Truck Engines: Guide For Commercial Truck Engines

Unless you are purchasing a truck for the brand name, the engine that goes into a truck should be your first priority in your purchasing decision. Here we break down the engines from various manufacturers to compare and contrast them so you may make an educated decision on the inner workings of your future vehicle.

Cummins Engines

Founded in 1919, Cummins is a Fortune 500 company that sells engines for a variety of different applications, including heavy-duty trucking. They do not make their own trucks, and instead you can find their engines in a variety of brands, such as in a Freightliner, Peterbilt, or Volvo.

On their website, Cummins advertises engines ranging back to 2004, but because older engines are less reliable and become obsolete more quickly (Cummins does not even have images for their 2004-2007 engines!), the furthest this article will travel back in time is to 2013.

X15 Productivity 2020

The very model of a modern major machine, the X15 Productivity is your only stop for unmitigated performance. There are six variations, ranging in horsepower from 430-605 and peak torque ranging from 1650-2050 pound-feet. The engine brake comes with 600 horsepower for emergency stops, and the VGT Turbocharger allows for rapid acceleration.

Maintenance depends on use and the materials used (Cummins insists you can get 5,000 more miles without an oil change or fuel filter cleaning if you use Valvoline Premium Blue motor oil). In normal use, you can expect to need to do an oil change and clean the fuel filter every 50,000 miles, clean the diesel particulate filter every 450,000 miles or so, clean the Diesel Exhaust Fluid filter every 280,000 miles, and adjust the valves every 500,000 miles.

Specifications

• Advertised Horsepower: 430-605 hp
• Peak Torque: 1650-2050 lb-ft
• Governed Speed: 2000-2100 RPM
• Clutch Engagement Torque: 1000 lb-ft
• Number of Cylinders: 6
• System Weight: 3152 lb
• Engine (Dry): 2961 lb
• Aftertreatment System: 191 lb

 

For more information on the 2020 version of the X15 Productivity, check out its webpage.

X15 Efficiency 2020

As you can imagine, the X15 Efficiency focuses on efficiency as opposed to the X15 Productivity’s productivity. The 2020 Efficiency has 18 flavors, five of which are standard, six of which have an “EX” rating, and seven of which have an “ST” rating.

Cummins has not said what EX stands for, but it is safe to say that it means “extra”, as Cummins says an EX Efficiency gets 1.5% better fuel efficiency than its basic counterpart, which is already advertised as having better fuel economy than the Productivity line of engines.

ST stands for Smart Torque. Introduced into Cummins engines in 2007, Smart Torque optimizes gear shifting on more than just current speed, but also on grade, vehicle weight, throttle position, and engine torque, putting your truck in the best gear for whatever scenario it is in.

Regardless of whether you get a standard, EX, or ST, they all have the same maintenance intervals, which are very similar to the ones for the 2020 X15 Productivity. 50,000 miles for oil drain and fuel filter cleaning, about 450,000 miles for cleaning the diesel particulate filter, 280,000 miles for the DEF filter, and 500,000 miles for valve adjustments.

Specifications

• Advertised Horsepower: 400-500 hp
• Peak Torque: 1450-1850 lb-ft
• Governed Speed: 1700 RPM
• Clutch Engagement Torque: 1000 lb-ft
• Number of Cylinders: 6
• System Weight: 3152 lb
• Engine (Dry): 2961 lb
• Aftertreatment System: 191 lb

There is more information about the X15 Efficiency 2020 on its webpage.

X12 2018

The X12 provides a new method of being efficient: being lighter. Not only does being 900 pounds lighter than the previously mentioned X15 engines provide greater fuel economy, but it allows your truck to haul more and heavier freight while still being within Department of Transportation regulations.

The X12 has 19 different models. There are 13 standard models, three Smart Torque models, and three “SA” models.

SA stands for SmartAdvantage. When you buy an SA model, it includes not only the next generation of Smart Torque (ST2) but also comes with an Eaton Fuller Advantage 10-speed automated manual transmission (which is how SmartAdvantage gets its name, by combining the names of these two features). The transmission and engine communicate to better determine the torque currently required.

Maintenance intervals are kinder than the heavier X15 counterparts. Oil drain is every 60,000 miles, fuel filter cleaning is every 50,000 (the same at the X15s), DPF ash maintenance occurs about every 450,000 miles (also the same as the X15s), and both the DEF and valvetrain require maintenance every 300,000 miles.

Specifications

• Advertised Horsepower: 350-500 hp
• Peak Torque: 1250-1700 lb-ft
• Governed Speed: 2000 RPM
• Clutch Engagement Torque: 800 lb-ft
• Number of Cylinders: 6
• System Weight: 2241 lb
• Engine (Dry): 2050 lb
• Aftertreatment System: 191 lb

 

For more details, read the webpage or the brochure.

ISX12N 2018

The ISX12N is the latest series engines to run on all three types of natural gas: compressed natural gas (CNG), liquefied natural gas (LNG), and renewable natural gas (RNG). This means fewer emissions and cheaper fuel by the gallon than with a diesel engine (which tends to be cheaper per gallon than midgrade and premium gasoline engines). Natural gas fueling stations are rarer than diesel but are catching on to become more and more popular.

