Navistar DT engine Series consists of 6 mid-range Diesel Engines. So, the horsepower ranges from 130Kw/170hp to 260KW/350hp. DT series engines are part of medium range heavy duty automotive like trucks, school buses, and other buses applications. Whereas other engines serve in the service applications.
Navistar International previously known as International Harvest company was producing diesel engines mainly for Agricultural and construction equipment.
The dt466 engine being considered legend among DT engine Series because of its endurance and performance. There is a famous saying regarding DT466 that:
“If DT466 isn’t Enduring than we don’t what is”.
With a displacement of 466 cubic inches, DT466 is Six-Cylinder, four cycle Diesel Engine. Bore size and stroke of DT466 are 11.6.5mm*118.9mm (4.59*4.68 inches). With the compression ratio of 16.5:1. At 1900 rpm it produces maximum 260HP output while at 1400 rpm the maximum torque output is 800 ft-lbs.
DT466 engine aspiration system turbocharged with wastegate technology. Also with air to air intercooled design. This is Because of its fuel injection combustion technology. DT466 Engine governed speed 2500rpm estimated.
Navistar Introduced Wet Sleeve design into diesel Engines. In this model, they created cylinder walls/sleeves as the separately machined part which helps and fits exactly into the upper counter bore it helps in sealing at the top with O-ring housing bores are cast into the engine block in the bottom.
In 2004 major update was made into DT engine series to meet the emission standards set by the Environmental Protection Agency of USA. For this purpose, a new EVRT turbocharger technology did introduce with movable turbo vanes which helped in improved boosting and reduced the lag. Improved electronically controlled hydraulic unit fuel injection system along with a new four-valve cylinder head and an exhaust Gas Recirculation to reduce emissions.
Despite its endurance from a mechanic point of view Wet Sleeve engines do require in chassis overhauls after the specific period.
Piston skirts is an important part of piston which covers the lowest. Piston skirt is responsible to keep piston from shaking unreasonably within the cylinder during working. Providing proper lubrication is the main task of Piston Skirts by holding and transporting oil to wall of the cylinder. To prevent scuffs on cylinder wall chemical layer coating is made on Piston Skirts which helps in proper lubrication.
Especially Heavy Diesel Engines requires proper lubrication in the cylinder walls and it requires special Piston Skirts which can perform lubrication process in heavy diesel engine.
Therefore, PIA has introduced High Performance diesel engine overhaul Piston Skits.
PAI’s Piston Skirts are treated with a new and highly developed anti-friction coating process. The coating is designed to lower scuffing and wear while providing a dry lubrication that is highly resistant to contamination, and reduces parasitic drag. HP-3 is a proprietary formulation of anti- friction coating applied to the piston skirt, to decrease friction on the cylinder walls.
As the largest friction area, the Cylinder Wall represents the largest loss of power and efficiency anywhere in the engine. HP-3 coating drastically reduces friction and allow for tighter clearances between the piston and the Cylinder Wall. This reduction in friction and clearance improves overall performance, lowers oil usage and oil temperature; ultimately increasing the life of the Skirt.
“HP-3 Coating drastically reduces friction and allow for tighter clearances between the piston and the Cylinder Wall.”
HP-3 Dry Film Lubricant coating is applied as a spray process. Different surface preparatory methods appropriate for the substrates are used prior to the coating process. Coating thickness is varied to suit the application. Typical coating thickness for piston skirts is 1 to 1.5 mil (12 to 37 microns).
Low coefﬁcient of friction, provides intermittent dry lubrication, Increased load carrying capacity, wear resistance, corrosion protection.
Diesel has always been the bad boy among all fossil fuels. There is good diesel and bad diesel depending on the exact process of converting the crude to the diesel you get at the stations. Diesel is still cheaper than gasoline or petrol and it is still the go to fuel for commercial vehicles. With tightening environmental norms and emission regulations, diesel engines are facing a tough task. Add to that the reducing mileage because of focus on emissions or the clogged diesel particular filters and the owners of commercial vehicles, truckers and transport companies are having a tough time.
