I retired from Navistar and worked many years in the Melrose Park facility. We've had buy backs of these with over a million miles and the crosshatch from the hone still present in the cylinder bores. One truck with over a million miles the owner kept meticulous records and we tallied how many other parts it used, like 30 sets of tires, 6 drivers seats, 40 brake jobs, etc. It was quite impressive
@@scoutplatoon8410 There is only one flywheel for "this engine"? Regardless of "vingage" or "generation", application, trans/clutch/drive type, etc? Hardly.
@@deeremeyer1749 I was just replying to the person who worked at Navistar . That is the same place that my father in law was in charge of the engineering of that flywheel and the components. Hope you have a great day. Tu for your response
So the "meticulous" owner only managed to get 25,000 miles out of a "brake job" and 33,000 miles out of new tires? And which of "these" were the "buybacks" of? There are multiple "generations" of "The Legend" DT466 engines with basically zero "internal" parts commonality between the "first gen" and "last gen" engines. Even the bore and stroke changed. Signicantly. As for the "million mile" b.s. and the supposed proof of "reliability" (the correct term for "high mileage" engines that "haven't been touched" is actually DURABILITY since how "long" something lasts is DURABILITY while RELIABILITY is how "long" it "does what it should" i.e. start when the key is turned, respond to "throttle inputs" etc) as evidenced by remaining crosshatch is a bunch of b.s. Crosshatch in a "high mileage" used engine is usually indicative of an engine not properly broken in and/or one that is "underworked" and therefore no being used at/to maximum "cost effectiveness". As a "heavy-duty" diesel engine in medium-duty - at MOST and that's not even the case in the vast majority of I-H/International DT466-equipped "vocational" on-highway trucks with GVWs under 26,000 lbs - "high mileage" - trucks, DT466s are "underworked" and "overbuilt" and "high mileage" should be the rule rather than the exception. Any truck going through brakes and tires every 25,000 and 33,000 miles is being driven "fast" and not "hard". Mileage itself is irrelevant to engine "reliability" since it's engine load, temp, speed and "cycles" that "wear out" parts. Engines have no idea how far they've gone in miles. ENGINE HOURS are the industry STANDARD for determining warranty, wear - normal and abnormal, service intervals and "preventative maintenance" (PREVENTIVE maintenance to those with a clue about engines AND the English language where the root word "preventatate" does not exist) as far as TRUE heavy-duty diesel engines/applications/vehicles go which incidentally is where you find ZERO "last-gen" DT466 engines just as you don't find the other commonly-praised "million-mile" engines that have "never been touched" and were/are supposedly "bought back" by the engine manufacturer for "reverse R&D" YEARS IF NOT DECADES AFTER "MASS PRODUCTION" so - apparently - the manufacturer can use them as "proof" that they do or rather did in fact "mass produce" them correctly in the first place. Particularly in "OTR" trucks which nearly always run "empty" at least half the time, rarely are ever "overloaded" of even "fully loaded" much less "lugged" from a powertrain standpoint and get fewer "cold starts" than any other vehicle/application and have anywhere from 6-18 "working speeds" not to mention "deep reduction" and "double-overdrive" tranmissions, "mileage" really means nothing. A "million mile" truck rarely has more than "averaged" 30 mph, has never been continuously operated at "full load" IF every operated truly "loaded" at all - i.e. anywhere near its GVW which is the case with the "contract haulers" that TYPICALLY and "meticulously" get a "million miles" out of "OTR" trucks they MIGHT have actually "truck" with 6-8 "months" a year and have in the shop for "maintenance" bi-monthly if not weekly and overall an engine not "worn out" when the truck is past its "useful service life" i.e. "depreciated out" at a "million miles" was/is not "cost effective" to own/operate UNLESS the manufacturer "buys back" the engine at "retail price". True heavy-duty diesel engines aren't made to be "bought back" and/or "outlast" the "vehicle" they are installed in and if "converted" to "loaded miles" the "reliability" they routinely demonstrate with "meticulous" service, maintenance, operation, ownership and "management" would far exceed a "million miles". Hours into the 30,000s, 40,000 and 50,000s and even 70,000s "without being touched) (using the "million-miler" definition for "never touched" which is "head(s) never lifted, pan never dropped") engines that literally run up to, at and beyond "full load" 24-7-365 are "routine" on/in/from TRUE heavy-duty diesels "mass-produced" by the ag/construction/mining/forestry machine manufacturing companies "IH" went "bankrupt" trying to "compete with" during "first-gen" DT466 engine "development". They being Deere & Company and Caterpillar. Both of whom "dabbled" in the "OTR" truck engine "market" but only with "automobilized" versions of their heavy-duty off-highway diesels. And they only "dabbled" in that "market" to the extent and point it was "profitable" and "sustainable" to do so. Caterpillar being the one of the two to actually "mass produce" OTR "heavy-duty" truck engines while Deere had a very short and limited "career" building CNG-fueled "city bus" chassis and powertrains during that brief "alternative fuel" bubble. The fact that "International" - i.e. NAVISTAR - built every "DT466" (and all the other "300-series" and "400-series" and "500-series" D/DT/DTA engines on a single "assembly line" in a single "plant" for multiple decades and "generations" while Deere and Cat had and have multiple engine "plants" on multiple continents "around the globe" and have had since a decade or more before the first "first-gen" DT466 "rolled of the assembly line" and were/are building mutiple engine "families" and/or "platfor
We had a 1980 International truck with a DT466. We had one major issue with the truck the whole time we owned it. One day a guy that was driving it tipped the truck on its side and totaled it out. After we got it tipped back on its wheels and let it sit for awhile, we were able to drive it home with a frame bent like a banana and a cab that was completely crushed in. The guy that drove it home had to stand on the drivers side fuel tank and steer the truck with his right arm stuck through the window. I still miss that truck.
@@speaknoevil4618 i went a different route and got a 2019 f150 3.5 ecoboost. Mine is rated to tow 12,800lbs and tows 11k lbs BETTER than the tuned and modded 7.3 powerstroke it replaced. no emissions bs, other than the harmless catalytic converters. it doesn't even have egr.
@@Brandon_Nelson92 ...okay. Maybe they've gotten better since 2015, but the last few ecoboosts I've driven were barely able to tow themselves properly.
@@-tr0n There was some issues with timing chain stretch being covered up by cam phasers advancing timing till they couldn't anymore and made the trucks super gutless, also issues with the direct injection system causing carbon buildup on the intake valves causing pre ignition and or misfires, also issues with the waste gates failing open or closed, maybe you had shit luck? (Worked at a Ford Dealership)
Weve been driving a 2004 dt466e at work for 10 years. Put 400k+ on it. Had injectors, water pump, oil cooler on it. It probably hasnt been maintained perfectly except for the engine oil. Over all pretty reliable. It runs at redline going 70mph so its at redline for most of its life. Been very good truck.
The biggest achilles’ heel of the DT was not treating water system seen tons of them getting electrolysis in the motor and eating a hole in one of the wet sleeves and getting water in the oil. But any wet sleeve motor will do that. Other than that hands down one of the most underrated motors ever built.
Hell of a fuel efficient engine. Dt 466 on a single axle would average about 16 a gallon for a 2 ton truck. Used to haul trees, skid steers etc. Rear end had later problems, and got impossible to replace.
I drove a box truck with one for 4 years hauling mail and I loved the damn thing. It was a mechanical injection model, so no electrical or computer issues to worry about. In the winter, all you had to do was rest your foot on the accelerator to barely crack the throttle and it would fire right up. Another thing you had to watch was if you got it a little hot, it would take the liner seals out. So you definitely had to watch the water level and coolant temperature. But overall a great engine.
Got one in a 1978 loadstar 1850. Has the ambac injector pump, same as my IH tractors. Old girl let me down after 42 years, dropped a valve on #2 cylinder. No damage to the head but the piston has a valve submerged into it. Great engines that last decades under heavy use. Best medium duty engine every made IMO.
Out of the medium duty diesel engines, the DT466 is my favorite engine. DT466 came in International 1700, 1800 and 1900 series truck and chassis cab trucks sometimes converted to school buses if the person ordering knew better than the DT444, 7.3. I lot of industrial equipment and well pumps use the 466. We installed a pair of them in a 46 foot Hatteras Ocean yacht, that previously had 120 hp Ford Lima's. Yes, more weight, but raw water cooled boat engines rot the block out and with the sleeved 466, the engines lived 12 or so years before requiring replacement. On the DT466e engines. If you pulled the connectors apart and greased them with dielectric grease, you had few issues with engine sensors causing the engine into limp mode.
@@nickadeletti7655 Most yachts were raw water cooled. Installing heat exchangers that require a pre-filter which requires 25-50 hour service intervals adds expense. Then the most expensive part is the heat exchangers themselves @ $2500 or more per engine. The installation of the engines does get a fresh water flush system, so you can flush the engine while docked.
Nick Adeletti - Tech It was a 1979. The boat spent winters in Florida and summers in Ocean City MD. The boat belonged to a friend that was a snowbird. Plenty of party space not much fishing space.
Hi I want to thank you. I've been a truck mechanic for over 30 years and I grew up with my farther being an IH mechanic. And I've allways said that this is the best and tuffest engine of all times.they also made a 360. Which they tried and tested in farm equipment for years b4 putting in a truck. So thanks for verifying my my findings.
