the international truck website says:

International recently invested more than $100 million in new machinery and other equipment at its manufacturing facilities in Indianapolis and Huntsville, Ala. to manufacture the new Power Stroke diesel.

doesnt that seem a little steep for a small change like wider bored engine?

ALso, not that i actually know, but i have yet to see anywhere say that the 6.4 is a v8.

The navistar site just says "6.4 that is replacing the 6.0 v8"

 

<TABLE cellSpacing=0 cellPadding=0 width="100%" border=0><TBODY><TR><TD bgColor=#1b346c colSpan=2>11.06.06 – INTERNATIONAL ENGINE GROUP INTRODUCES ALL-NEW V-8 DIESEL PLATFORM

Customer Requirements Drive Design of MaxxForce™ 7

WARRENVILLE, Ill., Nov. 6, 2006 – International Truck and Engine Corporation today announced the MaxxForce™ 7, the engine that will redefine commercial diesel performance and driver comfort for the industry. Featuring a high-pressure common-rail fuel system utilizing piezo-actuated injectors and an advanced air management system, the MaxxForce 7 provides exceptional fuel economy, power, performance, reliability and durability, while meeting the EPA’s stringent 2007 EPA emissions standards.

“To meet demanding customer requirements, we started with fresh thinking based upon customer needs to design the new MaxxForce 7,” said Jack Allen, president, International Engine Group. “Customers told us they need an engine that not only provides fuel economy, power and performance for their business, but also ‘quiet power’ for driver comfort and reduction of noise pollution for city routes where many of our products are used. We deliver that with the MaxxForce 7.”

Fuel Economy

The new V-8 platform has had more than 80,000 hours of engine testing and 6 million miles of development and validation, the results of which show impressive numbers. Thousands of hours of dynamometer testing with the MaxxForce 7 engine have demonstrated exceptional fuel economy over its predecessors. By optimizing transmission and drivelines it is possible for our customers to see double-digit improvements in fuel economy. This is where the value of an integrated truck and engine company pays off for the customer. International has the ability to optimize its vehicles to achieve economy and provide these advantages and benefits to its customers.

“Our lab data verifies a double-digit fuel economy gain during pickup and delivery cycles,” said Helmut Endres, vice president engineering and product development, International Engine Group. “Even with increased displacement and the impact of exhaust aftertreatment devices, engine dynamometer and vehicle testing indicates the fuel economy of MaxxForce 7 powered products will not degrade (relative to the current V-8 product) under any operating condition.”

Tom Cellitti, vice president and general manager, Medium Truck Vehicle Center, International Truck Group said, “In-city cycle testing indicates a significant improvement in tank mileage. This level of improvement is a result of base engine and vehicle power train optimization. Actual comparative vehicle fuel economy tests will be conducted later this year and actual results made available at that time.”

High-Pressure Common Rail with Piezo-Actuated Injectors

Helping drive the fuel economy improvements is a high-precision, high-pressure common-rail fuel system that utilizes Piezo-actuated fuel injectors. The Piezo-electric linear actuator is a solid-state ceramic actuator that converts electric energy into linear motion precisely controlling the needle’s opening and closing through the hydraulic circuit. The capabilities of these actuators, the fastest in the industry, combined with the ingenuity of International’s calibrators result in a system that delivers five shots of fuel through the combustion cycle. This allows the fuel to burn more completely and efficiently resulting in greater fuel economy, lower noise, low emissions and aftertreatment control without external dosing.

Advanced Air Management

Working in conjunction with the common-rail fuel system is an air-management system utilizing an electronically controlled variable geometry turbocharger (EVRT™). The EVRT employs a set of vanes that automatically adjust to optimize the airflow within the turbo to provides exceptional response over a wide range of engine speeds for impressive acceleration, grade climbing capability, high-altitude performance and towing capability. It also drives EGR, delivers more air at lower RPMs and reduces parasitic loads in low or no load conditions. All of this helps to reduce noise, improve fuel economy, meet emissions and make the International trucks the MaxxForce 7 powers responsive and driver friendly.