While diesel engines have been getting a bad name, there is the Caterpillar C15 diesel engine that is lean, mean and clean. The Caterpillar C15 is expected to clock 1,000,000 miles. The engine can power semis where the total gross weight of the vehicle will be up to 80,000 pounds. The engine is clearly robust and omnipotent. It can run rigs that require steady power and an excessive torque. The C15 diesel engine is powered by ACERT or Advanced Combustion Emissions Reduction Technology to adhere to the stringent emission regulations.
The Caterpillar C15 diesel engine is designed to be sturdy, to offer enough boost to endure compression and facilitate precise injection events so fuel is used as efficiently as realistically possible. The engine is more efficient than its counterparts and that again helps in fuel economy, especially during regeneration.
The Caterpillar C15 diesel engine has a compression ratio of 18.1, it has mechanically actuated electronically controlled unit injection system or MEUI, there are two turbo charges and the engine is controlled by Caterpillar’s ADEM A4 ECM. The sturdy street pistons, four-bolt connecting rods, 300,000 mile particulate filter, 20,000 miles of oil change interval and expected engine life of at least 1,000,000 miles ensure you have a durable engine. The Caterpillar C15 diesel engine has displacement of 15.2L, the available power levels are 435-625 hp at 2,100 rmp, the engine weighs 2,890 pounds and has an oil capacity of 41 quarts.
One of the premier consultants in the field of engineering and environment, Ricardo, will be collaborating with Gas Technology Institute (GTI) in two different projects to develop natural gas engines. This collaboration is in a bid to develop engines that are low on emission levels and can be used as alternatives for diesel engines used in the case of medium and heavy duty commercial vehicles that frequently ply on the highways of California.
Generally, engines that run on diesel emit high levels of nitrogen oxides (NOx), greenhouse gases and particulate matter of diesel. As per reports from the California Air Resources Board, the mandatory air quality standards will be exceeded within 2031 in South Coast Basin if the emissions of NOx do not drop by 90% when compared to the present day standards.
As a part of the first project, Ricardo is planning to test two different ignition systems: one which is a high frequency discharge and the other is a pulsed nano plasma engine, with the intent to assess the effect it has on the performance of engines. They will also provide the support required for GTI to develop ultra-low emission natural gas engines for medium sized to heavy duty trucks. Presently, these types of vehicles are among the top 10 contributors for NOx emissions in the South Coast Air Basin.
They will continue to remain one of the largest emitters of NOx until the entire fleet is replaced by vehicles that adhere to the 2010 emission norms. Both the projects will also be sponsored by the Southern California Gas Co.
As per the President of Ricardo, Clive Wotton, the medium and heavy duty trucks cannot be electrified or hybridized like how SUVs and other passengers have been done. Thus, by using natural gas as an alternative for these transport trucks, it would at least be a step closer towards reducing the NOx emissions.
By developing an ultra low emission natural has engine that emits 90% lower NOx than the current trends, the emission levels will be equivalent to that of an electric heavy duty vehicle including the emission involved in generating the electricity required to power the vehicle.
Federal Mogul Holdings Corporation, better known as FDML, has come up with two piston skirt coatings: EcoTough –New Generation meant for gasoline run engines and EcoTough-D meant for diesel run engines. With the company innovating constantly, these new offerings come with improved formulation to reduce the friction and wear and tear in engines, helping it to tackle the varying temperatures and extreme conditions it has to operate in, especially for the downsized and turbo-charged engines.
Gian Maria Olivetti, the Chief Technology Officer of Federal Mogul Powertrain said that their main motive is to reduce the frictional losses by leveraging on their expertise on material. With their new range of EcoTough coatings, the durability of pistons are set to improve, thereby increasing the life of piston even in conditions where there is a high thermal and mechanical load in the present day engines that are efficient.
