been amazing how reliable they are. We don't know exactly anymore, but the tractor has at least 25000 hours on it. Granted, it's been rebuilt twice in that time, but still I think that's pretty darn good, and still hard at work full speed nearly every day. A week ago we ran it for 26 hours straight planting soybeans trying to beat a storm. We beat the storm haha.
I love how you traced the 466’s roots back to good old IH. IH has a long history of building really good engines. In the AG world, the 361/407 series diesels (predecessor to the 300/400 series subject of this video) were great runners, with legendary life expectancies. (Many are in the 15-20k hour range, without a singe overhaul). The 400 series usually don’t last quite so long, but are so easy to work on it’s almost a non- issue. 466’s are awesome, hands down. I’ve got an Anteater. Originally rated at 150hp on the PTO (probably about 175 flywheel), mine was turning 250 when I bought it. (Most likely 275 or more at the flywheel.) TONS of guys ran their tractors this way, how many other engines can be turned up to almost double their rated output, with little to no consequences to life expectancy? The weak point in tractors was the drivetrain behind the engine… final drives didn’t like an extra 100hp. LOL! I have no personal experience with a 466 in a truck application, but the results speak for themselves. There’s good reason DT466’s are loved to this day!
Drove a 2007 Durastar rollback at the end of it's life and the engine was about to turn 18k hours without a rebuild. That was mind-blowing. Chassis had a good 370k on it. Then the head gasket blew and amidst all the other issues, management finally decided it was time. I hope it's next owner gets the thing rebuilt and gets the shakes and bent axle worked out of the chassis and runs it even longer
I had a 466 maxxforce in my 2011 rollback. Engine was great, emissions killed it tho. The very best dt engine i ever ran was a dt 408 all mechanical in a 9 int 4700 rollback. 700k and never did anything but routine maintenance. Truck fell apart around the engine. That bastard fired every single time you hit the key. No block heater, no cruise, no electronics on it at all. Never let me down. Onky problem was at about 620k the water pump finally died. Miss that monster
Fall '77 I worked at the Diesel ReNew Center in Springfield, MO. On the line we were all excited by the new DT-466. They had the Roosamaster Injection pumps.
I drove a 2012 Durastar with the 466 and it was an incredible machine. The regen never caused any problems and not needing DEF ever made refueling a breeze. Would drive one again, 10/10.
Thank you so much for this. You just covered the bulk of the last 17 years of my career around the 12:00 mark with the DT466E. And its successor the MaxxForce DT. Both are the primary engines used in our fleet up until this last year when our newest trucks arrived with the Cummins L9 350 I think just about every mechanic at any of our garages would agree that the base DT engine itself is quite reliable and fairly simple to work on. Its everything attached to it that causes us grief. The injection system and EGR cooling account for 90% of the problems. Every DT that has needed a sleeve replacement started with an EGR cooler failure. And it usually happens without any warning. As far as whether or not they are a powerful engine really makes no difference to our users. The trucks drive to the jobsites where they spend the day idling while running the PTO. As you can probably guess, this is a nightmare on the trucks equipped with a DPF; the exhaust never gets hot enough to put the DPF through a regen cycle. As much as I like the new Cummins engine, I am going to miss our DT series. Simply because I can nearly work on them in my sleep. It will be a few years before we phase out all our DT powered trucks, but I will have some good memories
You got the bore and stroke right but missed a ton of other stuff. The engineering; cross flow head, tubular manifolds, high flow water pump, elotherm hardened crank journals, twin spin on fuel and oil filters, dual oil squirters and massive oil cooler. The engineering budget; I don't have the figure for that... it was massive.. The fuel pump; Bosch 100 single plunger with 23 percent torque rise. And Bosch MW.
@@jeffwxyz I became a huge fan after going to a summer camp in 2022 where they used the DT466E engines in 2nd generation International 3800 buses (95-early/mid 04). Loved the sound and I've been told they were quite reliable beasts.
Drove one of these in 2011-2012. It was an absolute torque monster. No DEF required, either. The cleaning cycle for the exhaust system rarely caused any issues. Pull over and let it do its thing once every week or two. Took less time than the other guys used to refill their DEF reservoirs.
Had a '87 International medium duty truck with the 466DTA in it. It was very reliable, no problems with it except it was a real dog for power!!!! Every hill was not its friend, (driving in the Northeast). Glad you mentioned its lack of power, other than that it was a good engine.
Getting on the school bus in the early 90s, I remember seeing DT466 on the side of the hood. They never broke down! Except that one time when the whole cabin filled with smoke and we had to evacuate the bus lol
You know for an engine that can hold 3000+ hp you got alot to say its a motor ive been surrounded with my whole life growin up here in the sticks and farmland ive never seen one with issues theyre better than any cummins…
I'm gonna have to disagree with the unreliability of the 1st generation of the HEUI, that's a solid electronic engine, especially compared to others. They have very few issues, all of which are fixed fairly easily. It kinda goes down from there. And the Maxx force version....that poor engine didn't deserve to go out like that. Also you forgot the dt530, which is just a larger bore and stroke 466.
Take it from me who works for an international dealership, I see the bad EGR’s daily with serious problems and the gaskets that blow also. The maxxforce wasn’t tested long enough to fix the problems
@@myk1_sp , yeah Ik, I just don’t include the T444E cuz it’s an electronic Dsl, & I just listed the mechanical ones that have been around since the 80s. Used to own a T444E, & the truck refused to die.
Great video. I grew up surrounded by these engine at my dads construction company. He would run the wheels off these “little” motors all day everyday. Over loading the trucks. Pretty much ride them hard and put them away wet. NEVER had one breakdown, blow up, or fail. We still have 3 that we use. All 1984’s with c models. Of those engines I would say my only negative in my option would be the lack of an engine or Jake breaking system. Albeit we would move around 70-80k with them pulling trailers which was far from the normal duty.
As a green diesel/truck tech on the late 70's - early 80's, serviced a food service fleet with around 15 IH Cargostars with the DT466's. Damn things were bulletproof, drivers abused the hell out of them - overheating, low on oil, overloaded. Some wore out quick but none ever seized or blew, stupid easy to overhaul in-frame. If ever built a home-made generator that's what I'd use.