A video on everything wrong with a DT466 would be awfully short. A great truck engine, only flaw I ever knew of was if you didn't keep the water in condition the 0 ring would fail and dump the water in the oil pan. You say under powered, maybe at the jump , but hit a hill they will walk right by a truck powered by a 5.9
I've seen that same issue twice. Currently doing an inframe on one for that reason. The other was a DT436 in a 1586 tractor. By far my favorite engine to build because of its simplicity. There's nothing in the way of pulling the head other than the turbo. What ever happened to those days of International? I can't stand working on anything International makes now days.
They were used in loads of International construction equipment. Including TD15C dozer, 175 Crawler loader, rear engine in 433 pay scrapers, 412 scraper, among others. Awesome engines and were very cheap to rebuild when compared to others of about the same class. In the early 90's an OEM in-frame kit with pistons, liners, rings, bearings, gaskets, even included oil and fuel filters was under $1500.00 Canadian dollars.
I was an International master certified for 6 years (just recently left the dealership world) and those DT mechanical pump engines are absolute peaches! Me and a partner did an in-chassis on one as side work in 12 hours. O-rings failed on the sleeves and turned the oil into a milkshake.
Does that mean you'd warn me against buying a converted wildland fire transport truck for my new mini home!? I'm planning to tow a Prius (hush don't tease me) and not daily driver it but would casually make my way from one stop to the next (I've heard staying 55-60 mph is best!? Newbie here, please share helpful info if you'd like!
@@FiberFairy22 hey! I have a NOT converted woodland fire transport BUS that im about to convert! :D I mean with the 466 its a big ol 33 footer love that thing!
I nees to ask you. Someone offer to me a 2003 Int DT466. It is been sitting down for years....only a few times they run the truck. I need to move the truck for.LA to Texas. What should a check in order to have a good trip
When I worked at the Delaware Department of Transportation in the 90s I worked on DT-466 trucks all the time. The return lines were the main issues. They were otherwise trouble free. Great engine!
@spike spiegel Your revolution is over. Condolences. The bums lost. My advice is to do what your parents did; get a job, sir. The bums will always lose. Do you hear me? The bums will always lose!
Had the 466 and 466E in a pole and bucket truck at my former employer... The thing I really hated about these engines is in super sub 0 temperatures they WOULD start without the use of a grid heater, glow plugs or a block heater.. Many a friggin cold morning we would think "no pole work today the trucks wont start"... I was wrong.
@@grasscutter88 I could be wrong but I think some trucks had a way of spraying either / starting fluid into the intake to help start... OR you could spray it in the intake manually. Some old Caterpillar dozers had a small gasoline "pony" motor that would roll the main diesel over until things warmed up.... Turn on the fuel and off it would go...
@@grasscutter88 Some had an "Either Button" apparently.... I heard it can ruin an engine if not used correct but also they get "ether dependent".... Wont start without it..
I can imagine the aerated oil was causing a low pressure reading in the HEUI system, if the 466E HEUI system is anything like the 7.3 and 6.0 system. That ICP sensor is annoying but a life saver at the same time if your hpop/lpop oil pressure drops off.
Our company had 19 1982 models with the 466 engine. The tandem's top speed was 78 mph, the one singe axle would do mid 90 mph. We had 3 5&4 speeds, 15 used a13 speed, and the single axle was a 9 speed. We never had any problems with them except getting the brakes hot in the mountains. They needed a Jake Brake, but not sure they even made one for them. We also had 4 TD15 dozers with a 466 engine in those as well. The state road used a lot of them, and all of our school buses did as well. I usually dove the Mack trucks, but for light loads the International seemed to work very well, just keep them out of the mountains. Thanks for the video !
I was working on one today in a school bus!!! Im newer to HD stuff as i work light duty at a truck shop but was surprised on how nice they are to work on.
Ive worked for international for 18 years. Once their engines started eating their own shit it went downhill. Anything pre EGR i think would last a lifetime if taken care of properly
They should have went to SCR back when all the other OEM's did like 2010 ish but CEO of Navistar at the time kept pushing to use only EGR to save the customers on maintenance cost. Finally they got rid of that CEO and they switched to SCR which was about 2013-2014.
Kevin Wagner little did they know how quickly MaxxForce repair bills racked up. International didn’t make any SCR engines, did they? Not at least until they started using that MAN engine in the ProStar.
AS FOR THE STARTING PROBLEM-- A LOT OF THESE TRUCKS HAD THE SPRING LOADED KEY START SWITCH BUT ACTUAL STARTING IS DONE WITH A SEPARATE PUSH BUTTON SWITCH!!! I WAS SENT TO AN AUCTION TO GET 3 I-H TRACTORS! SOMEONE WAS SENT EARLIER TO GET THESE TRUCKS BUT THEY DID NOT START!! I WAS SENT THERE TO MOVE THE TRUCKS AND WAS TOLD TO REPLACE THE BATTERIES !! I GOT THERE AND STARTED ALL 3 ON THEIR OWN POWER!, NOT EVEN A BOOST NEEDED!!!
The DT466 engines are fantastic but the DT466E's 2001- 2003 were in my opinion just as good. We had several with well past 30,000 hours on them with no internal work (yes, that is correct over 30K hours) and we had one that went past 40,000 hours with not much more than injectors being replaced just past 35K. Yes, they did have there issues with electronics but most were caused by operator error. And the annoying low pressure fuel line seal leaks. The main thing we learned about making them live was proper oil changes. Every 750 hours they got serviced. and under no circumstances did we allow the engines to be opened up for adjustments unless absolutely necessary.
We had 20 of these. Every single one shit the bed at or near 100,000 miles. They would lose the orings at the bottom of the sleeves and mix massive amounts of coolant in the oil and fail. Water pumps literally every year. However they were very easy and cheap to rebuild. We used them for twin screw delivery trucks 60k gvwr most were dt466es and a few dt530s.
@@alanack67 We had a lot more trucks than that, the only major problems we had were directly attributed to operator error and neglect at both the operator and local maintenance. Failure to report a problem, failure to follow pre and post trip inspections were the "only" reasons some failed early. Those that followed proper inspections we never had a single major failure. Mind you, these were in Iraq where just taking care of anything was not just a simple matter of jumping in a truck and taking care of the simplest problem. If yours were failing that quickly, you need to re think proper maintenance and training
And I will add, the longest any truck was down was 3 weeks, it had over 45K hours on it and we had to wait for parts to do an "in chassis" overhaul. Otherwise 48 hours was the max any was down and the bulk of that was transportation to get to the truck to fix it. On site most repairs were accomplished with in 4 hours. And this I can attest to personally
And not a single engine we had "ever" lost coolant into the crankcase due to the fact the "I" specified only the correct coolant was to be used and distilled water were to be used period! Yes we had coolant pumps fail, go figure since they are at the bottom of the engine on the driver side but were shut down immediately and only take 20 minutes to change out and refill/bleed the cooling system in the truck
4:58 "north Dakota mag" rims..... hate em . here in montana.... i deal with them about once a week.... some old farmer will bring in his "baby"..... well maintained usually old 366 gas big block GM stuff.... flat beds and grain trucks from the 60s/70s/80s . im the only person in town who knows how to set points an a Q-jet..... im 26 years old just had a dad that took the time to teach me (still yelled at me, however lol) . i wonder how many here know what a dwell meter is?
@@Miniaturehorseexpress ya.... but im just in LOVE with the early 70s style.... especially for motorcycles. . These new bikes are just covered in plastic and look like transformers.... autobots roll out!! . But ya.... i will forever be thankful my dad took tye time to teach me..... the old fuck is still alive, and still teaches me a trick now and then. . But most days I'm teaching him tricks on modern stuff . But ya..... several farmers will call me up on my personal phone to have me work on their carburetors and points ignitions . And I do like working on tge old stuff . But SOMETIMES having that P code (obd2) makes the problem quicker to find . But I still love my dwell meter and vacume guage . A vac guage is like a scan tool for older engines
@@bretwilliams4499 i have a 1974 kawi g5 100cc 2 smoker. . Was working construction (under the table) and just got paid 300 bucks . Driving into town....a train was on tge tracks.... so i had to go around VS my normal route . And here is this 74 kawi.....300 dollar price tag . Like it was meant to be . He said he started it..... after sitting since 1976.... and it went full RPM before it started knocking and stopped . I personally think they ran it with no oil in tye tank (it has an injector.... which actually pressure feeds the main bearings..... over kill for a 100cc lol) . But I rebuilt it in my dads basement . He thought I'd never get it back together.... let alone running. . But 5000 miles later.... she still starts first or 2nd kick . Oh, lower rod bearing was GONE Like.... just FUBAR-ed . But it only had 1200 miles on it.... So that thing rides like new . Still has the orignal tires and tubes from 1974 . But the rear tire needs replacing..... too many burn outs lol
From my experience the DT466 was a very reliable engine. No common problems. Very easy to inframe overhaul, I've done 5 or 6. International OH kit was very complete.