The solutions for gasoline and diesel engines differ greatly, mainly due to the relative difference in their combustion loads, geometry of piston and the lubricity of the fuels. They have worked on these differences and come up with specific coatings for each type of engine. The new generation of EcoTough coatings comprise of metal oxide-reinforced resin along with solid lubricant particles that are embedded. This coating is applied for a thickness of 15 microns and the wear and tear comes down by a whopping 40% over other coatings, improving the reliability of the piston even in extreme conditions. It also reduces the friction in piston by over 15% when compared to the standard coatings available in the market, which results in an improved efficiency of the engine.
The EcoTough range of coatings, which were developed after extensive rig testing, are now undergoing validation checks by automobile manufacturers before they will be used commercially. EcoTough coatings are compatible both with aluminum and steel diesel pistons for commercial and passenger vehicles. Federal Mogul leveraged on the fact that diesel has better lubricity and the structural stiffness of diesel pistons are more, which enabled them to formulate the coatings accordingly. They also reinforced a polymer based coating with short length carbon fibers which comprised of embedded graphite that constituted to be a solid lubricant in EcoTough-D. This brought the friction in piston down by 35% when compared to conventional coatings. The water resistance of the coating saw a 30% improvement.
Almost 17% of the frictional losses in the engine arise only due to the piston skirt and piston pin, as per Dr. Frank T.H. Dornenburg, who leads the Technology department for Pistons at FDML. In a bid to reduce the friction and wear of piston skirt and cylinder surfaces, skirt coatings have proved to be effective and have also helped in achieving the interrelated targets. The application of coatings can be done using an automated and large scale production process, which will result in lower costs.
An Overview of Federal Mogul
Federal Mogul is an established company worldwide and supplies products and services to different automobile manufacturers and servicers from all over the world of all light, medium, heavy-duty and commercial, marine, rails, aerospace, power generation and industrial sector of markets. With the constant innovation at Federal Mogul, automobiles have been able to achieve better fuel economy, lower emission levels and better safety levels.
There are two independent lines of businesses at FDML run by two different CEOs, who directly report to the Board of Directors.
FDML manufactures components suited for automotive, heavy-duty, and industrial and transport applications. There are over 20 recognized brands in the global automobile aftermarket that are sold by Federal Mogul which include braking, wipers and different chassis components.
It was started in 1899 in Detroit and is headquartered in Southfield, Michigan. There are over 53,000 employees worldwide on its payroll.
Description about the product
Elastisol is a product designed for gasketing and sealing applications where there is a necessity for resistance to long-life lubricants to be used under extreme conditions. It is a single piece component, thixotropic in nature and is a sealant.
Some of the special features of Elastisol A 2000 are listed below:
Steps for Application of Elastosil
The surface to which Elastosil has to be bonded should be dry, clean and must not have any oil and grease particles.
Elastisol A 2000 can also be dispensed in bulk by using conventional drum and pail extruder pumps for feeding gasket tracing machines and placing the beads precisely and also for achieving material efficiency. In the case of manual applications such as repair, it can be accomplished by using a high pressure flexible fluid hose and an extrusion gun.
The equipment required for transfer systems and dispensing machines will be provided to supplier on request. In most of the applications consisting of gaskets, a sealant bead of 3-4 mm would suffice. The parts should be assembled as soon as possible so that the sealant spreads evenly.
Engines are the lifeblood of every imaginable high- pressure mechanical activity known to man, subjected to extreme pressures as the result of external and internal combustion processes that generate mechanical energy. They are responsible for making our cars run, generating power for electricity, hauling heavy stuff – they benefit us humans by taking over the work that our limited strength and power could not muster.
For the automobile industry, there are generally two types of major remedial measures used for engines – in-frame and overhaul (Out-of-frame) jobs and both require rebuild kits to replace damaged or worn-out parts.