I have a customer here in Australia 🇦🇺 with a DT466E import LH drive inter 4700 so I was pretty excited to watch this one as getting info on this is hard here.. parts even harder.. I'm a trained Detroit mechanic so working with HUEI fuel systems has been a bit of a struggle with this.. especially when I have no laptop and can't track down a workshop manual hahah Had a heart start issue lately the customer had been using ether to get it going wich I want to stop but when it fires it runs smooth as.. replaced the hpop valve, filters, housing lines, getting great oil pressure and fuel pressure but heard cam sensors cause issues.. put a new sensor on but possibly harness but as I said parts are a 3 week wait so it's hard especially when I haven't got the tooling Had a hard start issue lately thats
I've got a 79 s1854 with a 466B and I love it with a load only 1 speed slow but it doesn't matter how much I put on it it just pulls thanks for posting
Going to a summer camp in 2022 where some 2nd generation (1989-early/mid 2004) International 3800 buses had the DT466E engines led me deeper down the International rabbit hole. I already loved the IDI engines and the T444E, and this adds to my love and respect for old Internationals. ♥
Thank you. Due to price of high mileage used pickups. I am looking at medium duty trucks. The kick out does look to make working on it easier than a pickup.
You had the DT408, DT466 and DT530 all built on the same block. Just different bores and strokes. Standard and High Torque applications with or without aftercooling. DTA and HT. The DT/DTA360 was a 5.9 that is built even more stout than the cummins and is also a wet sleeve block. Can order your Sleeves and Pistons in any bore you want. The DT/DTA360 is rumored to hand 1500hp on a stock block.
That's interesting. I have a DT466e in my school bus I bought last year. I love driving it around, and I've always loved the sound of a straight-six engine. Just out of curiosity, how much power can a DT466 make on a stock block?
@@bladenrexroth2555 Incredible :) I'd love to do an intake, a through-the-hood exhaust, and there must be some type of chip tune for it, but honestly the thing I don't like about my bus is the stupid, 3 speed, non-lockup torque converter automatic transmission. I've recently learned there are Spicer 5 and 6 speed manuals for the DT466, and that might be the big upgrade for my bus.
@@r0ckworthy you'll want the Spicer TX14607B 7 speed aka the 6+1. Gives you a deep 9.24 1st gear and .75 overdrive. Take all the emissions crap off and swap over to mechanical injection. Kind of like p pumping a 24 valve. Same recipe. With a well tuned A pump, HX35 or HX40 turbo, mechanical lift pump and timing You should see 350hp minimum. Only thing else to figure out is rear end gear ratio and tire size. Bus should be pretty fuel efficient if it turned 1500-1600 rpm at 65-66 mph. With having peak torque as low as 1200 rpm you'd be well over 1200#ft of TQ
I’ve got a DT466e on a 2007 international non Maxxforce thankfully, but it’s got electrical issues like mad. Our shop Found a spot in the harness that causes it to not restart, dealer cannot get the harness and it’s acting like a IDM but if you wiggle this harness near the fuse block it fires back up. 🤨 I’d love to mess with a manual injected one some day.
Yes Ford ask international for a cheaper engine and international said the only way it can get any cheaper is by cutting corners, like removing head bolts and Ford said lets do it, than there was a lot of problem and of course the consumer got and engine design for 200 hp and Ford sold them with 300 hp since they were not pushing a school bus or a box truck but a light weight pick up truck, so Mr John Doe took that motor to a guy he knew and bumped the hp to 600 and that's when trouble started which landed on internationals lap and there was a bigger problem. International didn't want to fix an engine they knew was ran at twice the hp but couldn't prove it and Ford stop payment on new engines at the tune of $800 mills , so International stop sending new engine to Ford and both landed in court. After everything settle Ford ask International to build them an entire new engine and when they were half way done with the new engine Ford said, we are going to stop right here and took the new half finished engine, paid International for their work and later finished the engine them selves a.k.a the new 6.7 which many think is a Ford new creation when in reality was built by International. and that folks is the story of the worst and the best Ford diesel engines in pic up trucks.
@@herygarcia6193 I heard pretty much the same thing from my friend that is a regional manager for Navistar. He’s worked for Navistar for over 30 years.
Thanks for this video! Wow there is a lot of information here. I’m trying to digest a few things, 1st, In the video at 9:44, in 1982 you had three versions of the DT466C? Was it naturally aspirated or turbo with out an intercooler? Then it had a turbo charger with an air to air intercooler and turbo charged air to water intercooler? 2nd the best of these engines were made from 1993 to 1995 (prior to the month of May)? Keep in mind I'm putting this engine in a school bus. But also keep in mind I like horse power and the ability to make more HP.
I have a 6 liter power stoke in my 07 350. It’s been a great engine. By 07 they fixed many of the problems. I have always run Mobil Delvac in it. Always used ford filters.
I have to disagree with your opinion on the VT375 ( 6.0). It's not a trash engine, but it is high maintenance and most people don't know how to take care of them. On the international side, we didn't have the same problem as what was delt with on the Ford side. Ford did swap some things around on the 6.0 that international did not recommend, and that's what gave the 6.0 a bad reputation.
VT365/6.0 has a very a stout bottom end. I just took mine apart after 250,000 miles. Bearings looked decent for the age and the pistons looked excellent. Bores were Still round and no taper.
@@Bacongrease00 Not many of those engines suffered catastrophic failures unless it was abused or poorly maintained. I was working for Ford when they first hit in the back end of 03. Our biggest problems then was people treating them like they could a 7.3 and get away with it. We always had FICM issues due to weak batteries, injection issues most of the time was due to poor oil usage. VGT's not responding due to carbon build up from long idle time's.. of course we did deal with the common EGR problems and the oil leaks at the HPOP, but most of the time it was poor maintenance, especially during those day's when tuning was still fairly new. Overall, I'd gladly take a 6.0 over a 6.6 or a 24v Cummins. Even the problematic 6.4s I actually like, mostly due to the sheer power that engine can produce with minimal funds spent.. until the injectors stick open or a block cracks on you. 😅 In my opinion, the 6.0 got a bad rap because of Ford and because of poor information at the time. Now, the information is there and if maintenance is done properly they can and will last just as long as a 7.3 or 12v Cummins can.
The early 466 had 1 problem. It Idled at 800 rpm and at speed the water pump didn't circulate enough water and it would boil the water between the cylinders and that caused the sleeves to get worm holes and dump water in the oil if it idled for long periods. The dv550 also did a good job if you drove in right. It was a 3250 rpm engine and most drivers didn't want to to wind them up that much. If you ran it at 2100 like most diesels at that time, they would beat themselves apart. Had one 550 that had 450000 on it and never been apart when we sold the truck.
I love DT466 or DT466E with FGT or VGT turbo. I didn't know the DT466 has EGR System, it could get issues. Don't worry about the 05-08 DT466E with EGR, it was a pre-emissons to get fixed.
I believe the 6.0 is still being used for military purpose in the British Husky. Brits love them. Obviously can’t be that bad if you set them up properly.