It’s a good engine - we saw the DT466 in service in Australia too! The DT466 came in the Australian T-Line cabover and some of the ACCO (Australian C-Line Cab Over) variants and was rated at 210hp
I farm in east central Illinois and have three International 4900’s with DT466’s. A ‘91, ‘92 and an ‘02. The ‘91 is an absolute dog. It drives fine, empty, but hauling 500 bu of grain it feels like you’re dragging an anchor. I blame its weak torque on poor gearing in the rear axles. The ‘92 has had three engines in the past 15 years. It dropped a valve the first time. I can’t remember what caused the two most recent failures. My favorite is the ‘02 with the 466E. It has power for days. Enough to pass slower traffic on the highway whether you’re loaded or empty. It had one issue with the fuel pump where oil got past a seal and blended the fuel with engine oil. My main complaint with the 466E is it has an electric fan that kicks on intermittently. It sucks the rpms down so much it can foul up transmission shifts if you don’t use the clutch. As mentioned, if you stay on top of maintenance these old 466’s won’t let you down.
Just picked up an 1985 International dumper for cheap at an auction with a DT466 diesel in it. Got air issues but runs great and after hearing this I'm satisfied it will make a great addition to the farm.
I have a 1985 S1900 DT466 short bed dual axle dump from an auction here in east Hawaii! It’s a beast!! Used to be an army core of engineers truck. Simple as it gets.
@@Malama_Ki Awesome! Great truck you got there. A reliable beast at that! New stuff is too expensive to buy and they don't want us working on it like we can old equipment. I always am watching auctions to add old iron to my farm. lol
I have the ultimate appreciation for the DT 466,ran it I my first 7100 dump conversion.That motor was probably the best diesel motor I will ever have owned,thats even running it against my 5.9 cummins.Good on fuel,simple,cheaper to rebuild,ad ultra dependable.I would rate these motors as probably one of,if not the best diesel engines built.Love em,again,Im referencing early 90's motors.Mine never ever failed to start in 9 years of trucking,hot or cold.
I worked in a international shop for a while and yes the lifters mess up cams. Its not too uncommon to see that happen. But normally only on E models. What causes the lifter to wipe out the cam is the failure of what they call the dog bone which is what holds the roller lifter straight in line with the camshaft. That being said they are still a good enigine and can be rebuilt pretty fast and pretty cheap!
That same block was used in the 66 series IH all the way up to the 88 series. The D/DT414, D/DT436, D/DT/DTI466. D is non turbo, DT is turbo charged, and DTI is turbo charged and intercooled. Sleeves had an issue of cavitation at the o ring bosses.
I had one smaller, 95 int rollback with a dt 408 all mechanical. Loved that truck. When we parked it, it had 990,000 miles on it and never even had the valve cover off. Ran perfect. Trans was the 6 plus and finally died. All the engine really needed was new injectors. Didnt even smoke that bad, just a wisp at WOT. Even got 670,000 out of it before had to replace the water pump on the side of the pa turnpike. Really do miss that truck
We had one that was gutless and overheated all the time I finally figured out the factory timing was set at 4 degrees before top dead center and should have been 24 degrees before top center it quit overheating and ran really strong after that . This is after the dealer had it for six weeks and talked to factory tech line every day.
I drove an early DT466E across the western states in the mid 90s. Blew the dipstick out of the holder in Salt Lake City. Got stranded in Seattle with a leaky front crank seal. Broke an idler pulley stud outside Austin. Had 63 miles on it when I started. Terribly underpowered and I had a MT.
@@eriklarson9137 Nobody wants them to get strapped but nobody is willing to save them. I hate seeing good engines/trucks being destroyed but at the end of the day it's a machine that isn't rare or special so once it's done its job it's time to be recycled
Nice video, I currently work on mostly 466e's and our main issue is not start due to bad o rings. Also getting the oil pump to prime and fill the whole front cover and high pressure oil pump reservoir is a pain. Other than that the ICP connector has some pin fittment issues that will cause a no start or intermittent no start. They keep me employed so I'm not going to complain.
When I was 15, I was helping my father with an in chassis rebuild on one of these, tapping the pistons in while my father was putting the rods on the crank, he thought it would be hilarious to yell "ahhh my hand, tap up tap up!!!!" Freaked me right out, and there's no way to pull the piston up from the top
Hahaha. Man, that’s wrong! 🤣. I bet he got a good laugh, but I’m guessing your heart missed a beat or two. When y’all started the engine, did you get him back with a wrench against the frame rail? Knock-knock-knock.
I have a 1996 4700LP DT466 ALL MECHANICAL ENGINE with the big Bosch P Pump. I did a inframe at 390,000.. Now I have over 650,000 miles. It is still running strong due to good mantainance. These engines are the best for reliability and longevity.
I had that exact motor run away on me a few years ago lol. great motors. can get a million miles out of one if your careful. Mine had the Ambac rotary pump, my bad
Have an 87 S1900 from new with the DTA 466 which was air to air made it 245 hp. It is a C series first year for them. Put the heavier valve springs in her ran a Blue Ox exhaust brake RT6613 in her with a Spicer rear at 4:44 single axle. Been a great truck all these years. One weak thing is the belt driven air compressor and the stupid expansion tank sticking out from the fire wall.
Check out darkside developments. They've been getting crazy horsepower from the vag stuff. He also probably doesn't have much experience with those engines.
I'm looking at a converted wildland firefighter transport rig with this engine that brought me to this video and your channel - you are beautifully nutty with bare hands and no eye protection doing just about everything I've watched you do in the past minute and a half! Your smoothness with the dime start and tampering with the tamper-proof stuffs is SEXY! Thank you for the review!
@@87FoRunner u get one with a p pump and shove it in a ford has been done plenty of times and dont worry they will make loads of power look up ford dt466 pulling truck
I worked in a reman plant rebuilding these engines for 6 years (not just 466's but pretty much every international engine). i worked in what we called "de-trim" for two years where we stripped engines down to somewhere between a short block and a long block before it went to another line to tear down the rest. i have had my hands on literally hundreds of theses engines. biggest problems i saw was that the turbos and exhaust manifold rust into oblivion because of the very thick water based paint that they painted them with. so if you have a turbo go bad or a manifold leak...you're in for a bad time. also i've seen a LOT of dt466's come in as what we called "window blocks", where the #3,4, or 5 rod broke and went through both sides (making a window right through). i've seen it happen so bad that there was no block material left and the head and oil pan was all that held the engine together. one last thing that i noted in my time was getting the damper pulley off (to get to the oil pump) is...more of a challenge than it should be. the 3 bolts holding it on come out just fine and the pulley itsled will come off with a wheel puller just fine. the problem is the little plate between the bolts and the damper. when i started it was pretty much heat and beat to get it out before you resorted to breaking out the fire wrench and destroying the pulley and most likely the crank. at some point i designed a tool to remove the plate but even though to higher ups it was deemed a success it only helped about 50% of the time. sorry for the long post but i figured i would chime in since i had some experience :)
These things were bullet proof the problem started when the went to the HEUI fuel system was there at a dealership in the early 2000s. Damn emissions. And yes gutless as hell but always made it there.
Back in the day we had a about 25 1995 MY in flat nose school busses. The biggest problem we had was the bosch pumps would get a plunger heat sticking and the engine would run away. Navistar sent us a pallet of brand new pumps and those also would randomly go full power. Our local fuel shop would rebuild the pumps and put the used plungers in hot oil to see which ones would remain free and use those to rebuild the pumps which solved the problem. I had a drawer full of timing pins from that debockle. We went back to them in 2007 and those actually hold up better than any of the other diesels in the fleet.
I love reading this - found this video because the converted 1996 wildland fire transport truck I'm wanting to buy has this engine. Looks like a solid buy!
I just bought a 1896 International with the DT466. The chassis only has 250,000 miles on it. I bought it from the original owner. The truck is in awesome condition inside & out. It’s got a 16’ Box with a lift gate. It’s awesome!
ih 4700's also came with dt466 . cavitation and sleeve o rings were one of the problems with the dt466. huei system was licensed from caterpillar and was very reliable.as with most engines, good maintenance can be all the difference. the dt466e up to 2007 were very good reliable engine with much better power and fuel economy than the previous mechanical engines. maxxforce dt is just awful. i have not seen any maxxforce engines that were not problematic stock.
Dt466 is the best engine ever produced by international harvester hands down. They were first installed in bulldozers, scraper pans, farm tractors than in trucks. Many changes over the years as he stated, the demise of this engines came about from emission equipment. They were very reliable, even the 466e wasn't bad until emissions equipment came out.
I had to rebuild a dt466e due to a liner seal blowing out. I guess I could have just replaced the one seal but with the head off I just rebuilt it. It was my first Diesel engine rebuild and went ok. It still runs 4-5 years later
I have bought a pair years ago at an auction. Mechanical with the bosch pumps. They are set up for marine use with twin disc transmissions attached and massive turbos. Very unique set up indeed. I am yet to see anyone else use them in a marine application.
Owned about 10 of em' over the years mostly in medium duty wreckers they are the shit!!! Until the E model came out .You speak the truth Brother,Good stuff as always.
I tell you what, it just wasn't right when I was finishing up my grade school years and all the International buses were getting replaced with Freightliners. It just wasn't a trip to school without that Navistar sound!