Maintenance, however, is a lot more complicated than with the regular diesel engine. Oil changes happen every 25,000 miles and require specific versions of oil made for natural gas engines. Fuel filters are also replaced at 25,000. Spark plugs are replaced every 50,000 miles, coolant filter needs cleaning every 75,000 miles, overhead set needs adjusting at the first 1,000 hours and every 3,000 hours of driving thereafter. A cooling system flush and engine brake adjustment are due at 300,000 miles. At 500,000 miles, the engine needs its closed crankcase ventilation filter replaced as well as an ignition coil extension.

There is only one model of the ISX12N 2018, so purchase does not require extensive research on particular variations that may or may not suit your needs.

Specifications

• NOx Emission: 0.02 g/bhp-hr. (90% below EPA)
• Maximum Horsepower: 400 hp
• Peak Torque: 1450 lb-ft
• Governed Speed: 2100 RPM
• Type: 4-cycle, spark-ignited, in-line 6 cylinder, turbocharged, CAC
• Engine Displacement (liters): 11.9
• Number of Cylinders: 6
• Operating Cycles: 4
• Net Weight (dry): 2650 lb
• Fuel Type: CNG/LNG/Biomethane
• Aftertreatment: Three-Way Catalyst
• Base Warranty: 2 Years, 250,000 Miles

 

Curious about this natural gas engine? Read the brochure.

X15 Performance 2017

The Performance is the 2017 version of the more powerful models of Productivity. The maintenance intervals are all the same, so let’s just dive into the specs of the nine different versions.

Specifications

• Advertised Horsepower: 485-605 hp
• Peak Torque: 1650-2050 lb-ft
• Governed Speed: 2000 RPM
• Clutch Engagement Torque: 1000 lb-ft
• Number of Cylinders: 6
• System Weight: 3152 lb
• Engine (Dry): 2961 lb
• Aftertreatment System: 191 lb

While lower horsepower Productivity engines integrate the hardware set of the Efficiency, the only notable difference between the Performance and the stronger variations of Productivity is the age of the engine. Check out the webpage for the X15 Performance 2017 and compare the specifications.

X15 Efficiency 2017

Part of the x15 efficiency series engines, in a brighter shade of red than its 2020 counterparts. It has 20 total variations: 8 standard, 6 SA, and 6 ST.

Specifications

• Advertised Horsepower: 400-500 hp
• Peak Torque: 1450-1850 lb-ft
• Governed Speed: 1800-2000 RPM
• Clutch Engagement Torque: 1000 lb-ft
• Number of Cylinders: 6
• System Weight: 3152 lb
• Engine (Dry): 2961 lb
• Aftertreatment System: 191 lb

The 2017 engines are nearly identical to their 2020 counterparts. See the brochure for more details.

ISX15 2013

Back in 2013, engines were not split into Efficiency, Performance, or Productivity. Because of the engine types fit into one immediate family, it is not surprising that the ISX15 2013 has the most variations of all the Cummins engines we have looked at thus far. With 17 standard, 11 SmartTorque, seven SmartTorque2 (the next generation of SmartTorque), and four vocational models (which have higher torque in the lower gear ranges), that makes a total of 39 different engine versions!

The ISX15 2013 has extended coverage plans for up to 7 years or 500,000 miles, but today that is not helpful. As the engine is inherently older than previous Cummins engines we’ve covered, purchase at your own risk.

Specifications

• Advertised Horsepower: 400-600 hp
• Peak Torque: 1450-2050 lb-ft
• Governed Speed: 1800-2000 RPM
• Clutch Engagement Torque: 1000 lb-ft
• Number of Cylinders: 6
• System Weight: 3204 lb
• Engine (Dry): 2964 lb
• Aftertreatment System: 240 lb

More knowledge is over at the ISX15 2013’s webpage, including over a dozen different brochures in a small handful of languages.

ISX12 2013

Working in all forms of commercial vehicles, the ISX12 2013 is an older model of the smaller engine.

There are 20 variations: eight normal, four SmartTorque, and eight Vocational. Like the ISX15 2013, the extended coverage warranty has expired, so purchasing one of these used will require you to do your research in regards to the individual engine’s particular history to make sure you are not purchasing an engine that will need an overhaul soon.

Specifications

• Advertised Horsepower: 310-425 hp
• Peak Torque: 1150-1650 lb-ft
• Governed Speed: 2100 RPM
• Clutch Engagement Torque: 800 lb-ft
• Number of Cylinders: 6
• System Weight: 2880 lb
• Engine (Dry): 2640 lb
• Aftertreatment System: 240 lb

Read up upon all things ISX12 2013 at its webpage.

ISX12 G 2013

This engine is an older version of the ISX12N 2018. The natural gas engines Cummins provides underwent a rebranding: whereas the N stands for “Natural” the G here stands for “Gas”. It does not take much to figure out this engine also runs entirely on natural gas as opposed to diesel.

It has nine variations, five for line haul trucks, and four for refuse trucks.