When you look at diesels in general picking the best depended on what you were looking for and, in my mind, it was all about longevity, ease of maintenance and reliability even if the cost was in max HP. The electronic engines now days deliver amazing power and versatility, but they are complex and more expensive to fix when problems crop up. Modern diesels are much more stressed than they used to be, and this is more apparent in the lighter units for smaller vehicles. Mechanical failures in areas that used to be a diesels strong point are common now. For me my heavy fully cast-iron Toyota 2H diesel in my Landcruiser is great. Yes, it's under powered and slow but I know it will never let me down and at 500,000 Kilometers it is just getting started in life. I also know if I have to there is nothing on it that I can't fix myself without me having to mortgage the house to finance.
Entonces muy enterado y bien descriptiva su explicación del los motores 466 , lovq entendí es el 466e es actual mente el de mejor reputación. Y desde q años está del 1996 al 2009?!
I was a mechanic at a local school bus garage during the early to mid 90s and these were very good engines, even though they were put into the crappy Vista school bus design
We had a 966 tractor with turbo. We were afraid it would suck fuel like crazy. It burned less fuel than the tractors half it's size. It had power to spare. Because it burned so little fuel , it became our go to tractor for everything.
Emissions killed a lot of good engines unfortunately. Too fast to be rolled out before they could be refined. Cars had the same issues but modernized emissions on cars are much much simpler Everyone has pretty much moved on from the 466 to the Cummins B6.7 and I can't say as I'm upset about. Good solid engine that woll hopefully earn an equally good reputation in the future
I might not have a choice in the engine I want versus what I can get in my school bus. I want the DT466C but all I can find is the E version. prices are just too ridiculous for the C. So my question for you dear sir if you choose to answer, is the DT466E going to be reliable enough to do some cross-country traveling? And / or… Since it’s starting to look like I’ll have to choose a different engine , of all the engines out there, which one would you go with? Thanking you in advance for your advice!
I just bought a 1987 Navistar International maxxforce 9 model 1954. I have been trying to find out what engine is it but can't find any plate or numbers on it. Do you know where I should look or a website? It's seems like from your video it is the 466c. Any help would be appreciated. Thanks
Here in the UK these were fitted to TD15C and 175 LOADERS These engines had a bad habbit of running away knocking holes in he crank case Trucks faired a bit better
One thing not mentioned is that International actualy bought out a German engine Company called NUESE and thats where the 300 and 400 series engies came from along with the 209 and 239 4 cyl engines all very good engines with no glow plugs like the old I H engines.
I've never understood why they never put that combination together. A wet linered, 5.9 liter mechanical diesel engine is just any techs wet dream to have in a pickup. You can buy near bolt in adapter kits to install them into fords, yet ford never offered it themselves. Makes me wonder if they feared it would be so reliable that they would lose out on repair income.
@@liamfogle8367 maybe, but the 7.3s I ran into the ground were still running but the rest fo the pickup was absolutely done! Betting you could replace everything three times around that engine and the 360 would probably still be running.
Navistar fell into a tech trap and their engineers insisted (or the head of engines did) that you did not need EGR at the time to meet emissions. There was a massive failure across the engine line including the 6.0/6.4 Powerstroke (one way to reduce emissions is a bigger engine, lower temps) which had no background in EGR from the rest of Navistar. When Navistar hit the deadlines they were going on banked emissions and at a dead end. Cummins was contracted to supply engine and emissions systems and still do though Navistar did come out with a couple of engines afterwards, using EGR. Now EGR is an option with some engines doing it without it though DOC, Urea and or Particulate may be. Lots of advances in combustion.
We are building a Warehouse on the old international plant in Indianapolis off of brookville rd. That place is highly contaminated. There is oil coming out of the ground and is everywhere.
The six cilinder tractors build in Neuss Germany had D-358 and DT-402 engines. Are these German engines build in the same architecture as the DT-466 engine ? Or are they a completely different design ?
Novice here, looking into buy a 2011 international 3800 school bus with the DT466E, (150k). Some love it lots hate it. Maybe I should keep looking. Reliability is my #1 priority. Any thoughts and comments would be greatly appreciated. Thanks
I'm following to gain knowledge, as I am trying to diagnose an overheating and currently become a crank no start.. it's a 4 horse transport van.. drove from NY to FL several horse racing seasons.. I've seen several ether cans in cab.. I've noticed much oil covered injection pump.. I don't know the cause of overheating... Wondering if fan clutch failure.. no chocolate milk in oil ... I am hoping a small repair investment, rewards me a Valuable asset..
Reducing the under square ratio was not universal; Cat increased it as between the 3406 (5.4 bore x 6.5 stroke) and the C-18 (5.7 bore x 7.2 stroke). Most car engines have gone from over square to under square.
Thank you so much for this video, I've got a 1991 school bus and love this engine, but had no idea of it's potential or greatness until this video.I've got about 250,000 miles on this and it seems to put out a little smoke sometimes but I don't mind, it feels awesome, do these usually go alot more miles before needing anything significant? mostly it sits still, it's my home and I don't drive it much at all , but start it and run it through the gears monthly. IS 30 MINUTE WARM UP GOOD? Any recommendations for keeping it so dependable? like i said THANKS SO MUCH!
The D50 (recommended rebuild mileage) on them is about 500,000 miles I believe. It should give you years of good service before you get to that point. That’s the IH recommendation. That being said, there’s stories of folks going a million miles with them, taking them for rebuild, and the mechanics saying ‘why did you bring me this engine? There’s still crosshatch in the cylinder bores, this things as mint as the day she came off the line.’ In my option, it’s less about the miles and more about the heat cycles. If you do nothing but 900 mile days, where the engine goes 900 miles on one heat cycle, it’ll last forever. If you just drive it around town, the heat cycles will build up and cause wear to the motor. At the end of the day, the miles you’ll put on a school bus, (reguardless of if it’s converted to a camper or whatever), you’re unlikely to get to the mileage number that you’d begin to wear internal engine components. The engineers that built that engine built it to last. It’s one of the old reliable built like a brick shithouse engines, like a CAT 3406, or a big cam Cummins, or a 5.9 Cummins, or a DT444 (7.3 powerstroke) that’s built to last. They built those motors to outlive their owners.
This was an awesome history! I'm wondering if you have any opinions about the last version... we're looking at a 2006 International ambulance with 107K miles... DT466 with EGR stock. Should we stay away?