As a diesel/truck tech in the early 80's serviced a fleet with 2 dozen of these - imho they are bulletproof. I seriously considered building a standby generator for my house and my first engine choice was this. They run forever with proper maintenance.
I 100% believe your story about the oil changes on 466E. They have that "p-trap" thing on the front timing cover and if it aerates it won't let it fire. I used to work on a couple of the 'E' engines at the last shop I was at. They both usually ran, just not well. Lmao. Great video man, keep it real.
A review on cummins N14 would be nice. Use to work on them when I start working 15 years ago these were nice engines, cool sounding. An evolution of the big cams.
I saw this video before and wasn’t going to watch it because I thought you were going to badmouth the DT466 but I am really glad I did because you have a lot of good information that I have been looking for. I actually want to put one of these in a school bus along with a manual transmission. I don’t know if I’ll have any luck finding a bus with this engine and tranny already in it. I have a Detroit 3-53 in my backhoe and absolutely love it. All mechanical, no electronic bullshit! If you know where I can find a full-size school bus with a DT466 and manual transmission, let me know. I live north of Pittsburgh here in Pennsylvania. Thanks for the video. I will watch it again and again. Plus whatever else you have on the DT466.
Had a 466 in my 1987.1900 series for hauling demo,firewood,etc.never had any trouble at all,starts good in cold,and in real cold,-30c,good sized block heater,reach in turn key away she goes.
cylinder liner o-rings, water pump bearings, injector cups and tappet failures were common on the originals up to the "c"models. a models were good for seizing the delivery valves on the rotary pumps. still have a lock plug in my box for those.
Sounds like you didn’t spend a lot of time behind one. They weren’t powerhouses, but neither was anything else in that displacement class back then. It sounds like most of the problems were maintenance-related, which is always the fault of the operator...😂🤣
A company I worked for had a pair of international TD15E dozers from the late 80's. I think those had dt466 engines in them. They were pretty strong dependable machines even though they were 20+ years old and had well over 20,000hrs on them.
Yeah, I think it's similar but with much more electronics and emissions stuff, making it much less reliable, so Navistar/International has pretty much switched to Cummins engines in their new school buses.
I used to be a fleet Forman for a trucking company that ran 99% IH. Then moved on to work on IH farm equipment. I can say with 100% certainty that the number 1 reason for failure on these engine is liner oring failure. I have overhauled no less than 50 of these for oring failures. The mechanical engines start great run strong and get decent mileage.
@@AndrewBrowner I do this alot on allis chalmers and john deere liners. Those engines rot the bottom of the block out and then fail. The IH engine seem to to all score a liner and dump the water. Or dump the water which causes a liner to score. What ever the direction the injectors nearly always test good and the blocks are good 99.99999% of the time unless its an old tractor. Even then it's rare. Another common issue that was partially mention is valve train wear. When these come into my machine shop 80% need all new valves due to mushrooming and pitting of the valve stem tips. This rarely causes issues and is primarily due to poor maintenance but is a consistent issue.
Liner failures were so consistent of an issue that you could nearly mark it on the calendar within a 6 month period as to when a truck would go down. We ran 54 trucks 50 of which were IH s series, 4700, 4300's .Early pre 94 mechanical engines lasted 10ish years. First gen heui (94-99) which are generally gutless turds were around 8-10 years. Second gen heui 99-03 was around 8-9years. Third gens (6.0 style and erg engines) we never had one make it past 7 years. Mileage never seems to matter. I overhauled engines with as little as 110k miles and as many as 500k. Every truck was on a strict 10k mile oil change with all filters including coolant filters coolant was strip tested every pil change. Fuel additive was added on top of the pre mix additive that it got from the supplier. The local rural electrical company had nearly identical results with much less preventative maintenance. Oddly enough the trucks that broke the mold were the ones that were driven the least.
I look after one of these with the heui system here in Australia.. it's gotta rotomix body on it for feeding cattle and God I dread the day it shits the gear because I gotta order everything from the states and it's takes forever to get here and when it does there's always something missing lol
I like the dt466 and the heui too.we have a dt466e on waste vegetable oil for 80k engine hours and it just had its first set of injectors and hpor seals
![Felix "Unfair" | [Stray Kids : SKZ-PLAYER]](http://i.ytimg.com/vi/Oswujxm2Ag0/mqdefault.jpg)
Happy Canada Day! What engine should we review next? 🤔
3176/C10 Cat
Detriot 60 series, Cummins 400, 6.2 Detriot, the Olds 350 diesel,
OM606 both N/A and Turbo
Detroit Series 60
He already did the 6.2/6.5
I retired from Navistar and worked many years in the Melrose Park facility. We've had buy backs of these with over a million miles and the crosshatch from the hone still present in the cylinder bores. One truck with over a million miles the owner kept meticulous records and we tallied how many other parts it used, like 30 sets of tires, 6 drivers seats, 40 brake jobs, etc. It was quite impressive
That’s insane man gotta love that when you take care of them
So did my father in law who designed the fly wheel for this engine
@@scoutplatoon8410 There is only one flywheel for "this engine"? Regardless of "vingage" or "generation", application, trans/clutch/drive type, etc? Hardly.
@@deeremeyer1749 I was just replying to the person who worked at Navistar . That is the same place that my father in law was in charge of the engineering of that flywheel and the components. Hope you have a great day. Tu for your response
So the "meticulous" owner only managed to get 25,000 miles out of a "brake job" and 33,000 miles out of new tires? And which of "these" were the "buybacks" of? There are multiple "generations" of "The Legend" DT466 engines with basically zero "internal" parts commonality between the "first gen" and "last gen" engines. Even the bore and stroke changed. Signicantly. As for the "million mile" b.s. and the supposed proof of "reliability" (the correct term for "high mileage" engines that "haven't been touched" is actually DURABILITY since how "long" something lasts is DURABILITY while RELIABILITY is how "long" it "does what it should" i.e. start when the key is turned, respond to "throttle inputs" etc) as evidenced by remaining crosshatch is a bunch of b.s.
Crosshatch in a "high mileage" used engine is usually indicative of an engine not properly broken in and/or one that is "underworked" and therefore no being used at/to maximum "cost effectiveness".
As a "heavy-duty" diesel engine in medium-duty - at MOST and that's not even the case in the vast majority of I-H/International DT466-equipped "vocational" on-highway trucks with GVWs under 26,000 lbs - "high mileage" - trucks, DT466s are "underworked" and "overbuilt" and "high mileage" should be the rule rather than the exception. Any truck going through brakes and tires every 25,000 and 33,000 miles is being driven "fast" and not "hard".
Mileage itself is irrelevant to engine "reliability" since it's engine load, temp, speed and "cycles" that "wear out" parts. Engines have no idea how far they've gone in miles.
ENGINE HOURS are the industry STANDARD for determining warranty, wear - normal and abnormal, service intervals and "preventative maintenance" (PREVENTIVE maintenance to those with a clue about engines AND the English language where the root word "preventatate" does not exist) as far as TRUE heavy-duty diesel engines/applications/vehicles go which incidentally is where you find ZERO "last-gen" DT466 engines just as you don't find the other commonly-praised "million-mile" engines that have "never been touched" and were/are supposedly "bought back" by the engine manufacturer for "reverse R&D" YEARS IF NOT DECADES AFTER "MASS PRODUCTION" so - apparently - the manufacturer can use them as "proof" that they do or rather did in fact "mass produce" them correctly in the first place.
Particularly in "OTR" trucks which nearly always run "empty" at least half the time, rarely are ever "overloaded" of even "fully loaded" much less "lugged" from a powertrain standpoint and get fewer "cold starts" than any other vehicle/application and have anywhere from 6-18 "working speeds" not to mention "deep reduction" and "double-overdrive" tranmissions, "mileage" really means nothing.
A "million mile" truck rarely has more than "averaged" 30 mph, has never been continuously operated at "full load" IF every operated truly "loaded" at all - i.e. anywhere near its GVW which is the case with the "contract haulers" that TYPICALLY and "meticulously" get a "million miles" out of "OTR" trucks they MIGHT have actually "truck" with 6-8 "months" a year and have in the shop for "maintenance" bi-monthly if not weekly and overall an engine not "worn out" when the truck is past its "useful service life" i.e. "depreciated out" at a "million miles" was/is not "cost effective" to own/operate UNLESS the manufacturer "buys back" the engine at "retail price".
True heavy-duty diesel engines aren't made to be "bought back" and/or "outlast" the "vehicle" they are installed in and if "converted" to "loaded miles" the "reliability" they routinely demonstrate with "meticulous" service, maintenance, operation, ownership and "management" would far exceed a "million miles".
Hours into the 30,000s, 40,000 and 50,000s and even 70,000s "without being touched) (using the "million-miler" definition for "never touched" which is "head(s) never lifted, pan never dropped") engines that literally run up to, at and beyond "full load" 24-7-365 are "routine" on/in/from TRUE heavy-duty diesels "mass-produced" by the ag/construction/mining/forestry machine manufacturing companies "IH" went "bankrupt" trying to "compete with" during "first-gen" DT466 engine "development".
