INTRODUCING THE INTERNATIONAL® S13 INTEGRATED POWERTRAIN
In the dynamic world of trucking, where every mile matters, selecting the right powertrain can make all the difference. At the heart of this decision lies the International S13 Powertrain—a formidable force in the industry. With its blend of power, efficiency, and reliability, it's no wonder that this powertrain has earned its stripes as a game-changer for truckers around the world.
Introducing the game-changing International® S13® Integrated Powertrain - a powerhouse unlike any Navistar engine before. Created through a collaborative effort between Navistar and the TRATON GROUP, the S13 Integrated Powertrain revolutionizes the commercial trucking industry. This cutting-edge powertrain combines the 12.74L S13 Engine, the 14-speed automated manual T14 Transmission, and Dual Stage Aftertreatment, resulting in unmatched performance and the most efficient, reliable, and sustainable powertrain ever produced by Navistar. Compatible with International LT® Series, RH™ Series, and HX620 models, the S13 is the ultimate solution for companies looking to optimize their fleet operations.
To help International truck owners rethink what's possible for their business, we've highlighted the key advantages of the S13 Integrated Powertrain. Get ready to take your fleet to a whole new level of productivity and success.
The S13 Integrated Powertrain also boasts a wide gear ratio, ensuring optimal efficiency and performance regardless of terrain. And with the new compression release brake, you'll have secure braking power up to 470 hp when descending, operating at a higher RPM than the A26 brake.
But perhaps the most exciting innovation of the S13 Integrated Powertrain is the elimination of the exhaust gas recirculation (EGR) cooler and variable-geometry turbocharger (VGT). Unlike typical engines, the S13 directs nearly 100% of energy to a simpler, more reliable fixed-geometry turbocharger (FGT), resulting in a more complete fuel burn and a significant boost in power and engine performance.
First and foremost, the S13 operates at low RPMs and high torque, resulting in fewer fuel injections and less fuel consumption. Couple that with a new cylinder and piston head design, featuring maximum cooling properties, and a new double overhead camshaft (DOHC) with an integrated compression release brake assembly and parallel valve pattern. These improvements significantly reduce parasitic losses.
But the enhancements don't stop there. The S13 engine also boasts a 6-blade fan, replacing the previous 10-blade fan, to further increase efficiency. Additionally, a higher compression ratio, higher air-to-fuel ratio, new peak cylinder pressure of 250 bars, longer fuel burn duration, XPI injectors that operate at lower pressures and adapt for quick fuel release, and a reversed turbine wheel rotational direction all contribute to improved combustion efficiency.
To minimize friction within the powertrain, the S13 engineers have made several improvements. They have upgraded the materials used on liners, rings, coatings, and bearings, while also implementing a single countershaft geartrain design for the T14 Transmission instead of a dual countershaft.
And let's not forget about the high-pressure fuel pump. It now operates at only 1,800 bars of pressure, a significant 28% decrease from its predecessor. This means less energy is needed to pressurize the fuel, resulting in lower parasitic losses.
Lastly, pumping losses have been further improved by optimizing the size and flow rate of the coolant pump, ensuring efficient air passage through the intake and exhaust manifolds, and utilizing a DOHC with separate intake and exhaust cams.
With the EGR cooler removed from the S13 Engine's combustion chamber, emissions control is now focused on cold starts. The result? Less soot and particulate matter, thanks to more efficient fuel burning. This means no need for a diesel oxidation catalyst and active DPF regeneration cycles. Instead, a passive regeneration process keeps the DPF clean in most conditions. But what about nitrogen oxide (NOx) emissions? The Dual Stage Aftertreatment has it covered. By using dual DEF injectors, NOx is broken down. One dose of DEF is injected in the evaporator tube after the exhaust flows through the turbocharger, and another dose is added in the aftertreatment container. And the best part? The DPF only needs servicing every 650,000 miles. In a nutshell, the Dual Stage Aftertreatment system is a reliable and easily serviceable solution that keeps emissions in check.
Introducing the game-changing International® S13® Integrated Powertrain - a powerhouse unlike any Navistar engine before. Created through a collaborative effort between Navistar and the TRATON GROUP, the S13 Integrated Powertrain revolutionizes the commercial trucking industry. This cutting-edge powertrain combines the 12.74L S13 Engine, the 14-speed automated manual T14 Transmission, and Dual Stage Aftertreatment, resulting in unmatched performance and the most efficient, reliable, and sustainable powertrain ever produced by Navistar. Compatible with International LT® Series, RH™ Series, and HX620 models, the S13 is the ultimate solution for companies looking to optimize their fleet operations.
To help International truck owners rethink what's possible for their business, we've highlighted the key advantages of the S13 Integrated Powertrain. Get ready to take your fleet to a whole new level of productivity and success.
Smoother, Quieter, and More Powerful
Unlike previous International engines, the S13 was built from scratch, with its engine, transmission, and aftertreatment system developed simultaneously for seamless compatibility. The result? A smoother, quieter, and more powerful driving experience that exceeds all expectations. With seven engine rating options, the S13 Engine packs a punch, delivering up to 515 hp and 1,850 lb.-ft. of torque at just 2,000 RPM. Even the most efficient rating achieves an impressive 400 hp, with full torque available at a low 900 RPM. Plus, with an improved compression ratio of 23:1, compared to the A26 engine's 20.5:1 ratio, you can expect more power and better fuel economy.The S13 Integrated Powertrain also boasts a wide gear ratio, ensuring optimal efficiency and performance regardless of terrain. And with the new compression release brake, you'll have secure braking power up to 470 hp when descending, operating at a higher RPM than the A26 brake.