Maybe I have had a massive string of bad luck, having delt with the DT466C and newer. They almost never make it to 200,000 miles without needing to be rebuilt. It has been the worst commercial diesel engine I have delt with. Cat, Cummins, Mack, Detroit and Volvo all don't need to be rebuilt till the 500,000+ range. Yes it is cheap and easy to rebuild, but that doesn't make it good when you can buy an engine that will last the life of the truck.
It is interesting to compare the review and the comments to the reality of the Legend engines, just called the I6. The plant and engineering center are now torn down, the old Buick aviation plant. There is a lot to the history of the I6. I would give the video a grade of 20-25% accuracy. A good story would be how the I6 engine caused the Cummins B to be developed when the feud happened between the Engine Group and the AG Group. Melrose Park and Burr Ridge were 30 minutes apart but were worlds apart. Burr Ridge got tired of Melrose Park lying, so they worked with Cummins to make the B AG engine. The feud with Manny at Bosch and Melrose Park caused the CAT FEUI to be developed, yes FEUI, not HEUI. Ford insisted on the HEUI and refused to allow Melrose to design their electronics. The electronics was Ford and a third party contractor based from Burr Ridge personnel.
Fascinating comments. I agree about the accuracy of the video. My dad worked for International from 1957 to 1963 when he bought a small dealership in NE Ohio. I started full time in 1975 just as the DT was being introduced. A customer in Canton Oh supposedly had some of the first test trucks in 1973. Fleetstars. I seem to recall the original injection pumps were Stanadyne. I’ve not heard about the inter division feuding you mention but it doesn’t surprise me. Dad had quite a few stories like that.
If you guys enjoyed the video, please SMASH THAT LIKE BUTTON. It helps the channel out a huge amount and helps TH-cam put the video in front of more people. Thanks for watching 😬
go on, dare you.. take a trip to brazil, find a 4.2tdi mwm sprint.. do a rap on that.. not sold in u.s, but rest of the world. i have the pre computer base, model. 97 -07..international owned them for 5 yrs.. would of sold heaps in u.s. not great power but reliable as a rock.. i fitted bit bigger turbo. has 230hp. 700nm.. watch some brazil vids of them..they had a common rail version.. never sold in trucks as far as i know..im in aus..12. lt 100. in my s/duty..02..
@@harrywalker5836 y
One thing I always wondered is why international didn't push to put the dt 360 or something similar into Ford trucks
@@nickpalazzi2121 Some people have put them in Ford pickups. That said it is very heavy engine in relation to the stock HP ratings. Probably because of that it was totally reliable, even more so than the pre 94 DT466's which were super reliable. If Chevy was "like a rock" the 360 was "like a mountain"!
I have a 92 international dump truck with the dta466c. When I bought it, it had coolant in the oil from failed cylinder liners. I tore it down in my driveway with nothing but hand tools and an engine hoist ( to lift the 250# head off). Had it rebuilt to "like new" condition for under $1200. New pistons, bearings, and liners, as well as a fresh head gasket. Haven't had a single issue since. Great power, reliability, and fuel milage. Absolutely love the way it sounds spooling up that turbo, as well.
Paul
Great comments. Love your rebuilt story. We had a 466 in a 4 or 5 yard dump truck at my workplace. It always STARTED even when the temperature dropped. We placed a water tank in bed and had multiple spray nozzles to spray ( De-icing) product on roads, break down the black ice so plowing could push it OFF. We also had a snow plow on front, that we could remove. Never once did I see in usage, it going into shop for overhaul. It just ran & ran.
"Like new" with will-fit parts, lol. And the liners did not "fail". The "engineers" failed.
@@rp1645You had to "break down" and "plow off" BLACK ICE? You have obviously never seen actual black ice. Which is common.
@@deeremeyer1749 plowed Ice & Snow for 15 years , but "O" my never seen black ICE. WOW how would you know what I saw, you have seen it all. Everyone else is stupid except for you, Mr. Know it all.
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As a farm kid whos family had alot of red tractors, I love some 466s. Rock solid, simple, and big power.
This engine changed my life. Started my professional career at a fleet shop full of DT466 and DT466e. Great engine to start on. Easy to work on and Easy to understand. ⚙️ 🔧 🧰
What is the #1 electronic issue, would you say with a 2004 that pertains to power loss at high speeds. We're ruling out fuel vacuum leaks.
Same but as a driver. I started my driving career with a 466 and also a T444.
Those are legendary engines, you can't kill em and there isn't a engine that pulls, runs or starts easier then em. Ran international my whole life and will always be my favorite
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The fuckin things are plauged by the stupid engine oil cooler...
Mine is deadlined currently as oil keeps getting into the coolant.
Man you can't clump all the dts from 95-16 in the same group, multiple big changes occurred. The 95-early 04s are still very reliable. The late 04-06s are good but they no longer used cat designed injectors, as a result the newer ones are less reliable. The 07s Started the Maxxforce line up, plagued by more egr issues and dpf issues. The 10-13s received compound turbos and an even worse egr cooler. The last generation known as N9s had scr. You could make an entire video on differences between 95-16.....
Man he just googled that shit he has no real experience🤣🤣
I run an early 07 4300 dump truck with the 466 and it is a great truck pretty sure it's the 04-06 engine and it gets ran hard has almost 500k km of hard abuse and still keeps on going
You can say the same for ALL Diesel engines made by ALL manufacturers. It looked like Dodge was going to survive the transition to DEF as the only reliable one, but it turns out, they had the PCM set up to only pass emissions if the wheel speed sensors up front showed zero while the signals from rear showed the speed of the real wheels while on a test dyno during government testing. GENIUS! Too bad they were caught.
VW did the same thing on their cars. If I had one, I wouldn’t go anywhere near a dealer. They are required to reprogram it.
Do you have any info on the dt466ht? Looking to buy a 2004 7400 with the 250hp dt466ht and was wondering what the torque output and at what rpm on this version. Any significant differences between a dt466 and dt466ht as far as internals?
Delete all the emissions crap and you got a pretty decent truck.
Honestly, I've never been worried about making alot of power, I just big reliable engines which is why the dt466 has become one of my favorite diesel engines
Still plant 500 acres of soybeans and bale a thousand round bales every year with one of these engines. It has been amazing how reliable they are. We don't know exactly anymore, but the tractor has at least 25000 hours on it. Granted, it's been rebuilt twice in that time, but still I think that's pretty darn good, and still hard at work full speed nearly every day. A week ago we ran it for 26 hours straight planting soybeans trying to beat a storm. We beat the storm haha.
I love how you traced the 466’s roots back to good old IH. IH has a long history of building really good engines. In the AG world, the 361/407 series diesels (predecessor to the 300/400 series subject of this video) were great runners, with legendary life expectancies. (Many are in the 15-20k hour range, without a singe overhaul). The 400 series usually don’t last quite so long, but are so easy to work on it’s almost a non- issue.