They being Deere & Company and Caterpillar. Both of whom "dabbled" in the "OTR" truck engine "market" but only with "automobilized" versions of their heavy-duty off-highway diesels. And they only "dabbled" in that "market" to the extent and point it was "profitable" and "sustainable" to do so.
Caterpillar being the one of the two to actually "mass produce" OTR "heavy-duty" truck engines while Deere had a very short and limited "career" building CNG-fueled "city bus" chassis and powertrains during that brief "alternative fuel" bubble.
The fact that "International" - i.e. NAVISTAR - built every "DT466" (and all the other "300-series" and "400-series" and "500-series" D/DT/DTA engines on a single "assembly line" in a single "plant" for multiple decades and "generations" while Deere and Cat had and have multiple engine "plants" on multiple continents "around the globe" and have had since a decade or more before the first "first-gen" DT466 "rolled of the assembly line" and were/are building mutiple engine "families" and/or "platfor
We had a 1980 International truck with a DT466. We had one major issue with the truck the whole time we owned it. One day a guy that was driving it tipped the truck on its side and totaled it out. After we got it tipped back on its wheels and let it sit for awhile, we were able to drive it home with a frame bent like a banana and a cab that was completely crushed in. The guy that drove it home had to stand on the drivers side fuel tank and steer the truck with his right arm stuck through the window. I still miss that truck.
And emissions have been killing diesel reliability ever since.
Robert Wyrick aint that the truth
That’s why mines deleted. Thank you Canada
@@speaknoevil4618 i went a different route and got a 2019 f150 3.5 ecoboost. Mine is rated to tow 12,800lbs and tows 11k lbs BETTER than the tuned and modded 7.3 powerstroke it replaced. no emissions bs, other than the harmless catalytic converters. it doesn't even have egr.
@@Brandon_Nelson92 ...okay. Maybe they've gotten better since 2015, but the last few ecoboosts I've driven were barely able to tow themselves properly.
@@-tr0n There was some issues with timing chain stretch being covered up by cam phasers advancing timing till they couldn't anymore and made the trucks super gutless, also issues with the direct injection system causing carbon buildup on the intake valves causing pre ignition and or misfires, also issues with the waste gates failing open or closed, maybe you had shit luck? (Worked at a Ford Dealership)
Weve been driving a 2004 dt466e at work for 10 years. Put 400k+ on it. Had injectors, water pump, oil cooler on it. It probably hasnt been maintained perfectly except for the engine oil. Over all pretty reliable. It runs at redline going 70mph so its at redline for most of its life. Been very good truck.
Diesels are designed to run at "redline", genius. That's what the governor is for.
@@deeremeyer1749 fuck you. I never said they werent
@@deeremeyer1749 relax bud
@DEEREMEYER1 not exactly for every application... genius.
@@deeremeyer1749the fuck is your problem 😂 lil aggressive fuck
The biggest achilles’ heel of the DT was not treating water system seen tons of them getting electrolysis in the motor and eating a hole in one of the wet sleeves and getting water in the oil. But any wet sleeve motor will do that. Other than that hands down one of the most underrated motors ever built.
Classic Work These, and the Perkins 4.236. Everyone talks about the 4BT but my experience is that the Perkins last a hell of a lot longer.
Hell of a fuel efficient engine. Dt 466 on a single axle would average about 16 a gallon for a 2 ton truck. Used to haul trees, skid steers etc. Rear end had later problems, and got impossible to replace.
Its an engine not a motor.
I drove a box truck with one for 4 years hauling mail and I loved the damn thing. It was a mechanical injection model, so no electrical or computer issues to worry about. In the winter, all you had to do was rest your foot on the accelerator to barely crack the throttle and it would fire right up.
Another thing you had to watch was if you got it a little hot, it would take the liner seals out. So you definitely had to watch the water level and coolant temperature. But overall a great engine.
@@Jimlogger066 what color antifreeze did you run in it?
Got one in a 1978 loadstar 1850. Has the ambac injector pump, same as my IH tractors. Old girl let me down after 42 years, dropped a valve on #2 cylinder. No damage to the head but the piston has a valve submerged into it. Great engines that last decades under heavy use. Best medium duty engine every made IMO.
Out of the medium duty diesel engines, the DT466 is my favorite engine.
DT466 came in International 1700, 1800 and 1900 series truck and chassis cab trucks sometimes converted to school buses if the person ordering knew better than the DT444, 7.3.
I lot of industrial equipment and well pumps use the 466.
We installed a pair of them in a 46 foot Hatteras Ocean yacht, that previously had 120 hp Ford Lima's. Yes, more weight, but raw water cooled boat engines rot the block out and with the sleeved 466, the engines lived 12 or so years before requiring replacement.
On the DT466e engines. If you pulled the connectors apart and greased them with dielectric grease, you had few issues with engine sensors causing the engine into limp mode.
5o
had nobody thought to install a closed-loop w/ heat exchanger?
@@nickadeletti7655
Most yachts were raw water cooled. Installing heat exchangers that require a pre-filter which requires 25-50 hour service intervals adds expense.
Then the most expensive part is the heat exchangers themselves @ $2500 or more per engine.
The installation of the engines does get a fresh water flush system, so you can flush the engine while docked.
Gunga Dinn I see, what year is the boat? I have a 86’ tiara w/ 454 crusaders and they have a closed loop
Nick Adeletti - Tech
It was a 1979. The boat spent winters in Florida and summers in Ocean City MD.
The boat belonged to a friend that was a snowbird.
Plenty of party space not much fishing space.
“Wanna hear the most annoying sound in the world?”
“ eeeeeeeeeeeeeeeehhhhhhhhhhhhhhh”
International really know how to pick a sound lol
Freightliner did too lmao. We have a 2000 freightliner classic in the fleet I maintain for a company. I love that truck but man that buzzer
What's the use of it?
@@twowheeler1000 Low air or oil pressure usually.
No I think 94 kw high water temp buzzer.... beep beep beep beep beep
@@twowheeler1000 That buzzer screams at you until there is oil pressure. More effective than a light, as a light doesn't piss you off after 10 seconds
Hi I want to thank you. I've been a truck mechanic for over 30 years and I grew up with my farther being an IH mechanic. And I've allways said that this is the best and tuffest engine of all times.they also made a 360. Which they tried and tested in farm equipment for years b4 putting in a truck. So thanks for verifying my my findings.
Just R+red a mechanical 360 in a cattle feeding truck in the shop i work in.
A video on everything wrong with a DT466 would be awfully short. A great truck engine, only flaw I ever knew of was if you didn't keep the water in condition the 0 ring would fail and dump the water in the oil pan.
You say under powered, maybe at the jump , but hit a hill they will walk right by a truck powered by a 5.9
Facts
Not to mention its the only diesel that can handle 1000+ hp reliably with stock internals theyre beast of engines
@@PSDGarage that's actually not true,
I've seen that same issue twice. Currently doing an inframe on one for that reason. The other was a DT436 in a 1586 tractor. By far my favorite engine to build because of its simplicity. There's nothing in the way of pulling the head other than the turbo. What ever happened to those days of International? I can't stand working on anything International makes now days.
They were used in loads of International construction equipment. Including TD15C dozer, 175 Crawler loader, rear engine in 433 pay scrapers, 412 scraper, among others. Awesome engines and were very cheap to rebuild when compared to others of about the same class. In the early 90's an OEM in-frame kit with pistons, liners, rings, bearings, gaskets, even included oil and fuel filters was under $1500.00 Canadian dollars.
I was an International master certified for 6 years (just recently left the dealership world) and those DT mechanical pump engines are absolute peaches! Me and a partner did an in-chassis on one as side work in 12 hours. O-rings failed on the sleeves and turned the oil into a milkshake.
@@draftday8078 shoot
Does that mean you'd warn me against buying a converted wildland fire transport truck for my new mini home!? I'm planning to tow a Prius (hush don't tease me) and not daily driver it but would casually make my way from one stop to the next (I've heard staying 55-60 mph is best!? Newbie here, please share helpful info if you'd like!
@@FiberFairy22 well it depends on the year of the truck/engine. If it an 04 or newer I would tell you to not purchase that truck
@@FiberFairy22 hey! I have a NOT converted woodland fire transport BUS that im about to convert! :D I mean with the 466 its a big ol 33 footer love that thing!
I nees to ask you. Someone offer to me a 2003 Int DT466. It is been sitting down for years....only a few times they run the truck. I need to move the truck for.LA to Texas. What should a check in order to have a good trip
When I worked at the Delaware Department of Transportation in the 90s I worked on DT-466 trucks all the time. The return lines were the main issues. They were otherwise trouble free. Great engine!
Should do one on the Detriot 6v53 or the "Big cam" 400 Cummins.
Oh yeah big cam! Good idea!
Would be cool to see. Seems like he does these "everything wrong with" videos as he gets access to different engines though.
nothing wrong with a 2 smoke...... oil leaks dont count, and properly maintained also a myth
@spike spiegel Your revolution is over. Condolences. The bums lost. My advice is to do what your parents did; get a job, sir. The bums will always lose. Do you hear me? The bums will always lose!
Matt Miles easy Lebowski
Had the 466 and 466E in a pole and bucket truck at my former employer... The thing I really hated about these engines is in super sub 0 temperatures they WOULD start without the use of a grid heater, glow plugs or a block heater.. Many a friggin cold morning we would think "no pole work today the trucks wont start"... I was wrong.