But perhaps the most exciting innovation of the S13 Integrated Powertrain is the elimination of the exhaust gas recirculation (EGR) cooler and variable-geometry turbocharger (VGT). Unlike typical engines, the S13 directs nearly 100% of energy to a simpler, more reliable fixed-geometry turbocharger (FGT), resulting in a more complete fuel burn and a significant boost in power and engine performance.
Weight Reduction
The new dual stage aftertreatment in the S13 Integrated Powertrain has resulted in some exciting changes. We were able to remove the heavy EGR cooler, which has eliminated a significant 40-50 lbs. from the overall weight of the unit. That's great news for efficiency and performance. But that's not all. The T14 Transmission now has a planetary gear set that eliminates the need for a dedicated reverse gear. This clever innovation means that the gearbox is now lightweight and efficiently packaged. Plus, the single countershaft with helical gears provides additional weight savings without compromising durability or performance. Thanks to these advancements, the S13 is officially the lightest 13-liter diesel engine available. Compared to the A26 engine*, it offers an impressive 52-lb. weight reduction. And this reduction in weight translates to some exciting benefits for LT Series, RH Series, and HX620 trucks. You'll enjoy incredible payload capacities and improved fuel economy.
Greater Fuel Efficiency
Imagine saving 1,650 gallons of fuel and $6,930 in just one year of driving. With the S13 engine, it's possible! (Assuming driving 100,000 miles per year and gas at $4.20/gallon.) This powerhouse provides up to a 15% increase in fuel efficiency compared to the first generation, A26 engine. So, how does the S13 achieve this impressive feat? Let's break it down.First and foremost, the S13 operates at low RPMs and high torque, resulting in fewer fuel injections and less fuel consumption. Couple that with a new cylinder and piston head design, featuring maximum cooling properties, and a new double overhead camshaft (DOHC) with an integrated compression release brake assembly and parallel valve pattern. These improvements significantly reduce parasitic losses.
But the enhancements don't stop there. The S13 engine also boasts a 6-blade fan, replacing the previous 10-blade fan, to further increase efficiency. Additionally, a higher compression ratio, higher air-to-fuel ratio, new peak cylinder pressure of 250 bars, longer fuel burn duration, XPI injectors that operate at lower pressures and adapt for quick fuel release, and a reversed turbine wheel rotational direction all contribute to improved combustion efficiency.
To minimize friction within the powertrain, the S13 engineers have made several improvements. They have upgraded the materials used on liners, rings, coatings, and bearings, while also implementing a single countershaft geartrain design for the T14 Transmission instead of a dual countershaft.
And let's not forget about the high-pressure fuel pump. It now operates at only 1,800 bars of pressure, a significant 28% decrease from its predecessor. This means less energy is needed to pressurize the fuel, resulting in lower parasitic losses.
Lastly, pumping losses have been further improved by optimizing the size and flow rate of the coolant pump, ensuring efficient air passage through the intake and exhaust manifolds, and utilizing a DOHC with separate intake and exhaust cams.
14-Speed Overdrive Transmission with Shift-on-the-Fly Capabilities
T14: International's first commercial transmission that delivers a seamless and powerful driving experience. This 14-speed, fully automated manual transmission is designed to optimize performance and fuel economy. With the innovative S13 Integrated Powertrain, the T14's electronic clutch actuator and engine work together seamlessly, resulting in smooth and efficient gear shifting. Experience faster acceleration and smoother shifts with the T14's overdrive 14th gear and direct drive 13th gear, designed for peak fuel economy. But that's not all. The T14 is built for convenience and reliability. Say goodbye to air consumption during tricky maneuvers like backing into tight spaces. The T14 is equipped with a unique feature that eliminates the need for air recharge, keeping you on the move. Hot or cold, the T14 can handle it all. The integrated oil-to-water coolant system ensures optimal temperature regulation, allowing the T14 to have an unlimited Gross Combination Weight Rating (GCWR) for on-highway applications. When it comes to heavy loads and low-speed maneuvering, the T14 has got you covered. Two crawler gears provide stability and control, while maintaining consistent performance with lower rear axle ratios. But wait, there's more. The T14 gives drivers the freedom to customize their driving experience. With Eco, Performance, and Performance+ modes, you can shift on the fly to suit your needs. And with options like downhill speed control, eco-coast, and creep modes, you can take your driving performance to the next level.Eco-Friendly Dual Stage Aftertreatment Solution
According to Navistar, the S13 Engine will be the last internal combustion engine they'll ever produce as they focus on carbon-neutral technologies. But don't worry, until electric vehicles are more widely available, the S13 Integrated Powertrain is here to save the day with its EPA-compliant and sustainable design. And the hero behind it all? The new Dual Stage Aftertreatment system. Say goodbye to costly emission-control system issues like clogged filters and sensor malfunctions. The Dual Stage Aftertreatment was developed alongside the SCR-based S13 Engine to simplify, improve serviceability, and enhance emissions control.With the EGR cooler removed from the S13 Engine's combustion chamber, emissions control is now focused on cold starts. The result? Less soot and particulate matter, thanks to more efficient fuel burning. This means no need for a diesel oxidation catalyst and active DPF regeneration cycles. Instead, a passive regeneration process keeps the DPF clean in most conditions. But what about nitrogen oxide (NOx) emissions? The Dual Stage Aftertreatment has it covered. By using dual DEF injectors, NOx is broken down. One dose of DEF is injected in the evaporator tube after the exhaust flows through the turbocharger, and another dose is added in the aftertreatment container. And the best part? The DPF only needs servicing every 650,000 miles. In a nutshell, the Dual Stage Aftertreatment system is a reliable and easily serviceable solution that keeps emissions in check.