Specifications

• Advertised Horsepower: 320-400 hp
• Peak Torque: 1150-1450 lb-ft
• Governed Speed: 2100 RPM
• Clutch Engagement Torque: 700 lb-ft
• Type: 4-cycle, spark-ignited, in-line 6-cylinder, turbocharged, CAC
• Engine Displacement (liters): 11.9
• Bore and Stroke (inches): 5.11 x 5.91
• Operating Cycles: 4
• Oil System Capacity (gallons): 12
• Coolant capacity (gallons): 26.5
• System Voltage: 12V
• Net Weight (Dry): 2650 lbs
• Fuel Type: CNG/LNG/RNG
• Aftertreatment: Three-Way Catalyst

Learn more about natural gas engines by checking out the ISX12 G 2013’s brochure.

Conclusion on Cummins Engines

Cummins still markets its semi-truck engines stretching back to 2007, but to purchase such an old engine is sure to arise in more problems than any purchase costs can justify. As such, we highly suggest not going any further back than 2013, and if that, to research the individual engine before purchasing it.

Cummins engines have tons of differences between them. From Efficiency to Performance, from SmartTorque to EX, there is sure to be an engine that is a perfect fit for your trucking operations, if you do the proper research!

PACCAR Engines

Founded in 1905, PACCAR Incorporated touts itself as “a global leader in the design, manufacture and customer support of high-quality premium trucks.” Even if you are not aware of the name of their company, it is almost impossible you do not know the names of their most popular brands in North America: Kenworth and Peterbilt trucks. In all PACCAR heavy-duty trucks are PACCAR’s own powertrains, comprised of axles, a transmission, and most importantly, an engine.

There are currently four types of truck engines PACCAR proudly manufactures, all conveniently labeled in odd numbers based on the number of liters each engine can hold in its piston cylinders.

PX-7

While the most basic of the four PACCAR truck engines, what the PX-7 lacks in raw power it makes up for in endurance and dependability.

First, the performance statistics. The PX-7 is a dinky little thing, with eleven variations ranging from 200 horsepower to 360 horsepower, and peak torque ratings from 520 to 800 pound-feet. The most powerful version of the PX-7 is weaker than the weakest variation of MX-13, and PACCAR themselves suggest the PX-7 for use with medium-duty vehicles only.

This is far from saying that the PX-7 is worthless. At a dry weight of under 1,200 pounds, this engine is much lighter than most, minimizing fuel consumption.

PACCAR prides itself in the PX-7s durability, so much so that they offer a warranty at 3 years, unlimited miles. It is hard to beat infinity. PACCAR also offers extended warranties for the length of time the engine is covered.

Another convincing perk of the PX-7 is its maintenance simplicity. While other engines have a long list of maintenance intervals for various parts depending on what percentage of use is idling, the driver and fleet owner only need to remember 15-15-200: 15,000 miles for the fuel filter, 15,000 miles for the oil and filter, and 200,000 for the Diesel Exhaust Fluid (DEF) filter.

While putting a PX-7 in a class 8 truck might not perform to expectations, its fuel economy, long life, and simplicity make it the perfect engine for any smaller trucks in your fleet.

Specifications

• Configuration: Inline 6-Cylinder
• Bore X Stroke (MM): 107 x 124
• Displacement: 6.7 Liters
• Dry Weight: 1,151 Lbs.
• Oil System Capacity: 18 U.S. Quarts
• Horsepower: 200-360 HP
• Peak Torque: 520-800 LB.-FT.
• Governed Speed: 2600-2800 RPM
• Clutch Engagement Torque: 400 LB.-FT at 700 RPM.
• Base Warranty: 3 Years/Unlimited Mileage.

For more information on the PX-7, check out the specification sheet PDF

PX-9

The stronger brother of the PX-7, PX-9’s main advertising focal point is its power-to-weight ratio. Its eleven variants range in horsepower from 260-450, with peak torque ranging from 720-1250 pound-feet at comparable revolutions per minute (RPM).

The higher-end variations are fit for heavy-duty trucks, but even if your fleet is medium-duty, the lower end PX-9s have features that are normally reserved for heavy-duty trucks, such as replaceable wet liners on its cylinders and bypass oil filtration.

The maintenance schedule on the PX-9 is very similar to that of the PX-7, but if the engine has a coolant filter equipped, the formula becomes 15-15-15-200. Unlike the PX-7, however, the PX-9 has a much more limited warranty of 2 years and 250,000 miles, but they offer plan extensions.

The PX-9 is truly a middle-of-the-road engine. If you want a medium-duty truck to have the extra “oomph” of a heavy-duty truck, or a heavy hauler to have some of the simplicity of a medium-duty engine, the PX-9 variations are a great fit for your truck.

Specifications

• Configuration: Inline 6-Cylinder
• Bore X Stroke (MM): 114 x 145
• Displacement: 8.9 Liters
• Dry Weight: 1,695 Lbs.
• Oil System Capacity: 24 U.S. Quarts
• Horsepower: 260-450 HP
• Peak Torque: 720-1,250 LB.-FT.
• Governed Speed: 2100-2200 RPM
• Clutch Engagement Torque: 500 LB.-FT at 700 RPM.
• Base Warranty: 2 Years/250,000 Miles.

