Introducing the International S13 Integrated Powertrain
Offering Up To A 15% Boost In Efficiency
An exhaustive simulation work created a new cylinder and piston head design with maximum cooling properties. This unique double overhead cam design directly equates to less fuel being consumed. But that’s not all. Thanks to the new Dual Stage after-treatment system, the heavy (40-50 lbs), expensive ($2,500 approx.), and finicky EGR cooler is no longer needed to reduce emissions. Its absence contributes to the S13 being the lightest 13-liter diesel engine available in North America. It also means 100% of the exhaust flow goes through the new simple, more reliable fixed-vane turbocharger for maximum performance and efficiency.
Where Efficiency & Power Meet
The S13 Engine can operate at low RPMs with high torque which equates to less fuel consumed while still delivering up to 515 horsepower and 1,850 lb-ft of torque. This incredible engine brings undisputed economy through combustion efficiency, reduced friction and pumping losses, and new integrated software and controls. Keeping the driver comfortable, informed and empowered has been a mantra at International® Truck for decades as part of our DriverFirst™ Philosophy. The International S13 Integrated Powertrain takes it further by offering a smooth and quiet operation with superior capabilities. In fact, full torque is available at only 900 rpm and the wide gear ratio means optimal efficiency on flatlands with the performance drivers crave on hilly terrain. And when descending, drivers can rely on the new compression-release brake to deliver strong, secure braking power up to 469 hp (at sea level).
It’s Time To Make The Shift
The all-new, fully automated T14 manual transmission was designed in-house from the ground up. It’s a 14-speed overdrive transmission that is optimized to deliver peak fuel economy performance in direct drive (13th gear) during typical load. The transmission has an electronically controlled clutch actuator that works in sync with the engine to deliver faster, smoother shift performance. Since it does not consume air during complicated maneuvers – like when you’re backing a trailer into a tight loading dock – the driver never needs to stop and let the air recharge. The T14 also uses an integrated oil-to-water coolant system to optimize temperature regulation in both hot and cold environments. This advanced feature is one reason why the T14 is able to achieve an unlimited Gross Combination Weight Rating (GCWR)
Next-Gen Aftertreatment
Because there’s no EGR during regular operation, NOx must be treated a different way. To do this, the engineers developed an all-new Dual Stage Aftertreatment design that injects a first dose of DEF just downstream of the turbo in the evaporator tube and a second dose inside the after-treatment container. Since a cooled EGR has been eliminated from the combustion chamber, much less soot or particulate matter is generated. This allows for extended service intervals and eliminates the need for active regens. In fact, the cleaner combustion cycle has so much less soot the engineers were able to eliminate the need for a diesel oxidation catalyst (DOC) in the after-treatment system. Combined, the after-treatment system provides a simple, reliable solution that’s easily service
