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

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

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,

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.

@@scarletboa ...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)

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

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

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

more like tamper proof .. they never met Rich ...

Buddy for the love of God please stop yelling

@@well_as_an_expert_id_say 🤣🤣

@@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

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.

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..

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?

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.

Just R+red a mechanical 360 in a cattle feeding truck in the shop i work in.

Thats quite a bit for a dump

We halled really heavy loads

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.

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

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

How much horse power? Are slow like the 7.3 idi navistar?

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.

@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.

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.

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

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) . 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

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

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!

I wonder if he has back problems lol

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 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!

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’m jealous of you.... wish I would have bought a house in the country for this exact reason

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

They came from an application where they could likely run at full load for hours on end. Just like the b series Cummins.

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

kzfaq.info/get/bejne/qNycaZNnlsqUlWw.html

Do you know what caused the liner seals to go bad?

Great engines. Have 3 of them 1 is new in crate

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...😂🤣

The DT466 is mechanical, DT466E is the HEUI engine that needs oil pressure....

@@82f100swb shit you're right my bad, thank you.

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)

I just have a rebuilt set on the Shelf they're not that expensive

nah the smaller sibling the dt360

@@richardcranium5839 either way, the dt466 or the dt360 would have been a lot better in the fords than the powerstrokes. the v8 IDI's were OK in their own right, decently reliable but they lacked the torque a I6 gives.

Same block just different guts...plowing many yrs w Dt360A...3000 rpm all day all night..oil pans are 600 bucks if you can find one

knowltek 360 and a 466 are not the same block. 466 is a upsized version and yes the internals are different.

Carson Chaney fits in the same mount position s cause I’ve changed m before

Happy birthday!

Thank you!

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.