For more information, check out the PX-9 specification sheet PDF.

MX-11

For the fleet manager, the MX-11 is a great choice. It has remote diagnostics to help those in charge detect problems before they become a major inconvenience, minimizing downtime at every step of the trip. If this does not sound reassuring, PACCAR stands behind this engine with a 2 year, 250,000-mile warranty, with extended warranty plans available.

The MX-11’s variations range in horsepower from 355 to 430, with torque ranging from 1250 to 1650 lb-ft at 900 RPM. 

While the MX-11 has a much more complicated maintenance schedule in terms of different forms of use, maintenance is overall much less common than for its PX counterparts. At the absolute heaviest use, the fuel and oil filters will need replacement at every 30,000 miles, meaning less time in the shop and more time on the road.

Specifications

• Configuration: Inline 6-Cylinder
• Bore X Stroke (MM): 123 x 152
• Displacement: 10.8 Liters
• Dry Weight: 2200 Lbs.
• Oil System Capacity: 39 U.S. Quarts
• Horsepower: 355-430 HP
• Peak Torque: 1250-1650 LB.-FT.
• Governed Speed: 2200 RPM
• Clutch Engagement Torque: 737 LB.-FT at 800 RPM.
• Base Warranty: 2 Years/250,000 Miles.

For more information, check out MX-11’s specification sheet.

MX-13

If you hate shopping for engines, the MX-13 is the engine for your vehicle(s). While this PACCAR MX engine only has a warranty for 2 years and 250,000 miles, PACCAR has tested it to have a B10 design life of one million miles. This means that there is a 90% chance the engine will be able to travel across the continental United States over 300 times without requiring a major overhaul. It also comes with the remote diagnostics found in the MX-11 to better ensure engine lifespan.

The MX-13 has eight variations, ranging in 405 horsepower to 510 horsepower, with peak torque ranging from 1450 to 1850 lb-ft.

The maintenance schedule is parallel to its smaller brother, the MX-11. Running it in the harshest conditions will require fuel and oil filter changes ever 30,000 miles, but normal use can up the range on these changes to 75,000 miles.

Specifications

• Configuration: Inline 6-Cylinder
• Bore X Stroke (MM): 30 x 162
• Displacement: 12.9 Liters
• Dry Weight: 2600 Lbs.
• Oil System Capacity: 24 U.S. Quarts
• Horsepower: 405-510 HP
• Peak Torque: 1450-1850 LB.-FT.
• Governed Speed: 2200 RPM
• Clutch Engagement Torque: 937 LB.-FT at 800 RPM.
• B10 Design Life: 1,000,000 Miles
• Base Warranty: 2 Years/250,000 Miles.

More details are available at the MX-13’s specification PDF.

Conclusion on PACCAR Engines

Two of the largest consistent expenses of trucking are diesel fuel and maintenance. Whichever of the two you dislike more, PACCAR has a diesel engine solution for your truck(s) to reduce those expenses as low as possible.

If you have a medium-duty truck and want fuel efficiency, the PX-7 is our top pick. If you want an engine that will last, there is a 90% chance you will want to go with the MX-13. Then there are the two in the middle if you want to reduce your costs across the board in both maintenance and fuel efficiency.

Regardless of your ultimate engine choice, it is clear that PACCAR considers the engine one of the most important parts of the truck and takes great pride in manufacturing them to be the best they can be.

Detroit Engines

It is no surprise that Detroit Diesel engines most commonly appear in Freightliner and Western Star trucks. After all, all three companies are owned by the same parent company, Daimler Trucks North America LLC. Founded in 1938 in Detroit, Michigan, Detroit Diesel manufactures six different engine models. Each member of the engine family is numbered based off the number of liters of capacity the cylinders can displace.

Detroit DD5

The Detroit DD5 has three variations, ranging in 200-240 horsepower and 560-660 lb-ft of torque. Designed for medium-duty trucks such as the Freightliner M2 106, it has a B10 life of 400,000 miles. This means that when tested, 90% of all DD5 engines lasted 400,000 miles before needing a complete overhaul of the engine.

Additionally, the engine is built for fuel efficiency, with an advanced system that optimizes the amount of fuel injected each time. Detroit Diesel advertises that when used effectively, the engine can average over 12.0 miles per gallon (MPG) of diesel fuel.

In terms of maintenance scheduling, Detroit touts the DD5 as best in class. For basic long hauling, the engine oil and filter only needs to be changed every 50,000 miles; the same mileage applies to the fuel filter as well. The valve lash needs to be adjusted every 100,000 miles, the diesel particulate filter should be replaced every 225,000 miles, and the Diesel Exhaust Fluid (DEF) pump filter needs to be replaced every 500,000 miles.

Detroit stands behind the DD5 with a 3 year, 250,000-mile warranty, meaning the DEF pump filter will outlast the warranty of the engine.