466’s are awesome, hands down. I’ve got an Anteater. Originally rated at 150hp on the PTO (probably about 175 flywheel), mine was turning 250 when I bought it. (Most likely 275 or more at the flywheel.) TONS of guys ran their tractors this way, how many other engines can be turned up to almost double their rated output, with little to no consequences to life expectancy? The weak point in tractors was the drivetrain behind the engine… final drives didn’t like an extra 100hp. LOL!
I have no personal experience with a 466 in a truck application, but the results speak for themselves. There’s good reason DT466’s are loved to this day!
Drove a 2007 Durastar rollback at the end of it's life and the engine was about to turn 18k hours without a rebuild. That was mind-blowing. Chassis had a good 370k on it. Then the head gasket blew and amidst all the other issues, management finally decided it was time. I hope it's next owner gets the thing rebuilt and gets the shakes and bent axle worked out of the chassis and runs it even longer
I had a 466 maxxforce in my 2011 rollback. Engine was great, emissions killed it tho. The very best dt engine i ever ran was a dt 408 all mechanical in a 9 int 4700 rollback. 700k and never did anything but routine maintenance. Truck fell apart around the engine. That bastard fired every single time you hit the key. No block heater, no cruise, no electronics on it at all. Never let me down. Onky problem was at about 620k the water pump finally died. Miss that monster
Fall '77 I worked at the Diesel ReNew Center in Springfield, MO.
On the line we were all excited by the new DT-466. They had the Roosamaster Injection pumps.
Ar you sure they had a roosamaster as l never seen a Nuese engine wit one of them pumps and l worked for an IHC construction equipment dealer.
I drove a 2012 Durastar with the 466 and it was an incredible machine.
The regen never caused any problems and not needing DEF ever made refueling a breeze.
Would drive one again, 10/10.
I just bought a 2012 durastar with that engine I’m glad to see an encouraging review
Thank you so much for this. You just covered the bulk of the last 17 years of my career around the 12:00 mark with the DT466E. And its successor the MaxxForce DT. Both are the primary engines used in our fleet up until this last year when our newest trucks arrived with the Cummins L9 350
I think just about every mechanic at any of our garages would agree that the base DT engine itself is quite reliable and fairly simple to work on. Its everything attached to it that causes us grief. The injection system and EGR cooling account for 90% of the problems. Every DT that has needed a sleeve replacement started with an EGR cooler failure. And it usually happens without any warning.
As far as whether or not they are a powerful engine really makes no difference to our users. The trucks drive to the jobsites where they spend the day idling while running the PTO. As you can probably guess, this is a nightmare on the trucks equipped with a DPF; the exhaust never gets hot enough to put the DPF through a regen cycle.
As much as I like the new Cummins engine, I am going to miss our DT series. Simply because I can nearly work on them in my sleep. It will be a few years before we phase out all our DT powered trucks, but I will have some good memories
Maxxforce suck when I was doing roadside repairs on tractors I hated absolutely hated working on them.
@@Back_door_bandit_98 not every Maxxforce sucks but the worst were the 13 15 and 7
Western Truck And Tractor Repair is my favourite channel. I watch all of his uploads. Full of knowledge and very entertaining.
You got the bore and stroke right but missed a ton of other stuff.
The engineering; cross flow head, tubular manifolds, high flow water pump, elotherm hardened crank journals, twin spin on fuel and oil filters, dual oil squirters and massive oil cooler.
The engineering budget; I don't have the figure for that... it was massive..
The fuel pump; Bosch 100 single plunger with 23 percent torque rise. And Bosch MW.
As a child, I saw and rode on lots of school buses with DT466s. I've had a liking for the whole DT line since then.
Me too. I remember in the 80's the busses had a DT466 hood ornament.
@@jeffwxyz I became a huge fan after going to a summer camp in 2022 where they used the DT466E engines in 2nd generation International 3800 buses (95-early/mid 04). Loved the sound and I've been told they were quite reliable beasts.
Drove one of these in 2011-2012.
It was an absolute torque monster.
No DEF required, either.
The cleaning cycle for the exhaust system rarely caused any issues.
Pull over and let it do its thing once every week or two.
Took less time than the other guys used to refill their DEF reservoirs.
Had a '87 International medium duty truck with the 466DTA in it. It was very reliable, no problems with it except it was a real dog for power!!!! Every hill was not its friend, (driving in the Northeast). Glad you mentioned its lack of power, other than that it was a good engine.
300hp easy
Getting on the school bus in the early 90s, I remember seeing DT466 on the side of the hood. They never broke down! Except that one time when the whole cabin filled with smoke and we had to evacuate the bus lol
You know for an engine that can hold 3000+ hp you got alot to say its a motor ive been surrounded with my whole life growin up here in the sticks and farmland ive never seen one with issues theyre better than any cummins…
I have DT466 in my light limited super stock pulling tractor that makes over 1500 hp. If I put bigger turbo would make much more.
It was the best engine ever,had tandemmeat haulers with 900km on them and never tore apart,worked on tons of them easy breazy
I'm gonna have to disagree with the unreliability of the 1st generation of the HEUI, that's a solid electronic engine, especially compared to others. They have very few issues, all of which are fixed fairly easily. It kinda goes down from there. And the Maxx force version....that poor engine didn't deserve to go out like that.
Also you forgot the dt530, which is just a larger bore and stroke 466.
I want yo buy a 2000 International school bus, in fact it has the early DT466E, based on your comment, I should be good to buy right? Thanks!
Take it from me who works for an international dealership, I see the bad EGR’s daily with serious problems and the gaskets that blow also. The maxxforce wasn’t tested long enough to fix the problems
I have the DT466 on my 1986 International truck. Just 1 wire to turn the engine on!!!
Works great to this day
The DT466, DT360, & the 6.9/7.3 IDI if taken care of are rly good solid engines.
Don't forget the T444E/7.3 PowerStrokes. 💪
@@myk1_sp , yeah Ik, I just don’t include the T444E cuz it’s an electronic Dsl, & I just listed the mechanical ones that have been around since the 80s. Used to own a T444E, & the truck refused to die.
@@michaelbenoit248 That's reasonable.
In my work, I still DT466s running today & I am not surprised. I 100% agree. What an excellent engine.