Do they do something else to male them start with no grid heater or glow plugs?
@@grasscutter88 I could be wrong but I think some trucks had a way of spraying either / starting fluid into the intake to help start... OR you could spray it in the intake manually.
Some old Caterpillar dozers had a small gasoline "pony" motor that would roll the main diesel over until things warmed up.... Turn on the fuel and off it would go...
Manufacturers wouldn't do that. ether destroys engines@@REWYRED
@@grasscutter88 Some had an "Either Button" apparently.... I heard it can ruin an engine if not used correct but also they get "ether dependent".... Wont start without it..
I can imagine the aerated oil was causing a low pressure reading in the HEUI system, if the 466E HEUI system is anything like the 7.3 and 6.0 system. That ICP sensor is annoying but a life saver at the same time if your hpop/lpop oil pressure drops off.
@UCtcERfUMHNpXhPyo47TZ6yw He was also talking about the E model as well. It runs a HEUI setup.
Funny, never had that issue on any CAT Hueys.
The one in the video is mechanical pump not the e
@@-tr0n but ive seen plenty of cups leaking :)
@@h3xd3m0n9 Right. He was talking about E models that he had worked on in the past.
Our company had 19 1982 models with the 466 engine. The tandem's top speed was 78 mph, the one singe axle would do mid 90 mph. We had 3 5&4 speeds, 15 used a13 speed, and the single axle was a 9 speed. We never had any problems with them except getting the brakes hot in the mountains. They needed a Jake Brake, but not sure they even made one for them. We also had 4 TD15 dozers with a 466 engine in those as well. The state road used a lot of them, and all of our school buses did as well. I usually dove the Mack trucks, but for light loads the International seemed to work very well, just keep them out of the mountains. Thanks for the video !
I was working on one today in a school bus!!! Im newer to HD stuff as i work light duty at a truck shop but was surprised on how nice they are to work on.
Tamper proof, so we're going to tamper with it - deboss 2020😂
more like tamper proof .. they never met Rich ...
The DT's were great engines until they started putting egr on them. That's when all the problems started.
What engine would run good choking on it's own waste.
Ive worked for international for 18 years. Once their engines started eating their own shit it went downhill. Anything pre EGR i think would last a lifetime if taken care of properly
Now couldn’t they back off the heavy EGR and add SCR like they needed to, or was the DT unable to handle SCR in any capacity?
They should have went to SCR back when all the other OEM's did like 2010 ish but CEO of Navistar at the time kept pushing to use only EGR to save the customers on maintenance cost. Finally they got rid of that CEO and they switched to SCR which was about 2013-2014.
Kevin Wagner little did they know how quickly MaxxForce repair bills racked up. International didn’t make any SCR engines, did they? Not at least until they started using that MAN engine in the ProStar.
AS FOR THE STARTING PROBLEM--
A LOT OF THESE TRUCKS HAD THE SPRING LOADED KEY START SWITCH BUT ACTUAL STARTING IS DONE WITH A SEPARATE PUSH BUTTON SWITCH!!!
I WAS SENT TO AN AUCTION
TO GET 3 I-H TRACTORS!
SOMEONE WAS SENT EARLIER TO GET THESE TRUCKS BUT THEY DID NOT START!!
I WAS SENT THERE TO MOVE THE TRUCKS AND WAS TOLD TO REPLACE THE BATTERIES !!
I GOT THERE AND STARTED ALL 3
ON THEIR OWN POWER!, NOT EVEN A BOOST NEEDED!!!
Buddy for the love of God please stop yelling
@@well_as_an_expert_id_say 🤣🤣
The DT466 engines are fantastic but the DT466E's 2001- 2003 were in my opinion just as good. We had several with well past 30,000 hours on them with no internal work (yes, that is correct over 30K hours) and we had one that went past 40,000 hours with not much more than injectors being replaced just past 35K. Yes, they did have there issues with electronics but most were caused by operator error. And the annoying low pressure fuel line seal leaks. The main thing we learned about making them live was proper oil changes. Every 750 hours they got serviced. and under no circumstances did we allow the engines to be opened up for adjustments unless absolutely necessary.
We had 20 of these. Every single one shit the bed at or near 100,000 miles. They would lose the orings at the bottom of the sleeves and mix massive amounts of coolant in the oil and fail. Water pumps literally every year. However they were very easy and cheap to rebuild. We used them for twin screw delivery trucks 60k gvwr most were dt466es and a few dt530s.
@@alanack67 We had a lot more trucks than that, the only major problems we had were directly attributed to operator error and neglect at both the operator and local maintenance. Failure to report a problem, failure to follow pre and post trip inspections were the "only" reasons some failed early. Those that followed proper inspections we never had a single major failure. Mind you, these were in Iraq where just taking care of anything was not just a simple matter of jumping in a truck and taking care of the simplest problem. If yours were failing that quickly, you need to re think proper maintenance and training
And I will add, the longest any truck was down was 3 weeks, it had over 45K hours on it and we had to wait for parts to do an "in chassis" overhaul. Otherwise 48 hours was the max any was down and the bulk of that was transportation to get to the truck to fix it. On site most repairs were accomplished with in 4 hours. And this I can attest to personally
And not a single engine we had "ever" lost coolant into the crankcase due to the fact the "I" specified only the correct coolant was to be used and distilled water were to be used period! Yes we had coolant pumps fail, go figure since they are at the bottom of the engine on the driver side but were shut down immediately and only take 20 minutes to change out and refill/bleed the cooling system in the truck
I had an E in my old service truck, I loved it. It always did right by me.
4:58 "north Dakota mag" rims..... hate em
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here in montana.... i deal with them about once a week.... some old farmer will bring in his "baby"..... well maintained
usually old 366 gas big block GM stuff.... flat beds and grain trucks from the 60s/70s/80s
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im the only person in town who knows how to set points an a Q-jet..... im 26 years old
just had a dad that took the time to teach me (still yelled at me, however lol)
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i wonder how many here know what a dwell meter is?
Sounds like you have an awesome job man.
Old motorcycle mechanic here. I still have one in the bottom of my tool box, not used in years.
Much respect to you 👍 Sadly your right and thats a dying skill that few have anymore
@@Miniaturehorseexpress ya.... but im just in LOVE with the early 70s style.... especially for motorcycles.
.
These new bikes are just covered in plastic and look like transformers.... autobots roll out!!
.
But ya.... i will forever be thankful my dad took tye time to teach me..... the old fuck is still alive, and still teaches me a trick now and then.
.
But most days I'm teaching him tricks on modern stuff
.
But ya..... several farmers will call me up on my personal phone to have me work on their carburetors and points ignitions
.
And I do like working on tge old stuff
.
But SOMETIMES having that P code (obd2) makes the problem quicker to find
.
But I still love my dwell meter and vacume guage
.
A vac guage is like a scan tool for older engines
@@bretwilliams4499 i have a 1974 kawi g5 100cc 2 smoker.
.
Was working construction (under the table) and just got paid 300 bucks
.
Driving into town....a train was on tge tracks.... so i had to go around VS my normal route
.
And here is this 74 kawi.....300 dollar price tag
.
Like it was meant to be
.
He said he started it..... after sitting since 1976.... and it went full RPM before it started knocking and stopped
.
I personally think they ran it with no oil in tye tank (it has an injector.... which actually pressure feeds the main bearings..... over kill for a 100cc lol)
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But I rebuilt it in my dads basement
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He thought I'd never get it back together.... let alone running.
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But 5000 miles later.... she still starts first or 2nd kick
.
Oh, lower rod bearing was GONE
Like.... just FUBAR-ed
.
But it only had 1200 miles on it....
So that thing rides like new
.
Still has the orignal tires and tubes from 1974
.
But the rear tire needs replacing..... too many burn outs lol
I loved my 2005 international dt466 10 speed dump truck ran great for almost 500k
Thats quite a bit for a dump
We halled really heavy loads
From my experience the DT466 was a very reliable engine. No common problems. Very easy to inframe overhaul, I've done 5 or 6. International OH kit was very complete.
How much horse power? Are slow like the 7.3 idi navistar?
It’s a good engine - we saw the DT466 in service in Australia too! The DT466 came in the Australian T-Line cabover and some of the ACCO (Australian C-Line Cab Over) variants and was rated at 210hp
I farm in east central Illinois and have three International 4900’s with DT466’s. A ‘91, ‘92 and an ‘02. The ‘91 is an absolute dog. It drives fine, empty, but hauling 500 bu of grain it feels like you’re dragging an anchor. I blame its weak torque on poor gearing in the rear axles. The ‘92 has had three engines in the past 15 years. It dropped a valve the first time. I can’t remember what caused the two most recent failures. My favorite is the ‘02 with the 466E. It has power for days. Enough to pass slower traffic on the highway whether you’re loaded or empty. It had one issue with the fuel pump where oil got past a seal and blended the fuel with engine oil. My main complaint with the 466E is it has an electric fan that kicks on intermittently. It sucks the rpms down so much it can foul up transmission shifts if you don’t use the clutch. As mentioned, if you stay on top of maintenance these old 466’s won’t let you down.