Other features behind the reliability, durability and performance of the MaxxForce 7 include:

• Parallel cooling optimizes the cooling of critical components versus using series-cooling loops. The parallel system used on the MaxxForce7 allows dedicated coolant flow to each critical component providing even cooling, which equates to long component life.
• Directed Piston Cooling Jet Tubes and gallery cooled pistons, a big-bore feature incorporated into the new engine, distribute cooling oil into a passage surrounding the combustion bowl to remove the maximum amount of heat from the piston. This helps to achieve maximum durability and reliability and assure outstanding power and cylinder life in the face of higher injection pressures.
• A single ECM with 32-bit processor provides powerful electronic control of the engine and aftertreatment systems and is vertically integrated to provide efficient communication with International’s trucks.
• Top-mounted oil filter provides for ease and low cost of maintenance and ownership by allowing for quick and easy removal of the innovatively designed oil cartridge, which is similar in concept to a printer cartridge. This keeps oil self-contained during a filter change, which should be done every 10,000 miles, and the engine free of dripping oil during routine maintenance.
• 10,000-mile oil drain interval allows drivers to go longer between service stops, adding to the engine’s low cost of required maintenance and ownership.
• Hydraulic lifters give the MaxxForce 7 a service-free valvetrain, eliminating the need to ever get under the valve cover.

The MaxxForce 7 diesel engine will power Class 5 through Class 7 trucks with 200-230 hp at 2,600 RPM and 560-620 ft. lbs of torque @ 1,400 RPM.

International Truck and Engine Corporation
International Truck and Engine Corporation is the operating company of Navistar International Corporation (NYSE: NAV). The company produces International® brand commercial trucks, mid-range diesel engines and IC brand school buses, Workhorse brand chassis for motor homes and step vans, and is a private label designer and manufacturer of diesel engines for the pickup truck, van and SUV markets. The company is also a provider of truck and diesel engine parts and service sold under the International® brand. A wholly owned subsidiary offers financing services. Additional information is available at: www.internationaldelivers.com.

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<TABLE cellSpacing=0 cellPadding=0 width="100%" border=0><TBODY><TR><TD bgColor=#1b346c colSpan=2>11.06.06 – INTERNATIONAL DEBUTS NEW FAMILY OF MAXXFORCE™ DIESEL ENGINES

WARRENVILLE, Ill., Nov. 6, 2006 – International Truck and Engine Corporation, a Navistar Company, today announced its lineup of MaxxForce™ International Diesel Power engines for 2008 model year trucks, and provided specifications and technical details.

Beginning in January, MaxxForce engines become the signature powerplant for International® brand on-highway Class 4-8 commercial vehicles. In North America, the MaxxForce product line ranges from the upgraded 4.5-liter V-6 MaxxForce 5 to the new MaxxForce 13 big-bore Class 8 engine. Another major highlight is the all-new 6.4-liter MaxxForce 7.

“We offer a family of products that meets the needs of a wide array of commercial truck applications,” said Jack Allen, president, International Engine Group. “MaxxForce-branded engines are designed to deliver what customers expect: power, performance, reliability and durability while providing new lower emissions that contribute to a cleaner environment.

“‘Always Performing’ captures the essence of the MaxxForce brand,” Allen said. “The MaxxForce brand makes clear our promise that our customers get the best performing diesel with the best performing organization behind it.”

MaxxForce engines stand for performance – reinforcing International’s commitment to high-quality trucks and engines – and are backed by the largest commercial-truck dealer network in North America with more than 900 dealer locations and 7,000 service technicians.

Introducing the MaxxForce engine lineup

For 2008 model year trucks, the MaxxForce engine lineup includes:

• MaxxForce 5, built on International’s V-6 engine platform, features an upgraded intake throttle, a larger EGR cooler and enhanced electronics. It will power Class 4-5 International® CityStar™ commercial trucks with 200 horsepower and 440 ft.-lbs of torque.
• MaxxForce 7, International’s all-new V-8 turbo, provides increased performance and responsiveness, fuel economy improvements and quietness uncharacteristic of most commercial diesel engines. The MaxxForce 7 engine will power Class 5-7 International® DuraStar™ series medium-duty trucks, IC brand buses, International brand commercial buses and two vehicles in the International XT Family. MaxxForce 7 offers ratings of 200-230 hp and 560-620 ft.-lbs of torque. A 300-plus horsepower rating of the MaxxForce 7 will be offered in the fall of 2007.
• MaxxForce DT is built on the legendary DT 466 Inline 6-cylinder platform and provides reliability, durability, optimal fuel economy, improved serviceability and lower cost of operation to owners and operators. MaxxForce DT will power Class 6-8 DuraStar™ and WorkStar™ trucks with 210-300 hp and 520-860 ft.-lbs of torque.
• MaxxForce 9, built on International’s industry leading I-6 architecture, features a bigger EGR system, foam-molded wiring harnesses and closed-crankcase ventilation system, which provide increased reliability and durability. The MaxxForce 9 powers Class 7-8 DuraStar and WorkStar commercial trucks with 300-330 hp and 800-950 ft.-lbs of torque.
• MaxxForce 10, also built on the I-6 architecture, features a larger EGR system, foam-molded wiring harness and closed-crankcase ventilation system in order to provide increased reliability and durability. MaxxForce 10 powers Class 8 WorkStar and TranStar trucks with 310-350 hp and 1,050-1,150 ft.-lbs of torque.
• MaxxForce 11 and MaxxForce 13 are International’s new big-bore diesel engines for the Class 8 truck market. These engines take advantage of recent technological advances to offer drivers a strong compacted-graphite iron cylinder block without added weight, outstanding fuel economy, excellent power characteristics and quiet, low noise, vibration and harshness. The MaxxForce 11 will be offered in TranStar, while the MaxxForce 13 will be available in the ProStar. More technical specifications will be announced in 2007, leading up to the production launch in the fall of 2007.

Emissions Confidence

None of the enabling technologies being used to meet 2007 EPA emissions standards are new to International. It demonstrated 2007 EPA emissions levels for particulate matter seven years ago with its Green Diesel Technology particulate filters, and now has years of field experience with Green Diesel Technology and Ultra-Low-Sulfur-Diesel. International has also had EGR technology for NOx emissions control in production for more than 4 years and has also had closed-crankcase ventilation systems on its diesel engines to comply with Class 2-3 GVW standards for several years.

MaxxForce engine-powered International® brand commercial trucks in North America offer the proven engine technologies and advanced aftertreatment systems necessary to deliver uncompromised performance while meeting stringent 2007 U.S. EPA emissions standards for diesel engines.

By focusing on three core goals: providing clean air with improved performance, never sacrificing reliability or durability and preserving the fuel economy advantage of diesel, it continues to be the leader in the production of near-zero emissions engines and trucks and a leader in the diesel industry’s efforts to improve the nation’s air quality.

International Truck and Engine Corporation

International Truck and Engine Corporation is the operating company of Navistar International Corporation (NYSE: NAV). The company produces International® brand commercial trucks, MaxxForce™ brand diesel engines and IC brand school buses, Workhorse brand chassis for motor homes and step vans, and is a private label designer and manufacturer of diesel engines for global commercial and consumer automotive markets. The company is also a provider of truck and diesel engine parts and service sold under the International® brand. A wholly owned subsidiary offers financing services. Additional information is available at: www.internationaldelivers.com.

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I read someplace that ford switched or international switched the basic block design over in April of this year and that all engines made after that date were the new 6.4 block. This was done to ease the switch to the new engine. Now if this is true and the new 6.4 has bigger(?) pistons doesn't that mean that all the 6.0 L engines made after the switch have the larger pistons as don't they go into the block? or was the change just bolt holes and other non important stuff.
Just wondering now what the changes were and how it changed or didn't change the 6.0L engine.

 

well, if the pistons in the 6.0 got bigger...it wouldn't be 6.0 now would it?

 

This is the International Service bulletin describing the 2006 model year changes to the 6.0/VT365;



APPLIES TO

Identification of cylinder head and associated changes:

• [*]

<OBJECT id=CGMf001 codeBase=/service/downloads/Acgm.cab#Version=7,0,5,0 height=500 width=514 classid=clsid:F5D98C43-DB16-11CF-8ECA-0000C0FD59C7>

</OBJECT>(Right click on graphic to bring up an option list)

Figure 1. 2006 cylinder head assembly with valves (1855617C91)

1. Carrier bolt hole size increased and relocated M10 x 1.5 (2)

2. Injector clamp bolt holes relocated

Crankcase dowel sleeve holes were made larger, see Figure 2.



