DT466 TRUCK PARTS
DT466 truck parts one of the most rugged and strong makes ever.
The engine itself will scream and roar through the road. The international make of the DT466 truck parts make it unbeatable when compared to other truck parts.
The DT466 truck parts are classy and strong as they offer full efficiency performance seamlessly for a really long time.
These enables the truck to function without any flaws.
The ultimate power of the truck lies with the engine . And so the engine has been chiselled to perform with full muscle power.
The wet cylinder sleeve design allows for less downtime and reduced repair costs – under many circumstances, an engine overhaul can be performed without removing the engine from a chassis.
Additionally, it has been suggested that a wet sleeve cylinder provides greater durability in comparison to a dry sleeve system.
DT466 truck parts
mainly the engine generates torque at a favourably low 1,300 rpm. And the latest model has a governed speed of 2,400 rpm.
The engine is the core part of the truck. And it has satisfied everything.
Apart from that, the DT466 truck parts has various other advantages from their high-quality build.
So They are highly adaptable to the external conditions making it standout.
DT466E Overhaul Kits
International DT466 Parts (Navistar MaxxForce DT: 7.6 L)
DT is a line of diesel engines manufactured by the International Harvester Company between 1975 and 2016. They are six cylinder inline engines, and are primarily used in medium-duty trucks and buses. Prior to 1986, International Harvester used the DT engines in farm equipment and construction equipment.
The DT466 variant of the DT line of engines displaces 466 cubit inches (7.63637 liters).
“International Harvester” is now called “Navistar International Corporation”. The “International DT466” is now called “Navistar MaxxForce DT: 7.6 L”.
The Navistar DT466 diesel engine is a wet-sleeve engine. The cylinder sleeve is a separately machined part that fits into the cast cylinder bores. This separate sleeve is in direct contact with the engine coolant, hence the “wet”-sleeve description.
In 2007, the International DT line of engines were redesigned to comply with the United States Environmental Protection Agency's 2007 emissions regulations. At that time, the DT466 was renamed: Navistar MaxxForce DT: 7.6 L. Upgrades included: new twin turbochargers, upgrades to fuel injectors, upgrades to the EGR system, and upgrades to the cooling system.
In 2007, Navistar DT engines were available in three basic configurations:
MaxxForce DT: 7.6 L (466 cu in); 210–300 hp
MaxxForce 9: 9.3 L (570 cu in); 300–330 hp
MaxxForce 10: 9.3 L (570 cu in); 310–350 hp
There were also defense variants, which were designed to allow the engines to run on JP-8 (jet fuel).
In 2010, the International DT line of engines (now called “Navistar MaxxForce”) were redesigned again, to comply with the United States Environmental Protection Agency's 2010 emissions regulations.
In 2016, production was halted.
Top Three International DT466 Parts
There are two basic different kinds of rebuilds: in-frame and overhaul (out-of-frame).
An in-frame rebuild does not require the engine to be removed from the truck. The engine stays inside the vehicle frame. In general, the in-frame process is rebuilding an engine without the need to remove the front cover or crankshaft of the engine. An in-frame repair is intended mostly for regular preventive maintenance.
An In-frame kit does not contain gaskets for the front and rear body of the engine, only the main bearing, rod bearings, cylinder kits, upper gasket kit and oil pan gasket.
An overhaul requires the engine to be removed from the truck. Often, the block of the engine needs to be machined: refacing or re-boring. Usually, the entire engine is disassembled. An overhaul is intended for more serious repairs caused by excessive wear, extreme age of equipment, or heat damage (cooling failure).
An Overhaul Kit comes complete with cylinder kits, main bearings, rod bearings, front and rear crankshaft seals and complete overhaul gasket kit.
Types of Engine Rebuild Kits:
In-frame Engine Rebuild Kit
In-frame Piston-less Engine Rebuild Kit
In-frame Re-Ring Engine Rebuild Kit
Out-of-frame Engine Rebuild Kit
Out-of-frame Piston-less Engine Rebuild Kit
In-Frame Kit: $800~$1,000
Overhaul Kit: $1,200~$1,500
Turbochargers are common in truck diesel engines—to produce higher power, lower emissions, and improved fuel efficiency.
A turbo is a device that uses a small amount of engine back-pressure to force extra air (and proportionately more fuel) into the combustion chamber. This is more air and fuel than a naturally aspirated engine uses.
Original Equipment Manufacture (OEM) turbos are manufactured to the exact specifications of the International Harvester Company. An aftermarket new turbo is manufactured without such close specifications. With an aftermarket turbo, a third-party manufacturer is claiming that their product is “just as good” as a turbo that comes from the International Harvester Company, or from a licensed OEM. OEM equipment tends to be more expensive than aftermarket equipment. Aftermarket equipment is perceived as being less reliable.
There are a huge variety of turbos; each with a slightly different part number. Two otherwise identical engines that are produced in the same model year, could have different turbo part numbers. Picking the correct turbo is difficult and exacting process. Carefully note the part number of the turbo that is being replaced and the engine number itself.
A turbo is not a device that can be installed by a driver. A mechanic is required.
Original New (OEM): $500 (uninstalled)
Aftermarket New: $350 (uninstalled)
Fan and Fan Clutch
A working fan and fan clutch are essential for proper working of the International DT466. Without proper cooling, an engine can quickly overhead—and and experience expensive, permanent damage. An overheated engine can warp a head, which requires removing the engine from the truck to fix.
A fan should be free from defects; not missing blades, no cracks, not missing parts of blades. The fan clutch should spin freely when the engine is warm and turn with difficulty when the engine is cool.
The fan clutch usually a “viscous” clutch. The clutch is filled with a viscous (honey like) fluid. When the ambient temperature in the engine compartment is hot, the fluid is pumped between a driving plate and a driven plate—which causes friction, and the fan turns.
There are two basic ways to replace the fan clutch: removing the radiator and not removing the radiator.
REMOVING THE RADIATOR involves draining the cooling fluid, disconnecting hoses, and removing mounting brackets. This method is more difficult, expensive, and time consuming. Usually this method is only used if the radiator needs to be removed anyway.
NOT REMOVING THE RADIATOR is easier. It involves moving/removing: the fan shroud, small hoses, and cross-members. Draining the cooling systems is usually not necessary.
Neither of these is an easy repair. A driver very skilled with tools might attempt it, but a mechanic is generally required.
Replacing the fan is easier to accomplish. Fewer components need to be removed from the engine.
Many fan clutches are installed using left-hand threads.
If you are replacing either component, consider replacing both at the same time. If you are replacing the radiator, consider replacing the viscous fan clutch and fan at the same time.
Viscous Fan Clutch (new): $300 (uninstalled)
Viscous Fan Clutch (used): $150 (uninstalled)
Fan: $30 ~ $50 (uninstalled)
This Engine design opposed to parent bore engines, where the cylinder walls are machined out of the bores cast into the block.
Navistar’s 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. In finally This will help in preserving the engine life along with the other parts also.