Just picked up an 1985 International dumper for cheap at an auction with a DT466 diesel in it. Got air issues but runs great and after hearing this I'm satisfied it will make a great addition to the farm.
I have a 1985 S1900 DT466 short bed dual axle dump from an auction here in east Hawaii! It’s a beast!! Used to be an army core of engineers truck. Simple as it gets.
@@Malama_Ki Awesome! Great truck you got there. A reliable beast at that! New stuff is too expensive to buy and they don't want us working on it like we can old equipment. I always am watching auctions to add old iron to my farm. lol
I have the ultimate appreciation for the DT 466,ran it I my first 7100 dump conversion.That motor was probably the best diesel motor I will ever have owned,thats even running it against my 5.9 cummins.Good on fuel,simple,cheaper to rebuild,ad ultra dependable.I would rate these motors as probably one of,if not the best diesel engines built.Love em,again,Im referencing early 90's motors.Mine never ever failed to start in 9 years of trucking,hot or cold.
I worked in a international shop for a while and yes the lifters mess up cams. Its not too uncommon to see that happen. But normally only on E models. What causes the lifter to wipe out the cam is the failure of what they call the dog bone which is what holds the roller lifter straight in line with the camshaft. That being said they are still a good enigine and can be rebuilt pretty fast and pretty cheap!
That same block was used in the 66 series IH all the way up to the 88 series. The D/DT414, D/DT436, D/DT/DTI466. D is non turbo, DT is turbo charged, and DTI is turbo charged and intercooled. Sleeves had an issue of cavitation at the o ring bosses.
A local man died here this week shorting the starter of a tractor (it was in gear) so just a reminder to anyone who sees this.
Its called be smart not a dipshit. Lots of people die from this own problems
@@danokerr9929 You for sure never make any mistakes. So well spoken and articulate.
@@eriklarson9137 right? I wish I was so flawless and wise
I had one smaller, 95 int rollback with a dt 408 all mechanical. Loved that truck. When we parked it, it had 990,000 miles on it and never even had the valve cover off. Ran perfect. Trans was the 6 plus and finally died. All the engine really needed was new injectors. Didnt even smoke that bad, just a wisp at WOT. Even got 670,000 out of it before had to replace the water pump on the side of the pa turnpike. Really do miss that truck
We had one that was gutless and overheated all the time I finally figured out the factory timing was set at 4 degrees before top dead center and should have been 24 degrees before top center it quit overheating and ran really strong after that . This is after the dealer had it for six weeks and talked to factory tech line every day.
"Little bit of water there"
*drains enough water to flood Africa*
We have two DT466 grain trucks. Recently swapped one cause she blew a head last spring in seeding. Two day swap and it made me love them even more.
Finally the DT466. I have one them ready to put in whatever..
I drove an early DT466E across the western states in the mid 90s. Blew the dipstick out of the holder in Salt Lake City. Got stranded in Seattle with a leaky front crank seal. Broke an idler pulley stud outside Austin. Had 63 miles on it when I started. Terribly underpowered and I had a MT.
That truck is way too awesome to be sitting in a scrap yard!
Its a shame man
The old s series harvesters were good trucks.
He gets trucks like that all the time. It must be a Canadian thing. "Aww the starter went out eh, well just junk it and buy a new one".
Think about how many are identical to this withing 50 miles of your house. Yet you don't go save any from the scarp yard do you?
@@eriklarson9137 Nobody wants them to get strapped but nobody is willing to save them. I hate seeing good engines/trucks being destroyed but at the end of the day it's a machine that isn't rare or special so once it's done its job it's time to be recycled
Nice video, I currently work on mostly 466e's and our main issue is not start due to bad o rings. Also getting the oil pump to prime and fill the whole front cover and high pressure oil pump reservoir is a pain. Other than that the ICP connector has some pin fittment issues that will cause a no start or intermittent no start. They keep me employed so I'm not going to complain.
When I was 15, I was helping my father with an in chassis rebuild on one of these, tapping the pistons in while my father was putting the rods on the crank, he thought it would be hilarious to yell "ahhh my hand, tap up tap up!!!!" Freaked me right out, and there's no way to pull the piston up from the top
Hahaha. Man, that’s wrong! 🤣. I bet he got a good laugh, but I’m guessing your heart missed a beat or two.
When y’all started the engine, did you get him back with a wrench against the frame rail? Knock-knock-knock.
My dad would stop an opening door with his foot, then hold his nose while screaming in pain.
omg! :D
I literally just got back from working on an international s1800 bus with the exact same engine and engine layout and this video was in my reccomended
DT466 and 466e have issues with the liner seals also and I have in framed like 30 of them since 2006 for that.
Do you know what caused the liner seals to go bad?
I have a 1996 4700LP DT466
ALL MECHANICAL ENGINE
with the big Bosch P Pump.
I did a inframe at 390,000..
Now I have over 650,000 miles.
It is still running strong due to good mantainance. These engines are the best for reliability and longevity.
I had that exact motor run away on me a few years ago lol. great motors. can get a million miles out of one if your careful.
Mine had the Ambac rotary pump, my bad
Have an 87 S1900 from new with the DTA 466 which was air to air made it 245 hp. It is a C series first year for them. Put the heavier valve springs in her ran a Blue Ox exhaust brake RT6613 in her with a Spicer rear at 4:44 single axle. Been a great truck all these years. One weak thing is the belt driven air compressor and the stupid expansion tank sticking out from the fire wall.
Love an old 466, got my cdl in one
I drove a dump truck with a DT466 one summer. Loved that job
Same as I last time suggested. Vag group inline 5 diesel. (Audi, vw)
Check out darkside developments. They've been getting crazy horsepower from the vag stuff. He also probably doesn't have much experience with those engines.
I'm looking at a converted wildland firefighter transport rig with this engine that brought me to this video and your channel - you are beautifully nutty with bare hands and no eye protection doing just about everything I've watched you do in the past minute and a half! Your smoothness with the dime start and tampering with the tamper-proof stuffs is SEXY! Thank you for the review!
Looks like they'd be a good idea for a swap due to the massive availability of parts both new and used.
The dt360 is much better. Pretty much the same but lighter
It weighs 2000 lbs so unless you have a big truck it's not feasible.
They don’t make much power. At all. They are slow. As slow as this takes me to type with so many periods.
@@87FoRunner u get one with a p pump and shove it in a ford has been done plenty of times and dont worry they will make loads of power look up ford dt466 pulling truck
ruclips.net/video/rvl6061d0e8/видео.html
I worked in a reman plant rebuilding these engines for 6 years (not just 466's but pretty much every international engine). i worked in what we called "de-trim" for two years where we stripped engines down to somewhere between a short block and a long block before it went to another line to tear down the rest. i have had my hands on literally hundreds of theses engines. biggest problems i saw was that the turbos and exhaust manifold rust into oblivion because of the very thick water based paint that they painted them with. so if you have a turbo go bad or a manifold leak...you're in for a bad time. also i've seen a LOT of dt466's come in as what we called "window blocks", where the #3,4, or 5 rod broke and went through both sides (making a window right through). i've seen it happen so bad that there was no block material left and the head and oil pan was all that held the engine together. one last thing that i noted in my time was getting the damper pulley off (to get to the oil pump) is...more of a challenge than it should be. the 3 bolts holding it on come out just fine and the pulley itsled will come off with a wheel puller just fine. the problem is the little plate between the bolts and the damper. when i started it was pretty much heat and beat to get it out before you resorted to breaking out the fire wrench and destroying the pulley and most likely the crank. at some point i designed a tool to remove the plate but even though to higher ups it was deemed a success it only helped about 50% of the time. sorry for the long post but i figured i would chime in since i had some experience :)
These things were bullet proof the problem started when the went to the HEUI fuel system was there at a dealership in the early 2000s. Damn emissions. And yes gutless as hell but always made it there.
I'm looking at a 1996 truck w this engine to buy, it's feeling like most responses here say that's a good idea pending mechanic's thumbs-up!
Back in the day we had a about 25 1995 MY in flat nose school busses. The biggest problem we had was the bosch pumps would get a plunger heat sticking and the engine would run away. Navistar sent us a pallet of brand new pumps and those also would randomly go full power. Our local fuel shop would rebuild the pumps and put the used plungers in hot oil to see which ones would remain free and use those to rebuild the pumps which solved the problem. I had a drawer full of timing pins from that debockle. We went back to them in 2007 and those actually hold up better than any of the other diesels in the fleet.
Do a video on that triple nickel Cummins.
i like the giddy laugh every time you get a engine running, keep up the good vids rich,cheers from NZ
DT 466: It’s everything the 5.9 wanted to be.
But was replaced by the 8.3 in farm tractors.
@@scotcoon1186 Regardless of what they say most people will pick more power over reliability. Not saying which is better or anything just saying
Dt570 is where it’s at
The caterpillar 3126 is the best of them all! But yes I do like the DT 466 and the 8.3L Cummins
You mean dt360. The better 5.9
The oil aeration was a problem with the 7.3 also. I worked in fleet and if drivers added thin oil not ment for it the unit would code ICP not as spec.
The best engine ever built.
And cheaper repair...
I alway run it..