<OBJECT id=CGMf002 codeBase=/service/downloads/Acgm.cab#Version=7,0,5,0 height=500 width=514 classid=clsid:F5D98C43-DB16-11CF-8ECA-0000C0FD59C7>

</OBJECT>(Right click on graphic to bring up an option list)

Figure 2. 2006 crankcase (1832660C2) with larger 20 mm (0.79 in) dowel sleeve holes








Identification of rocker arm carrier assembly changes:

• [*]

<OBJECT id=CGMf003 codeBase=/service/downloads/Acgm.cab#Version=7,0,5,0 height=500 width=514 classid=clsid:F5D98C43-DB16-11CF-8ECA-0000C0FD59C7>

</OBJECT>(Right click on graphic to bring up an option list)

Figure 3. 2006 rocker arm carrier assembly (1858474C1)

1. Relocated larger M10 bolt holes (2)

2. Increased injector hold down clamp clearance

Identification of injector hold down clamp assembly changes:

• [*]

Figure 4. 2006 injector hold down clamp assembly (1856236C1)

1. Tail end of injector clamp changed to avoid interference

2. Clamp arms lengthened

 

Interesting...
but, mabye you can shed some light on this,

how come when the 6.0 came out, on the net and in the pamphlets it always said "v8 powerstroke engine" and the 6.4 it just says "6.4 liter powerstroke" ? it doesnt actually say anywhere that the 2008 PSD is a v8...
Sure, international has a 6.4v8, but they also have a 6.4 I-6....
I realize that you can see the v8 on the ford site, but how come they dont actually ever say "V8 6.4 powerstroke" ???

 

My guess would be when the 6.0 replaced the popular 7.3 they did not choose to call attention to the change, now that the 6.4 is replacing the mixed review 6.0 they want to call attention to the change.

 

origcharger
thanks for the info I figured it had to be simple stuff not pistons but wasn't sure.

 

After reading the copy and pastes from international I am guessing that the 6.4 is a v8 since it is the "Maxxforce 7" engine. My question is does the 0.4 more liters come only from bore and stroke or can the Heads of the engine give 0.4 divided by 8 equals 0.05 liters for each cylinder ? It seems international is using the 6.0 block in a modified configuration to fit the new heads in 2008. The 2006/2007 versions are incampatible with the 2005 and 2004 versions. The new head design may be for the twin turbo set up.

If you remember, the 2003 and 2004 versions of this engine were also different in many ways. Even the cam and pistons were retooled during these years.

0.05 liters (5 cubic milliimeters) is pretty unremarkable. This can even be accommplished with stroke on the crankshaft giving more compression ?

It just seems everyone is expecting a great new engine to come out of all of this hype. I think it is going to be a twin turbo "6.0 stroked to 6.4" from Navistar. Big deal.

 

I would think it is a reworked 6.0L to deal with the new EPA rules as if you notice all the engines are a little bigger than the ones they replaced. I bet most of the work was done to deal with the particle filters and making them work. Since I have the modifed block in my 06 and it was done to make the shift to the new engine easier.
Personally I think the new in the engines coming out in January are the particle filters and all the EPA add on crap. Will the engines be without problems, Of course they are going to have problems but the real question is how big and how much of pain in the butt are they going to be to deal with?
my 3 cents

 

I think I'll just keep my 7.3L

 

No, you cannot get more displacement by changing heads. Displacement is a funtion of bore, stroke and number of cylinders.

p.s. You do realize that 1000 cubic millimeters is 1 cubic centimeter. 0.05 liters is 50 mililiters and 1 mililiter is = to 1 cubic centimeter. So the increase in displacement per cylinder is 50 cubic centimeters, which is about 3 cubic inches per cylinder.

 

Amazing some of the stuff that gets posted on here, new block to ease the transition, thats one of the better ones indeed.

 

I would be interested as well to hear someone that understands our 6.0s well, contrast/compare some of what International (I think) is saying is "new" on the 6.4, versus what really was the same on our 6.0s.

The way the following is worded:

Other features behind the reliability, durability and performance of the MaxxForce 7 include:

• Parallel cooling optimizes the cooling of critical components versus using series-cooling loops. The parallel system used on the MaxxForce7 allows dedicated coolant flow to each critical component providing even cooling, which equates to long component life.
• Directed Piston Cooling Jet Tubes and gallery cooled pistons, a big-bore feature incorporated into the new engine, distribute cooling oil into a passage surrounding the combustion bowl to remove the maximum amount of heat from the piston. This helps to achieve maximum durability and reliability and assure outstanding power and cylinder life in the face of higher injection pressures.

Could lead one to believe that this is new for the 6.4, my bet is it's the same as the 6.0 currently has... Like origcharger said, they are probably trying to distance the 6.0 and 6.4 from each other and perhaps leading on that more is "all new" than really might be. It's amazing what marketers can do with "spin" wording...