Gotta say I love the turbo whistle I got in my 07 international school bus
Great video. I grew up surrounded by these engine at my dads construction company. He would run the wheels off these “little” motors all day everyday. Over loading the trucks. Pretty much ride them hard and put them away wet. NEVER had one breakdown, blow up, or fail. We still have 3 that we use. All 1984’s with c models. Of those engines I would say my only negative in my option would be the lack of an engine or Jake breaking system. Albeit we would move around 70-80k with them pulling trailers which was far from the normal duty.
As a green diesel/truck tech on the late 70's - early 80's, serviced a food service fleet with around 15 IH Cargostars with the DT466's. Damn things were bulletproof, drivers abused the hell out of them - overheating, low on oil, overloaded. Some wore out quick but none ever seized or blew, stupid easy to overhaul in-frame. If ever built a home-made generator that's what I'd use.
Back when we had a bunch of these in school buses, I don’t recall hardly any issues with them.
I have a customer here in Australia 🇦🇺 with a DT466E import LH drive inter 4700 so I was pretty excited to watch this one as getting info on this is hard here.. parts even harder..
I'm a trained Detroit mechanic so working with HUEI fuel systems has been a bit of a struggle with this.. especially when I have no laptop and can't track down a workshop manual hahah
Had a heart start issue lately the customer had been using ether to get it going wich I want to stop but when it fires it runs smooth as.. replaced the hpop valve, filters, housing lines, getting great oil pressure and fuel pressure but heard cam sensors cause issues.. put a new sensor on but possibly harness but as I said parts are a 3 week wait so it's hard especially when I haven't got the tooling
Had a hard start issue lately thats
I've got a 79 s1854 with a 466B and I love it with a load only 1 speed slow but it doesn't matter how much I put on it it just pulls thanks for posting
Going to a summer camp in 2022 where some 2nd generation (1989-early/mid 2004) International 3800 buses had the DT466E engines led me deeper down the International rabbit hole. I already loved the IDI engines and the T444E, and this adds to my love and respect for old Internationals. ♥
we have 3 466's that havent started in 20 years and with a hot battery they all started. they had issues and leaks but all ran and drove
I'm just buying my first DT466 to swap into a loader. Tx for this.
Thank you. Due to price of high mileage used pickups. I am looking at medium duty trucks. The kick out does look to make working on it easier than a pickup.
Thank you for history on 466 International ENGINE.
You had the DT408, DT466 and DT530 all built on the same block. Just different bores and strokes. Standard and High Torque applications with or without aftercooling. DTA and HT. The DT/DTA360 was a 5.9 that is built even more stout than the cummins and is also a wet sleeve block. Can order your Sleeves and Pistons in any bore you want. The DT/DTA360 is rumored to hand 1500hp on a stock block.
The Pre HEUI injection system is the engine you want. The 87-98 engines.
That's interesting. I have a DT466e in my school bus I bought last year. I love driving it around, and I've always loved the sound of a straight-six engine. Just out of curiosity, how much power can a DT466 make on a stock block?
@@r0ckworthy DT466 is the go to for truck/tractor pulls. 2000+hp
@@bladenrexroth2555 Incredible :) I'd love to do an intake, a through-the-hood exhaust, and there must be some type of chip tune for it, but honestly the thing I don't like about my bus is the stupid, 3 speed, non-lockup torque converter automatic transmission. I've recently learned there are Spicer 5 and 6 speed manuals for the DT466, and that might be the big upgrade for my bus.
@@r0ckworthy you'll want the Spicer TX14607B 7 speed aka the 6+1. Gives you a deep 9.24 1st gear and .75 overdrive. Take all the emissions crap off and swap over to mechanical injection. Kind of like p pumping a 24 valve. Same recipe. With a well tuned A pump, HX35 or HX40 turbo, mechanical lift pump and timing You should see 350hp minimum. Only thing else to figure out is rear end gear ratio and tire size. Bus should be pretty fuel efficient if it turned 1500-1600 rpm at 65-66 mph. With having peak torque as low as 1200 rpm you'd be well over 1200#ft of TQ
I’ve got a DT466e on a 2007 international non Maxxforce thankfully, but it’s got electrical issues like mad. Our shop Found a spot in the harness that causes it to not restart, dealer cannot get the harness and it’s acting like a IDM but if you wiggle this harness near the fuse block it fires back up. 🤨 I’d love to mess with a manual injected one some day.
I’ve rode the ic CE school buses 2005-2009 with the Maxxforce DT and dt466e engine. Even those are reliable compared to other engines from the time.
First 3 steps of working on a dt. Take off inner fenders, remove rain tray and jack up cab mounts
Never underestimate Ford's role in some of the 6.0 and 6.4 problems.
Yes Ford ask international for a cheaper engine and international said the only way it can get any cheaper is by cutting corners, like removing head bolts and Ford said lets do it, than there was a lot of problem and of course the consumer got and engine design for 200 hp and Ford sold them with 300 hp since they were not pushing a school bus or a box truck but a light weight pick up truck, so Mr John Doe took that motor to a guy he knew and bumped the hp to 600 and that's when trouble started which landed on internationals lap and there was a bigger problem. International didn't want to fix an engine they knew was ran at twice the hp but couldn't prove it and Ford stop payment on new engines at the tune of $800 mills , so International stop sending new engine to Ford and both landed in court. After everything settle Ford ask International to build them an entire new engine and when they were half way done with the new engine Ford said, we are going to stop right here and took the new half finished engine, paid International for their work and later finished the engine them selves a.k.a the new 6.7 which many think is a Ford new creation when in reality was built by International. and that folks is the story of the worst and the best Ford diesel engines in pic up trucks.
@@herygarcia6193 where is your sources
@@herygarcia6193 I heard pretty much the same thing from my friend that is a regional manager for Navistar. He’s worked for Navistar for over 30 years.
@@gabesnyder5747 look it up.
@@herygarcia6193 can’t find any info that international bulit half the 6.7
Thanks for this video! Wow there is a lot of information here. I’m trying to digest a few things, 1st, In the video at 9:44, in 1982 you had three versions of the DT466C? Was it naturally aspirated or turbo with out an intercooler? Then it had a turbo charger with an air to air intercooler and turbo charged air to water intercooler?
2nd the best of these engines were made from 1993 to 1995 (prior to the month of May)?
Keep in mind I'm putting this engine in a school bus. But also keep in mind I like horse power and the ability to make more HP.
Awesome engines strong and sounds great dt 360 dta 360 dt 466 dt 466e wish they didn't stop making them!
I have a 6 liter power stoke in my 07 350. It’s been a great engine. By 07 they fixed many of the problems. I have always run Mobil Delvac in it. Always used ford filters.
I have to disagree with your opinion on the VT375 ( 6.0). It's not a trash engine, but it is high maintenance and most people don't know how to take care of them.