What is the difference between an in-frame kit and an out-of-frame overhaul kit? The contents of the kits – an in-frame kit has less components compared to an overhaul kit.
Although both in-frame and overhaul jobs are focused on fixing engine performance issues, the in-frame repair process deals with rebuilding an engine without the need to remove the front cover or crankshaft of the engine.
Because of this, the 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. The engine stays inside the vehicle frame without the need to be taken out of the vehicle body. In general, the in-frame process is intended mostly for regular preventive maintenance.
An out-of-frame overhaul kit contains much more, as the overhaul process requires the engine to be removed from the frame of the vehicle. The rebuild process often requires engine block re-facing to smooth-en out the surface and cylinder re-boring to adjust clearances within the cylinder holes. During this process, then entire engine is disassembled.
An overhaul kit comes complete with cylinder kits, main bearings, rod bearings, front and rear crankshaft seals and complete overhaul gasket kit.
Costs vary between the two rebuild types. The overhaul repair process would cost much more, depending on the size of the engine, the amount of work and the parts needed for replacement or repair. Labor costs are often exclusive of the cost for overhaul kits.
When in doubt, always make sure to consult a specialist for the best and cost-effective advice for your engine repair and maintenance needs.
Re-Ring Engine Rebuild Kit Includes piston rings, main bearings, rod bearings, thrust washers, upper gasket kit, oil pan gasket
In-frame Engine Rebuild Kit Includes piston & liner kits (or re-bore kits), main bearings, rod bearings, thrust washers, upper gasket kit and oil pan gasket
Out-of-frame Engine Rebuild Kit Includes piston & liner kits (or re-bore kits), main bearings, rod bearings, thrust washers, overhaul gasket kit and front & rear crankshaft seals
Piston-less In-frame Engine Rebuild Kit Includes liner kits, main bearings, rod bearings, thrust washers, upper gasket kit and oil pan gasket
Piston-less Out-of-frame Engine Rebuild Kit Includes liner kits, main bearings, rod bearings, thrust washers, overhaul gasket kit and front & rear crankshaft seals
Have you ever heard of a 10 second tow rig or a daily drive that can clock 123 mph in about 10.93 seconds? Chances are you haven’t. But there is one Aaron Flournoy who has achieved just that, with a 2006 Dodge Ram.
Aaron Flournoy had purchased a 2006 Dodge Ram 2500 because he wanted great mileage and a relatively all purpose vehicle. The Dodge Ram has been a popular choice for those who needed power and fuel economy. But not being someone to be satiated with normal performance, Aaron Flournoy soon opted for upgrades. He got a programmer, new exhaust and an intake. He quickly got a 62mm turbocharger, a lift pump, bigger injectors and the transmission was also replaced.
Aaron’s quest for more speed while not compromising on the other perks of driving the Ram saw him go through several changes over the years. By 2010, the Ram he had bought and the one he had transformed it into bore very little semblance, spec-wise. Aaron went for many upgrades. He opted to rebuild the valve body, billet input and output along with the intermediate shafts. Lastly, the converter was upgraded and eventually Aaron landed with a 595 rear-wheel horsepower.
In 2010, after subjecting the car to a new set of twins, a second CP3 and even larger injectors, the Ram failed to clock 1600 rpm. Aaron checked the compression test and the cranking pressure was 100 psi down on some cylinders. It so happened that two rods were bent and four were worn out severely. Instead of a quick fix or easy remedy, Aaron wanted the engine to undergo a holistic uplift.
The engine underwent extensive machine work and was later assembled by Aaron with the help of some friends. The makeover included a new set of ARP main studs, a girdle, shot-peened 12-valve connecting rods, factory condition Cummins pistons, a Stage 3 Colt camshaft, a set of ARP 625 head studs and a ported 5.9L head with titanium valve.
The result was an 11-second time-slip with 868 rear-wheel horsepower. After clocking 40,000 miles with the new engine and four years later, Aaron added a bit more fuel injection and then perfected his launch. The outcome was a 10-second time-slip to clock 123 mph.