Older big cam Cummins were said to have soft cams but usually it was guys cranking fuel pressure up or over tightening the valves
We have some of these engine in our international fire trucks. Always run good!
I love reading this - found this video because the converted 1996 wildland fire transport truck I'm wanting to buy has this engine. Looks like a solid buy!
I just bought a 1896 International with the DT466. The chassis only has 250,000 miles on it. I bought it from the original owner. The truck is in awesome condition inside & out. It’s got a 16’ Box with a lift gate. It’s awesome!
ih 4700's also came with dt466 . cavitation and sleeve o rings were one of the problems with the dt466. huei system was licensed from caterpillar and was very reliable.as with most engines, good maintenance can be all the difference. the dt466e up to 2007 were very good reliable engine with much better power and fuel economy than the previous mechanical engines. maxxforce dt is just awful. i have not seen any maxxforce engines that were not problematic stock.
Great engine, just don't forget to service the water filter that contains the treatment slugs or you will be changing the cylinder sleeve kits.
Would love to see you do a DT 360 build.
Dt466 is the best engine ever produced by international harvester hands down. They were first installed in bulldozers, scraper pans, farm tractors than in trucks. Many changes over the years as he stated, the demise of this engines came about from emission equipment. They were very reliable, even the 466e wasn't bad until emissions equipment came out.
I see the costanza wallet is in full affect
I wonder if he has back problems lol
I had to rebuild a dt466e due to a liner seal blowing out. I guess I could have just replaced the one seal but with the head off I just rebuilt it. It was my first Diesel engine rebuild and went ok. It still runs 4-5 years later
I have a DT 530 in my truck..good engine...lots of power
I have this engine mated to an Allison auto trans in a 92 Navy transport bus. This is thing bullet proof. Never fails.
The DT-466 was a great engine because they put them in farm tractors for years.
They came from an application where they could likely run at full load for hours on end. Just like the b series Cummins.
I have bought a pair years ago at an auction. Mechanical with the bosch pumps. They are set up for marine use with twin disc transmissions attached and massive turbos. Very unique set up indeed. I am yet to see anyone else use them in a marine application.
I'm not first
I'm not last
But when I get the notifications
I click fast
One of the best diesel engines ever produced. Especially the ones with the Bosch injection pump. The cam follower issue was on the egr engines and up.
Owned about 10 of em' over the years mostly in medium duty wreckers they are the shit!!! Until the E model came out .You speak the truth Brother,Good stuff as always.
You should see the maxxforce DT.... Jesus Christ they fucked that motor.
P pump is definitely better than heui
@@randymagnum143 I agree. They have so many problems. Ppumps are pretty reliable
I tell you what, it just wasn't right when I was finishing up my grade school years and all the International buses were getting replaced with Freightliners. It just wasn't a trip to school without that Navistar sound!
Every time a diesel come to the scrap yard I haul it home I don't care of the condition of it. I have a yard full of them
I’m jealous of you.... wish I would have bought a house in the country for this exact reason
Smart they gonna be worth a lot later on
As a diesel/truck tech in the early 80's serviced a fleet with 2 dozen of these - imho they are bulletproof. I seriously considered building a standby generator for my house and my first engine choice was this. They run forever with proper maintenance.
You can find 400 series IH diesels in the 66, 86, and 88 series farm tractors.
I 100% believe your story about the oil changes on 466E. They have that "p-trap" thing on the front timing cover and if it aerates it won't let it fire. I used to work on a couple of the 'E' engines at the last shop I was at. They both usually ran, just not well. Lmao. Great video man, keep it real.
I swapped one of these into a Mack Midliner. We got tired of dicking with the Renault engine.
A review on cummins N14 would be nice. Use to work on them when I start working 15 years ago these were nice engines, cool sounding. An evolution of the big cams.
Cant tell you how many diesels I've "tampered" with to get started
I saw this video before and wasn’t going to watch it because I thought you were going to badmouth the DT466 but I am really glad I did because you have a lot of good information that I have been looking for.
I actually want to put one of these in a school bus along with a manual transmission. I don’t know if I’ll have any luck finding a bus with this engine and tranny already in it. I have a Detroit 3-53 in my backhoe and absolutely love it. All mechanical, no electronic bullshit! If you know where I can find a full-size school bus with a DT466 and manual transmission, let me know. I live north of Pittsburgh here in Pennsylvania.
Thanks for the video. I will watch it again and again. Plus whatever else you have on the DT466.
Y’all should review the SD33-SD33T Nissan diesel, came in forklifts, IH Scouts, and the Nissan patrols
Not a lot of those around this way.
Related to the td42?
Lamar Zimmerman no it’s Nissan made
@@kelby7462 didn't Nissan put a td42 in the patrol
Lamar Zimmerman not sure, I know about the SD-33 because my old man has two NA and one turbo (SD33T)
Had a 466 in my 1987.1900 series for hauling demo,firewood,etc.never had any trouble at all,starts good in cold,and in real cold,-30c,good sized block heater,reach in turn key away she goes.
Good thing the DT466 relied on oil pressure to even start lol.
The DT466 is mechanical, DT466E is the HEUI engine that needs oil pressure....
@@82f100swb shit you're right my bad, thank you.
cylinder liner o-rings, water pump bearings, injector cups and tappet failures were common on the originals up to the "c"models. a models were good for seizing the delivery valves on the rotary pumps. still have a lock plug in my box for those.
Heh heh, the amazing 'Down Time 466'. They'd barely pull your hat off (if the turbo happens to be working).🤣
Sounds like you didn’t spend a lot of time behind one. They weren’t powerhouses, but neither was anything else in that displacement class back then. It sounds like most of the problems were maintenance-related, which is always the fault of the operator...😂🤣
A company I worked for had a pair of international TD15E dozers from the late 80's. I think those had dt466 engines in them. They were pretty strong dependable machines even though they were 20+ years old and had well over 20,000hrs on them.
What engines are in the 2010-2014 international school buses nevermind I think it is the DT466E maxxforce
It is. It’s called the maxxforce. They constantly had problems when they were in the school busses
Hunt Guy yea I just haven’t really seen them very much for a long time and forgot lol
Yeah, I think it's similar but with much more electronics and emissions stuff, making it much less reliable, so Navistar/International has pretty much switched to Cummins engines in their new school buses.
that would be the 6.0's counter part, maxxforce as someone else said. had too many issues with them to really want to list. still work on them tho
patrick buckner yea when I was in school I always thought that it would just shut off when you let off
I used to be a fleet Forman for a trucking company that ran 99% IH. Then moved on to work on IH farm equipment. I can say with 100% certainty that the number 1 reason for failure on these engine is liner oring failure. I have overhauled no less than 50 of these for oring failures. The mechanical engines start great run strong and get decent mileage.
is it possible on a lathe to add a second oring groove top and bottom or is there not enough sealing area?
@@AndrewBrowner I do this alot on allis chalmers and john deere liners. Those engines rot the bottom of the block out and then fail. The IH engine seem to to all score a liner and dump the water. Or dump the water which causes a liner to score. What ever the direction the injectors nearly always test good and the blocks are good 99.99999% of the time unless its an old tractor. Even then it's rare. Another common issue that was partially mention is valve train wear. When these come into my machine shop 80% need all new valves due to mushrooming and pitting of the valve stem tips. This rarely causes issues and is primarily due to poor maintenance but is a consistent issue.
Liner failures were so consistent of an issue that you could nearly mark it on the calendar within a 6 month period as to when a truck would go down. We ran 54 trucks 50 of which were IH s series, 4700, 4300's .Early pre 94 mechanical engines lasted 10ish years. First gen heui (94-99) which are generally gutless turds were around 8-10 years. Second gen heui 99-03 was around 8-9years. Third gens (6.0 style and erg engines) we never had one make it past 7 years.
Mileage never seems to matter. I overhauled engines with as little as 110k miles and as many as 500k. Every truck was on a strict 10k mile oil change with all filters including coolant filters coolant was strip tested every pil change. Fuel additive was added on top of the pre mix additive that it got from the supplier. The local rural electrical company had nearly identical results with much less preventative maintenance. Oddly enough the trucks that broke the mold were the ones that were driven the least.
I look after one of these with the heui system here in Australia.. it's gotta rotomix body on it for feeding cattle and God I dread the day it shits the gear because I gotta order everything from the states and it's takes forever to get here and when it does there's always something missing lol
I just have a rebuilt set on the Shelf they're not that expensive
I'd like to see y'all do a review on a 8v92 Detroit. Love your videos. Very knowledgeable. Thanks for sharing.
Great engines. Have 3 of them 1 is new in crate
Sounds like the low air buzzer from a US Military vehicle!
It’s always a treat listening to ya, knowing your stuff. Thankyou. 🙏🙏👍👍🇬🇧
Deboss garage watches Donut media!!!!!! 9:17
I like the dt466 and the heui too.we have a dt466e on waste vegetable oil for 80k engine hours and it just had its first set of injectors and hpor seals
See, now I want one.
My girlfriend is gonna kill me.....
Get a different one. More than one was created.
You are correct. There are probably thousands of these engines in junkyards just waiting to be adopted.
Our 1994 fire pumper had no issues until the fuel pump on our DT466 mechanical. It’s a 1994 with very little hours and miles on her.