Specifications

• Configuration: Inline 4 Cylinder
• Displacement: 313 cubic inches/5.1 liters
• Compression Ratio: 17.6:1
• Bore: 4.33 inches
• Stroke: 5.3 inches
• Weight (Dry): 1188 pounds
• Electronics: DDEC
• Service Fill: 18 quarts/17.5 liters
• Horsepower Range: 200-240
• Torque Range: 560-660

 

For all information regarding the DD5, check out the technical specifications sheet.

Detroit DD8

The Detroit DD8 has a lot in common with the DD5. Both have a B10 life of 400,000 miles, both have an advanced fuel injection system, and both have a 3 year, 250,000-mile standard warranty.

Where they differ is performance, fuel efficiency, and maintenance. The DD8 has seven variations, ranging from 260-375 horsepower and 660-1050 lb-ft in torque (although the highest end, 375 horsepower and 1050 ft-lb torque, is reserved for emergency and recreational vehicles only). With the best driving practices, the DD8 gets 8.5 MPG.

The DD8 is more generous with maintenance intervals than its smaller brother: 60,000 miles for the engine oil and filter and fuel filter, 120,000 miles for the valve lash adjustment, 150,000 miles for cleaning the diesel particulate filter, and 500,000 miles for the DEF pump filter.

Detroit uses the DD8 in trucks that fulfill specific purposes, such as bucket trucks, dump trucks, tow trucks, and similar commercial vehicles.

Specifications

• Configuration: Inline 6 cylinder
• Displacement: 470 cubic inches/7.7 liters
• Compression Ratio: 17.6:1
• Bore: 4.33 inches
• Stroke: 5.3 inches
• Weight (Dry): 1437 pounds
• Electronics: DDEC
• Service Fill: 26.9 quarts/ 25.5 liters
• Horsepower Range: 260-375
• Torque Range: 660-1050

For more details in regards to the DD8, see its sell sheet.

Detroit DD13

Weighing in at just under 2,500 pounds, the Detroit DD13 has only two variations, depending if it is a Rear Engine Power Take-Off (REPTO) or a Front Engine Power Take-Off (FEPTO). Detriot Diesel advertises the REPTO as the superior model, offering benefits of a shorter truck length such as better maneuverability and the ability to carry more without violating regulations on maximum truck length.

Both REPTO and FEPTO average 410 horsepower and 1325 lb-ft at 1625 RPM. Fuel economy ranges from 6.0 to 6.9 MPG, depending on idle time. The engine oil and filter, as well as the fuel filter, needs replacing every 55,000 miles. The valve lash needs adjusting at “100,000 [miles], 500,000, and then every 500,000 thereafter.”

Perhaps most unique about the DD13 is its warranty information. With the DD5 and DD8, only the engine was warrantied, but with the DD13, the engine, injectors and major components are all warrantied separately. The engine is protected for 2 years and unlimited miles, the injectors for 2 years and 200,000 miles, and the major components are covered from after two years until five years from purchase or 500,000 miles, whichever comes first.

Specifications

• Configuration: Inline 6 Cylinder
• Displacement: 781 cubic inches/12.8 liters
• Compression Ratio: 18.4:1
• Bore: 5.2 inches
• Stroke: 6.15 inches
• Weight (Dry): 2487 pounds
• Electronics: DDEC
• Service Fill: 40 quarts/38 liters
• Horsepower Range: 350-505
• Torque Range: 1250-1850
• Front or Rear Engine PTO: Optional

The warranty information is relatively confusing, so be sure to check the specification sheet to understand it fully. The DD13 works with semi-trucks and other various utility trucks alike.

Detroit DD15

Just as how the DD8 and DD5 are of similar stature, the DD15 is very closely related to the DD13. The maintenance intervals are the same (60,000 60,000 100,000/500,000/500,000), but the DD15 also needs its diesel particle filter and DEF pump filter replaced every 500,000 miles. It also has the same headache-inducing warranty policy as the DD13.

Fuel efficiency is also comparable to the DD13, ranging from 6.0 MPG to 6.9 MPG depending on idle time. 

The largest difference between the two is performance. At 1625 RPM, the eight variations of the DD15 gets between 400 and 505 horsepower and about 1471 to 1671 lb-ft of torque. The specification sheet advertises the optimal torque occurs at 925 RPM, but using this RPM is less common.

New to the Detroit engines in our tour is the inclusion of Detroit Connect Virtual Technician, which sends information to Detroit Diesel’s customer support center, who then quickly informs the fleet manager about important information such as the severity of the issue and quality repair shops near the truck’s current location.

With more power and perks built for fleet managers, the DD15 is more commonly seen in heavy-duty trucks.

Specifications

• Configuration: Inline 6 cylinder
• Displacement: 906 cubic inches/14.8 liters
• Compression Ratio: 18.5:1
• Bore: 5.47 inches
• Stroke: 6.42 inches
• Weight (Dry): 2718 pounds
• Electronics: DDEC
• Service Fill: 45 quarts/43 liters
• Horsepower Range: 400-505
• Torque Range: 1550-1750

Detroit DD16

Detroit Diesel says the DD16 is “the biggest, toughest, most powerful engine [we have] ever produced.” They were not kidding; it weighs in just shy of 3,000 pounds!