On the international side, we didn't have the same problem as what was delt with on the Ford side. Ford did swap some things around on the 6.0 that international did not recommend, and that's what gave the 6.0 a bad reputation.
VT365/6.0 has a very a stout bottom end. I just took mine apart after 250,000 miles. Bearings looked decent for the age and the pistons looked excellent. Bores were
Still round and no taper.
@@Bacongrease00
Not many of those engines suffered catastrophic failures unless it was abused or poorly maintained.
I was working for Ford when they first hit in the back end of 03. Our biggest problems then was people treating them like they could a 7.3 and get away with it. We always had FICM issues due to weak batteries, injection issues most of the time was due to poor oil usage. VGT's not responding due to carbon build up from long idle time's.. of course we did deal with the common EGR problems and the oil leaks at the HPOP, but most of the time it was poor maintenance, especially during those day's when tuning was still fairly new.
Overall, I'd gladly take a 6.0 over a 6.6 or a 24v Cummins. Even the problematic 6.4s I actually like, mostly due to the sheer power that engine can produce with minimal funds spent.. until the injectors stick open or a block cracks on you. 😅
In my opinion, the 6.0 got a bad rap because of Ford and because of poor information at the time. Now, the information is there and if maintenance is done properly they can and will last just as long as a 7.3 or 12v Cummins can.
@@bryancenterfitt7127 I agree. The Maxxforce version however is absolutely junk. Makes a ton of power but breaks quickly.
International actually bought out a German engine company called NEUSS and that's where those engines originated from
The early 466 had 1 problem. It Idled at 800 rpm and at speed the water pump didn't circulate enough water and it would boil the water between the cylinders and that caused the sleeves to get worm holes and dump water in the oil if it idled for long periods. The dv550 also did a good job if you drove in right. It was a 3250 rpm engine and most drivers didn't want to to wind them up that much. If you ran it at 2100 like most diesels at that time, they would beat themselves apart. Had one 550 that had 450000 on it and never been apart when we sold the truck.
How about a video on the International MAX FORCE. How the mighty have fallen.
Now we need to hear about the DT360
I love DT466 or DT466E with FGT or VGT turbo. I didn't know the DT466 has EGR System, it could get issues. Don't worry about the 05-08 DT466E with EGR, it was a pre-emissons to get fixed.
I want to buy a 2000 International school bus with DT466E, based on your comment, I should be good to buy right?
@@joavila8813 yeah...
I believe the 6.0 is still being used for military purpose in the British Husky. Brits love them. Obviously can’t be that bad if you set them up properly.
Military is usually emissions exempt.
When you look at diesels in general picking the best depended on what you were looking for and, in my mind, it was all about longevity, ease of maintenance and reliability even if the cost was in max HP. The electronic engines now days deliver amazing power and versatility, but they are complex and more expensive to fix when problems crop up. Modern diesels are much more stressed than they used to be, and this is more apparent in the lighter units for smaller vehicles. Mechanical failures in areas that used to be a diesels strong point are common now. For me my heavy fully cast-iron Toyota 2H diesel in my Landcruiser is great. Yes, it's under powered and slow but I know it will never let me down and at 500,000 Kilometers it is just getting started in life. I also know if I have to there is nothing on it that I can't fix myself without me having to mortgage the house to finance.
Entonces muy enterado y bien descriptiva su explicación del los motores 466 , lovq entendí es el 466e es actual mente el de mejor reputación.
Y desde q años está del 1996 al 2009?!
Entonces del 1999 al 2004 son los más Fiables y no 😞 problemático 😂
Estaré muy agradecido y el costo actual de☺️de esos motores hoy en día 2023 cuál eso precio en dólares EUA reconstruido y confiables
I was a mechanic at a local school bus garage during the early to mid 90s and these were very good engines, even though they were put into the crappy Vista school bus design
You should do a video on the DT-530.
The mechanical ones were reliable but the eltronic ones seem to have issues
We had a 966 tractor with turbo. We were afraid it would suck fuel like crazy. It burned less fuel than the tractors half it's size. It had power to spare. Because it burned so little fuel , it became our go to tractor for everything.
Emissions killed a lot of good engines unfortunately. Too fast to be rolled out before they could be refined. Cars had the same issues but modernized emissions on cars are much much simpler
Everyone has pretty much moved on from the 466 to the Cummins B6.7 and I can't say as I'm upset about. Good solid engine that woll hopefully earn an equally good reputation in the future
Love this dudes channel!!
I might not have a choice in the engine I want versus what I can get in my school bus. I want the DT466C but all I can find is the E version. prices are just too ridiculous for the C.
So my question for you dear sir if you choose to answer, is the DT466E going to be reliable enough to do some cross-country traveling?
And / or…
Since it’s starting to look like I’ll have to choose a different engine , of all the engines out there, which one would you go with?
Thanking you in advance for your advice!
HI I have 2001 dt466 is in the mechanic shop they changed all the injectots but engine oil going to diesel tank do you now what could be the problem?
THANK YOU SO MUCH.
Awesome video. Thanks for sharing.
Exelente video del dt466 sería bueno ver uno similar de la historia del Caterpillar 3208 acá en Latinoamérica es otra leyenda saludos 👍
Great video thanks.
Drive an International single axel DT466, and that was reliable, strong easy to drive and even comfortable
I just bought a 1987 Navistar International maxxforce 9 model 1954. I have been trying to find out what engine is it but can't find any plate or numbers on it. Do you know where I should look or a website? It's seems like from your video it is the 466c. Any help would be appreciated. Thanks
No maxxforce in 1987
I run dt466 in my light limited super stock pulling tractor. Making over 1500 hp and turning over 5000 rpms. Stock crank and rod.
Here in the UK these were fitted to TD15C and 175 LOADERS These engines had a bad habbit of running away knocking holes in he crank case Trucks faired a bit better
One of my favorite engines in the medium duty world
Rebadged as a Detroit Series 40 & 40E and Perkins 1300 series. Reliable engine in Au.
One thing not mentioned is that International actualy bought out a German engine Company called NUESE and thats where the 300 and 400 series engies came from along with the 209 and 239 4 cyl engines all very good engines with no glow plugs like the old I H engines.
If they would've put the dt360 in the fords there wouldn't be a ram pickup ..they both kinda dropped the ball there. That said I liked my old 7.3s.
I've never understood why they never put that combination together. A wet linered, 5.9 liter mechanical diesel engine is just any techs wet dream to have in a pickup. You can buy near bolt in adapter kits to install them into fords, yet ford never offered it themselves. Makes me wonder if they feared it would be so reliable that they would lose out on repair income.