Much before refined diesel was stringently controlled by EPA norms and international agencies, there was raw or crude diesel. Much before sleek diesel engines, there were large, rather odd looking engines that were primarily tasked for function and not for comforting or fluidic designs of the vessels. One of the finest masterpieces of such diesel engines can be explored in the WWII Balao Class Submarine.
When the Second World War was inching towards an end, the navies of the Allied Forces needed more dominating and powerful presence in the waters and under. Thus, one needed submarines that could be in the waters for a long time and often in troubled enemy waters. For such operations, one needs an engine, rather a power plant that is reliable and has enough jus to last the mission.
The USS Pampanito (SS-383) was the first of its kind boat built which could store 110,000 gallons of diesel. There were several such submarines built from 1942 through 1944 which formed the Word War II Balao Class Fleet.
The USS Pampanito had 4 Fairbanks Morse 38D 8 1/8 model motors, which used opposed piston, in-line 10-cylinder engine with a bore of 8 1/8 inches and a stroke of 10 inches. Each ship had an auxiliary engine, the Fairbanks Morse Model 38E 5¼, which was a 7-cylinder, opposed piston, air-starting engine rated at 440HP with a bore of 5 1/4 inches and a stroke of 7 1/4 inches.
While operating at the surface, the submarine had two diesel engines driving the motor generators and two more powering the batteries. There was a fifth engine to provide electrical power for the auxiliary equipment onboard and the lights. The engines could operate at 300 rpm with peak performance clocking at 400 rpm.
The most stunning feature of the USS Pampanito was the ability to store 110,000 gallons of diesel for the five engines. To make this possible and to make the technology work, the ship had a bunker with a centrifugal purifying system. The Fairbanks Morse 38D 8 1/8 engines could generate 1600 horsepower.
Fascinatingly, despite the technology being almost seventy years old, Fairbanks Morse still manufactures spare parts for the engine as the engine had been in widespread use for many years after the war, well into the eighties.
Presently, the USS Pampanito is at pier 41 at the San Francisco Maritime Museum.
In some countries, there are more cars running on gasoline or gas instead of diesel. A typical example is the United States. In some regions of the world, there are more diesel cars than gasoline models. In some countries, like the United Kingdom, there is a fine balance between the two. So if you own a diesel car and fill it up with gasoline or if you own a gasser and fill it up with diesel, what kind of consequences would you be staring at?
Jon Bentley, the presenter of Fifth Gear, a television show in the UK, tried to experiment with both and had some stunning results to share. While most car owners or motorists would do this mistakenly or rather callously, Jon was well aware of what he was up to. Don’t go around experimenting but the findings are worth knowing.
Jon Bentley used Ford Escort, a sixth generation gasoline powered model, and Vauxhall Astra diesel. The Escort debuted in 1995 and the Astra debuted in 1991. Both vehicles are old and are thus ideal for the experiment. Newer or more advanced cars have better engines and the fuel systems are more robust. The case of wrong fuel can be of much greater jeopardy for older cars.
As the Escort got filled with diesel and the Astra got filled with gasoline, both cars seemed to run fine for a while. Despite the wrong fuel being loaded in the tanks, the cars used up the right fuel for some time till it was consumed entirely or got blended with the wrong fuel, to an extent to lose its presence and thus significance.
The Escort running on diesel instead of gasoline started to cut out sporadically. There were hiccups and then shudders. The Astra ran longer but when it did start to have problems, it just stopped and did not run an inch more. At this stage, you may wonder that your Escort would need some help and the Astra would have gone kaput. But neither of the two is true.
Jon just refilled the tanks with the right fuels and after some hiccups, which were insignificant, the two cars ran just as they were supposed to.
To sum it up, older vehicles will have problems with the wrong fuel. New cars will have fewer problems and may not come to a grinding halt but repeating the mistake time and again will damage the engines and transmission.