The DD16 is very similar to the DD15, just as the DD15 was similar to the DD13 before it. The DD16 has Detroit Connect Virtual Technician, a perk that best serves owner-operators and fleet managers of heavy-duty semi-trucks.  A truck with a DD16 gets 6.0 to 6.9 MPG, depending on the driver’s training.

As to be expected, the DD16 has the highest performance of Detroit Diesel’s lineup. Its six variations get between 500 and 600 horsepower and 1751 to 1951 lb-ft of torque at 1800 RPM. It is extremely durable: it has a B50 life of 1,200,000 miles, meaning there is a solid chance you will be driving this engine for a very long time.

Unfortunately, the maintenance intervals are slightly more narrow than the DD15 (and DD13), as the engine oil and filter, as well as the fuel filter, need to be changed every 55,000 miles, as opposed to 60,000 miles.

Specifications

• Configuration: Inline 6 cylinder
• Displacement: 952 cubic inches/15.6 liters
• Compression Ratio: 17:1
• Bore: 5.47 inches
• Stroke: 6.73 inches
• Weight (Dry): 2837 pounds
• Electronics: DDEC
• Service Fill: 45 quarts/43 liters
• Horsepower Range: 500-600
• Torque Range: 1850-2050

For more information, check out the DD16’s .

Conclusion on Detroit Engines

Detroit Diesel has a variety of engines for a variety of needs. Whether you plan to purchase a semi-truck or a cement mixer, you can be certain that the engine in it will fit the means of the vehicle. Each vehicle can have different engine types, such as a heavy-duty Freightliner having either a DD15 or DD16, so it doesn’t hurt to ask what engine type any vehicle you are purchasing has.

If you couldn’t care less whether your engine weighs 2,700 or 2,800 pounds, you can take solace in knowing that all of the engines are tested to dominate the road with minimal difficulty.

Volvo Engines Variations

Some know the Volvo Group as a manufacturer of luxury 4-wheelers (cars for the non-trucker), others know Volvo as a manufacturer of heavy-duty vehicles. What you might not know is that in their heavy-duty trucks, they use engines they have built in house. Here are the three Volvo diesel engines that are currently being produced.

Volvo D11

The D11 is the smallest diesel engine Volvo offers and trades raw power for improved fuel economy. Volvo prides itself on the D11’s light weight, putting near the front of its brochure how the latest generation of D11 engines is 17 pounds lighter than the previous generation.

The D11 has nine variations, ranging from 325-425 horsepower and 1250-1550 pound-feet of torque at the optimal RPM of about 1000. Of the nine, two are considered “Eco-Torque” and two are labeled “XE”.

Eco-Torque engines have two drive modes that the engine will shift between depending on power demand. If the engine sees that it needs to shift into High Torque mode to get up a hill or pull heavier cargo, it will change into that mode, but it will mostly stay in Low Torque mode for greater fuel efficiency, reducing airborne emissions and fuel expenses.

XE engines offer a single torque mode but intentionally locks the driver out of the highest gear except in specific cases. This feature also helps the driver save money on fuel expenses.

Warranties from Volvo vary from truck to truck and component to component. Their website insists that you contact the closest Volvo truck dealer for coverage information.

Specifications

• Base Engine Configuration: 4 cycle/Inline Six
• Emissions: Selective Catalytic Reduction
• Aspiration: Sliding Nozzle Variable Geometry Turbocharger
• Cam/Valve Configuration: SOHC/4 Valves per Cylinder
• Cylinder Head: One Piece Rigid Deck Cylinder Head
• Injection System: Common Rail
• Maximum Fuel Injection Pressure (psi):35,000
• Rating Uprateability: Software Only, Throughout Range
• Displacement (liters): 10.8
• Compression Ratio: 17:1
• Bore & Stroke (inches): 4.84 x 5.98
• Cylinder Spacing (inches): 6.06
• Full Dress Dry Weight (pounds): 2259
• Fuel Specification: Ultra Low Sulfur Diesel, 15 parts per million
• Fuel Filters: Primary plus Secondary
• Total Lube Oil Capacity (quarts): 38
• Oil Filtration: Two Full Flow, One Bypass
• Oil Drain Interval, Normal Service (miles): 55,000
• Oil Specification: Volvo VDS-4.5, SAE 10W-30
• FLOCS Oil Drain Kit: Optional
• Air Compressor (CFM): Two Cylinder, 31.8
• Retarder: Volvo Engine Brake
• Engine Brake Rating (2200 RPM): 420 Horsepower
• Engine Brake Rating (1500 RPM): 266 Horsepower
• Engine Brake Weight (pounds): 25
• PTO Port for Live Rear PTO Pump or Shaft: Standard on VHD model
• Preheater (electrical): Optional

For more information on the D11 engine, check out its specification brochure.

Volvo D13

If you thought the D11 had a lot of variations at nine total, the D13 engine has twenty-two. They vary in horsepower from 375-500 and in torque from 1450-1850 pound-feet at 1000 RPM.