@@liamfogle8367 maybe, but the 7.3s I ran into the ground were still running but the rest fo the pickup was absolutely done! Betting you could replace everything three times around that engine and the 360 would probably still be running.
The dt360 would’ve been PERFECT in the F Series trucks. Ford and their hard ons for V8 engines demanded a V8.
Best channel ever 🤘🏻💯
I wish Internstional would try to make their engine again. Or maybe bring back the styling of the 4700 medium duty and 9000s heavy duty.
The company I drive for still has 2 trucks with DT466E's. Not very impressive on power but great motors. Never have any problems with them
You are correct
Drove the 466e and loved it.
It has a good balance between power and economy.
No DEF, either, thanks to the regen.
Navistar fell into a tech trap and their engineers insisted (or the head of engines did) that you did not need EGR at the time to meet emissions. There was a massive failure across the engine line including the 6.0/6.4 Powerstroke (one way to reduce emissions is a bigger engine, lower temps) which had no background in EGR from the rest of Navistar. When Navistar hit the deadlines they were going on banked emissions and at a dead end. Cummins was contracted to supply engine and emissions systems and still do though Navistar did come out with a couple of engines afterwards, using EGR. Now EGR is an option with some engines doing it without it though DOC, Urea and or Particulate may be. Lots of advances in combustion.
Really interesting!
Nicely done.
Awesome video!! Thank you
We are building a Warehouse on the old international plant in Indianapolis off of brookville rd. That place is highly contaminated. There is oil coming out of the ground and is everywhere.
Can you please talk about the Perkins 6.354
The six cilinder tractors build in Neuss Germany had D-358 and DT-402 engines. Are these German engines build in the same architecture as the DT-466 engine ? Or are they a completely different design ?
No
DT/DTA360!
Novice here, looking into buy a 2011 international 3800 school bus with the DT466E, (150k). Some love it lots hate it. Maybe I should keep looking. Reliability is my #1 priority.
Any thoughts and comments would be greatly appreciated.
Thanks
Was there a marine version of the DT 466?
i have a 06 box truck with the DT466 it has a oil leak at the front cover can't figure out what causing the leak will run but weak, any ideas
It's called a seal. You need new gaskets
Could you do a review of the DT530?
I'm following to gain knowledge, as I am trying to diagnose an overheating and currently become a crank no start.. it's a 4 horse transport van.. drove from NY to FL several horse racing seasons..
I've seen several ether cans in cab.. I've noticed much oil covered injection pump.. I don't know the cause of overheating... Wondering if fan clutch failure.. no chocolate milk in oil ...
I am hoping a small repair investment, rewards me a Valuable asset..
Reducing the under square ratio was not universal; Cat increased it as between the 3406 (5.4 bore x 6.5 stroke) and the C-18 (5.7 bore x 7.2 stroke). Most car engines have gone from over square to under square.
Thank you so much for this video, I've got a 1991 school bus and love this engine, but had no idea of it's potential or greatness until this video.I've got about 250,000 miles on this and it seems to put out a little smoke sometimes but I don't mind, it feels awesome, do these usually go alot more miles before needing anything significant? mostly it sits still, it's my home and I don't drive it much at all , but start it and run it through the gears monthly. IS 30 MINUTE WARM UP GOOD? Any recommendations for keeping it so dependable? like i said THANKS SO MUCH!
The D50 (recommended rebuild mileage) on them is about 500,000 miles I believe. It should give you years of good service before you get to that point. That’s the IH recommendation. That being said, there’s stories of folks going a million miles with them, taking them for rebuild, and the mechanics saying ‘why did you bring me this engine? There’s still crosshatch in the cylinder bores, this things as mint as the day she came off the line.’
In my option, it’s less about the miles and more about the heat cycles. If you do nothing but 900 mile days, where the engine goes 900 miles on one heat cycle, it’ll last forever. If you just drive it around town, the heat cycles will build up and cause wear to the motor.
At the end of the day, the miles you’ll put on a school bus, (reguardless of if it’s converted to a camper or whatever), you’re unlikely to get to the mileage number that you’d begin to wear internal engine components. The engineers that built that engine built it to last. It’s one of the old reliable built like a brick shithouse engines, like a CAT 3406, or a big cam Cummins, or a 5.9 Cummins, or a DT444 (7.3 powerstroke) that’s built to last. They built those motors to outlive their owners.
@@cnf6045 thank you, I feel lucky to live in this machine!
coolant filter is very important on these
Is it possible to replace a T444e with a t466e in my 2002 International school bus.-
This was an awesome history! I'm wondering if you have any opinions about the last version... we're looking at a 2006 International ambulance with 107K miles... DT466 with EGR stock. Should we stay away?
Its a used ambulance so it might as well be a 6.4 with a check engine light
I can confirm that the DT466E has indeed a ton of electrical issues. Manly with the injectors
Maybe I have had a massive string of bad luck, having delt with the DT466C and newer. They almost never make it to 200,000 miles without needing to be rebuilt. It has been the worst commercial diesel engine I have delt with. Cat, Cummins, Mack, Detroit and Volvo all don't need to be rebuilt till the 500,000+ range.
Yes it is cheap and easy to rebuild, but that doesn't make it good when you can buy an engine that will last the life of the truck.
It is interesting to compare the review and the comments to the reality of the Legend engines, just called the I6. The plant and engineering center are now torn down, the old Buick aviation plant.
There is a lot to the history of the I6. I would give the video a grade of 20-25% accuracy.
A good story would be how the I6 engine caused the Cummins B to be developed when the feud happened between the Engine Group and the AG Group. Melrose Park and Burr Ridge were 30 minutes apart but were worlds apart. Burr Ridge got tired of Melrose Park lying, so they worked with Cummins to make the B AG engine.
The feud with Manny at Bosch and Melrose Park caused the CAT FEUI to be developed, yes FEUI, not HEUI. Ford insisted on the HEUI and refused to allow Melrose to design their electronics. The electronics was Ford and a third party contractor based from Burr Ridge personnel.
Fascinating comments. I agree about the accuracy of the video. My dad worked for International from 1957 to 1963 when he bought a small dealership in NE Ohio. I started full time in 1975 just as the DT was being introduced. A customer in Canton Oh supposedly had some of the first test trucks in 1973. Fleetstars. I seem to recall the original injection pumps were Stanadyne.
I’ve not heard about the inter division feuding you mention but it doesn’t surprise me. Dad had quite a few stories like that.
The only thing I would disagree with here is that the DT-466E is not unreliable, it's just different... and the key is keeping the oil clean.