Built on International Truck and Engine’s established inline-6 architecture, the new MaxxForce DT, MaxxForce 9 and MaxxForce 10 diesels for 2008 model year trucks offer “evolutionary” changes. Basic engine components stay the same.

The design strategy for the new engines was to change as little as possible, the company says. Foremost among these changes is a new wiring harness that has a foam-over molding that’s said to be “tough as nails” while holding a consistent shape. The resulting product is much easier to assemble, which will improve first-time quality on our assembly line and makes the engines easier to service.

All three engines feature the familiar wet-sleeve design, with precision-machined sleeves that are said to provide even cylinder cooling and no hot spots. The aim is cylinders that stay round during thermal expansion and thus provide increased durability.

International’s medium-duty engines can be completely rebuilt in-frame with a works kit, returning to original factory specs for less than the cost of remanufacturing.

Other features of the MaxxForce I-6 engines include: an upgraded EGR system; closed-crankcase ventilation system with a centrifugal oil mist separator that has no filters to change; a new intake throttle that helps raise exhaust temperature for active regeneration of the diesel particulate filter.

The MaxxForce DT powers class 6-8 DuraStar and WorkStar trucks with 210-300 hp and 560-860 lb ft of torque.

The MaxxForce 9 runs the same trucks in class 7-8 trim, plus the International CXT, with 300-330 hp and torque ratings from 800-950 lb ft.

And the MaxxForce 10 can be found in class 8 WorkStar and TranStar trucks with 310-350 hp and 1050-1150 lb ft of torque.

Beginning in January, MaxxForce engines become the signature power plant for all International on-highway class 4-8 commercial vehicles.

The company has launched a new website for its Engine Group, incidentally. See the URL below.