Beyond six basic D13s, four Eco-Torques, and nine XEs, the D13 has a new group with three engines: “Super Direct.”

Super Direct has no overdrive, only direct drive. This engine variation is designed to stay in the engine’s “sweet-spot”, ensuring maximum fuel savings and engine life. The horsepower on Super Direct engines maxes out at 450 as opposed to 500, though.

Specifications

• Base Engine Configuration: 4 cycle/Inline Six
• Emissions: Selective Catalytic Reduction
• Aspiration: Sliding Nozzle Variable Geometry Turbocharger
• Cam/Valve Configuration: SOHC/4 Valves per Cylinder
• Cylinder Head: One Piece Rigid Deck Cylinder Head
• Injection System: Common Rail
• Maximum Fuel Injection Pressure (psi): 35,000
• Rating Uprateability: Software Only, Throughout Range
• Displacement (liters): 12.8
• Compression Ratio: 17:1
• Bore & Stroke (inches): 5.16 x 6.22
• Cylinder Spacing (inches): 6.61
• Full Dress Dry Weight (pounds): 2605
• Fuel Specification: Ultra Low Sulfur Diesel, 15 ppm
• Fuel Filters: Primary plus Secondary
• Total Lube Oil Capacity (quarts): 38
• Oil Filtration: Two Full Flow, One Bypass
• Oil Drain Interval, Normal Service (miles): 55,000
• Oil Specification: Volvo VDS-4.5, SAE 10W-30
• FLOCS Oil Drain Kit: Optional
• Air Compressor (CFM): Two Cylinder, 31.8
• Retarder: Volvo Engine Brake
• Engine Brake Rating (2200 RPM): 500 Horsepower
• Engine Brake Rating (1500 RPM): 350 Horsepower
• Engine Brake Weight (pounds): 25
• PTO Port for Live Rear PTO Pump or Shaft: Standard on VHD Model
• Preheater (electrical): Optional

For more details, check out the D13 specification sheet.

Volvo D13TC

The TC at the end of this engine name stands for “Turbo Compounding.” Turbo Compounding captures energy from the exhaust gas and returns it to the drive train, resulting in 6% improved fuel efficiency.

Horsepower ranges from 405-455, and the engines have up to 1850 pound-feet of torque. The brochure states that there are thirty-six different variations (nine different ratings in four different configurations: High Torque, Economy, Adaptive Gearing (XE), and Super Direct).

Volvo advertises the D13TC engine as half having a life of 1.2 million miles before requiring a complete overhaul. The Turbo Compounding D13 is available in all five VNL Volvo semi-trucks.

Specifications

• Base Engine Configuration: 6, Inline
• Displacement (liters): 13
• Compression Ratio: 16:1
• Bore & Stroke (inches): 5.16 x 6.22
• Full Dress Dry Weight (pounds): 2635
• Engine Brake Rating (2200 RPM): 500 Horsepower

Conclusion on Volvo

Information about Volvo’s truck engines tends to be fairly sparse on their website. Most web pages and brochures instruct the reader to contact a local salesman to answer any questions he or she may have regarding which engine and variation combination is right for them, as well as complete warranty information. We can infer however from how Volvo advertises their engines that they place a much higher priority on fuel efficiency than they do on power, advertising all of the different features the engines have to reduce fuel consumption and extend engine lifespan. Whether or not that is a good trade-off for weaker performance is ultimately up to you. If power is still necessary for your long hauls, you can opt to have an Economy Torque, which will grant the vehicle extra strength when needed. In any case, if you want you or your fleet to maintain a steady speed to reduce costs, Volvo is a manufacturer whose engines are worth looking into.

International Trucks Engines

International is a subsidiary of Navistar International, a holding company founded in 1902 as International Harvester Company and based in the United States. International primarily makes trucks, but aside from sourcing some of their engines from Cummins, International also makes some of its engines in-house. They currently manufacture two engines, one for heavy-duty and severe-duty trucks, the other for medium-duty commercial vehicles.

International A26

The A26 is a diesel engine for heavier trucks that need to haul large loads. The A26 engine is built to cover all aspects of the best engines, peaking in efficiency, performance, comfort, reliability, and durability.

In terms of efficiency, the A26 has a displacement of 12.4 liters, making its weight comparable to the other 12 liter engines on the market, over 500 pounds lighter than 15-liter engines. This reduced weight allows the vehicle to haul more freight without fear of being fined by the DOT for going beyond weight regulation limits. Compared to its predecessor, the 2017 N13, the A26 is 5% more fuel-efficient and 50 pounds lighter, saving the driver/fleet owner on fuel expenses. The secret is in the engine’s Variable Geometry Turbocharger, which allows it to optimize fuel injection for any altitude, load, or speed. The 2500 bar High-Pressure Common Rail also helps to maximize fuel injection pressure to minimize fuel consumption and emissions.

This is not to say that the lightweight A26 is a lightweight, by any stretch of the imagination. The eight variations of the A26 range in horsepower from 370-475 at 1700 RPM. When the truck needs to go uphill, the engine brings 1350-1700 pound-feet of torque at 1000 RPM, depending on the engine variation.

