International Truck & Engine Corp. says its 2004 in-line six-cylinder diesels will feature variable-geometry turbochargers, cooled exhaust gas recirculation, an internal high-pressure fuel system, four valves per cylinder and optional integrated exhaust and engine brakes.

The I-6 family for '04 includes the DT466, plus new DT570 and HT570 -- stroked versions of the DT/HT530 that are going out of production. They'll be used in certain International 4000 and 7000 series trucks and 8500 series tractors.
Many of the new I-6 advancements come from International's previously introduced VT365 engine.
This "matured platform" provides truck owners with greater reliability, durable performance, driving responsiveness and easier serviceability, according to executives at a recent press conference at SAE’s Automotive Truck & Bus Meeting in Fort Worth, Texas.
"Our challenge was to deliver to our customers more value, while meeting stringent 2004 emission requirements with technologies we've been maturing, such as cooled EGR and the variable response turbochargers," said Patrick Charbonneau, Engine Group's vice president and chief technology officer. "The result is a family of engines that will provide improved fuel economy and SUV-like performance. We were able to accomplish this because of International's integrated truck and engine design and production capabilities."
He said the new features include:
-- Electronic Variable-Response Turbocharger (EVRT) with adjustable vanes to optimize boost across the entire operating range, giving drivers fast throttle response and good power and torque and helping to cut emissions;
-- Cooled EGR to reduce EPA-regulated oxides of nitrogen (NOx), used for the first time on International's I-6s;
-- Electro-hydraulic generation 2 (G2) fuel system, a common rail design with no high-pressure external lines, using a new digital spool valve for precise timing of fuel delivery; and
-- Four valves per cylinder, with room provided by smaller injectors, for a complete mix of fuel and air.
-- An optional Diamond Logic exhaust brake, which uses the turbo's variable vanes to introduce back pressure and provide up to 120 retarding horsepower in the DT466 and 230 in the 570s. No external exhaust brake is needed.
-- An optional Diamond Logic engine brake offers up to 250 retarding horsepower in 570s. The low, medium and high valve positions operate on all six cylinders, yielding even cylinder wear and providing longer engine life. The engine brake includes the exhaust brake function.
International's 7.6-liter (466-cubic-inch) DT466 for '04 has ratings of 210 to 300 horsepower and 520 to 860 foot-pounds of torque. The 9.4-liter (570-cubic-inch) DT570 has ratings of 285 to 330 hp and 800 to 950 foot-pounds, and the HT570 is rated at 295 to 340 hp and 950 to 1,150 foot-pounds. All have more power and torque than the models they replace.
Like their predecessors, the new engines use replaceable induction-hardened wet sleeves, valve seats and valve guides; positive valve rotators and roller cam followers, targeted piston cooling and a 36-bolt cylinder/head clamping design. Better durability and reliability are promised because of several engineering innovations:
-- A single-piece, high-pressure cast-metal oil rail, to virtually eliminate the potential for leaks. It is contained under the cylinder head cover on top of the injectors, holding down clamping force to further minimize the potential for leaks. The new rail also serves as a high-pressure oil source to operate a new Diamond Logic engine brake.
-- Cast iron high-pressure oil pump, to provide variable displacement and oil flow in response to engine speed and load, which in turn increases fuel economy and extends pump life.
-- A quarter-inch steel crankcase ladder frame, to secure all seven main bearing caps, widened for increased strength, and the bottom of the cylinder block, providing additional durability, improved noise reductions and extended service life capability on the International DT 570 and HT 570 engines.
-- A corrosion resistant, powder coated, dual-drain oil pan to protect against harsh road salt and extreme environmental conditions.
-- A modular plate-type oil cooler design that replaces the current tube-bundle oil cooler assembly, providing easier mount and dismount, as well as greater capacity and reduced leak potential.
-- Press-in-place rear crank seals positively located prior to installation, virtually eliminating oil leaks in the seal carrier area and fly wheel housing.
-- Pad-mounted accessories replace the previous bracket-mount alternator and air conditioning compressor, locating them closer to the center of the engine for less vibration and extending life.
-- Top-mounted, extended-life fuel filters are within easy reach of mechanics. Filters have a high efficiency fuel primer and use synthetic media, eliminating disposal issues associated with canister-style filters. The filter includes an integrated fuel/water separator design with a standard electronic water-in-fuel sensor for improved serviceability.
Options include an electronic fuel restriction indicator and a 300-watt fuel heater for use in cold northern climes.
Fuel economy should be the same as with current I-6 diesels, International executives said. The new engines will be built on new precision equipment at International's Melrose Park, Ill., plant.
The DT466 goes into production in February and the DT and HT570 in March. Enough of the current DT466 and HT530 diesels will be built to equip International's trucks until the new engines are available.
Price increases are expected but will not be announced until January.