Driver comfort might seem like a superfluous concern in regards to how good of a value an engine is, but International has a policy they call DriverFirst, where the driver experience is just as important a metric as torque or fuel-efficiency. International advertises the A26 with a crankcase that is isolated from the oil pan via a rubber gasket specially designed to absorb vibration, which not only reduced the bumpiness the driver feels, but also muffles noise from the engine.

The International A26 comes with best-in-class maintenance intervals. The oil, oil filter, and fuel filter require changing/cleaning only every 70,000 miles (pending International Truck approval). The Diesel Particulate Filter needs cleaning every 600,000 miles, provided that you get a fuel efficiency exceeding 6.5 miles per gallon. The DEF filter needs replacing every 300,000 miles, and every 300,000 miles the coolant either needs to have added to it life extender (if it has not yet been extended), or replacing (if it previously had its life extended). Finally, the valve lash needs adjusting for the first 120,000 miles and 300,000 miles, then every 300,000 miles after that.

Perhaps where the A26 shines the strongest is in its long term survivability. International requires all of its engine types to have 90% of its manufactured engines to last at least 1,200,000 miles before needing an engine overhaul. This means that when you purchase an A26, there is a very good chance you will be able to use it for a very long time. International stands behind its engines so strongly, they provide a nearly unbeatable warranty of 2 year, unlimited miles. They also offer an optional extended warranty for 7 years/700,000 miles. Rudolf Diesel would be proud of how far his initial invention of the diesel engine has come.

Specifications

• Horsepower: 370-475
• Torque (pound-feet): 1350-1700
• Engine Type: Diesel, 4-Cycle
• Configuration: Inline 6-Cylinder
• Displacement (liters): 12.4
• Bore and Stroke (inches): 4.96 x 6.54
• Compression Ratio: 18.5:1
• Aspiration: Variable Geometry Turbocharger with Charge Air Cooler
• Combustion System: 2500 bar High-Pressure Common Rail
• Engine Lubrication (liters): 40
• Total Engine Weight (dry): 2299 Pounds
• Valves: 4 Valves Per Cylinder, Single Overhead Camshaft
• B10 Design Life (miles): 1,200,000
• Warranty: 2 Years/Unlimited Miles
• Extended Warranty: 7 Years/700,000 Miles

If you want to learn more about the International A26 engine, check out its information brochure.

International 6.6

Information regarding the International 6.6 is sparse. International’s website does not have a dedicated page nor brochure for it. Based on information found on the website, it is an engine built for their CV series of medium-duty trucks.

When it comes to medium-duty trucks, the 6.6 appears to be enough to get most jobs done. It has up to 350 horsepower at 2700 revolutions per minute, 700 pound-feet of torque at 1600 RPM, and a governed speed of 2900 RPM.

Based on the features the CV advertises for its truck regarding the engine, the 6.6 can have an engine mounted air compressor to compress air for interior heating and air conditioning, as well as stronger cooling for the commercial truck in which it is installed. All models of the 6.6 comes with diesel exhaust brakes to help stop a commercial vehicle in the case of an emergency. Additionally, all 6.6 engines come with remote start via a key fob to help deter theft while the engine warms. For those sub-zero Wisconsin winters, the 6.6 can be purchased with an installed 120V/800-watt block heater, to keep both the engine and driver warm and working effectively.

Based on information from the A26, the 6.6 has a B10 of 1,200,000 miles, meaning there is a 90% chance the engine will run 1.2 million miles without suffering a major breakdown to warrant a complete engine overhaul. The engine comes with a fairly basic warranty of 5 years, 100,000 miles.

Specifications

• Horsepower: 350
• Torque (pound-feet): 700
• Engine Type: Diesel, 4-Cycle
• Displacement (liters): 6.6
• B10 Design Life (miles): 1,200,000
• Warranty: 5 Years/100,000 Miles

Most of this information was pulled from the CV Series webpage.

Conclusion on International Engines

While International is a leading manufacturer of trucks and commercial vehicles, their engine lineup is very sparse. Usually, International trucks will have Cummins engines if they do not have an engine from International themselves. In our article regarding Cummins engines, we covered the X15, an engine from Cummins that appears in International’s heavy-trucks, but since Cummins manufactures them rather than International, it is beyond the scope of this article.

The A26 by all metrics appears to be a very quality engine, with a heavy focus on all aspects of driving, even those that other engine manufacturers may overlook such as noise generation. Unfortunately, the information on specifications for the International 6.6 is fragmented across their website, and what information is there is limited. If you plan to use an International 6.6 in a Box Truck or other commercial vehicle, it makes sense to ask the dealership for more detailed specifications regarding the 6.6.

Conclusion

There are many different engines out there. Some are manufactured by the company that makes the trucks they go into, others are made specially by a separate company. Hopefully, this article has provided you with some insight on your next truck purchasing decision. You might want to get a Volvo truck because they are associated with a more luxurious status, or a Peterbilt because that is what your grandfather used throughout his trucking career, but in the end, what matters is if your truck can handle the job you assign it. With the knowledge from this article, you now stand a better chance of getting the job done.

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