MaxxForce 11, 13 & 15 Replacement Turbochargers
MaxxForce 11, 13 & 15 Updated Turbochargers
Introducing the MaxxForce diesel engines from International and Navistar. The series comprises both updated variations of tried-and-true types like the DT466 in order to meet the EPA criteria for commercial vehicles. The MaxxForce engines are not very similar, despite having similar names. The NGD MaxxForce 3.0 HS and MaxxForce 15, respectively, are the smallest and largest. Both 3.0L 4-cylinder engines are used in South American Ford Ranger models.
Prior to the MaxxForce series, International's largest engines were the 7.6L DT466 and 9.3L DT570. With the addition of the MaxxForce engines, there were now 3 engines that were bigger than those:
-MaxxForce 11 has a 10.5L engine with 365 horsepower.
-MaxxForce 13: 12.4L, 430–450 horsepower, and 1550–1700 lb-ft
-MaxxForce 15: 15.0L, 500–550 horsepower, and 1850 lb-ft
All three use crushed graphite iron to minimize engine weight without sacrificing durability. All three of them can also be ordered with a Jake Brake, which functions in conjunction with the trailer brakes and ABS system. They all rely on BorgWarner turbochargers and Bosch fuel injection to produce their impressive power statistics, and they all use EGR cooling and diesel particulate filters to comply with EPA diesel emissions regulations (DPF). The MaxxForce 13 and 15 are designed for long-haul Class 8 trucks like the International ProStar and ProStar+. The MaxxForce 11 is installed in the TranStar, a class 8 vehicle that can still do local or regional operations.
Like many other International and Navistar diesel engines, it may nevertheless have EGR issues. Unburned hydrocarbons are present in recirculated exhaust gasses from diesel engines, and when these gasses mix with oil vapor from the PCV system, the resulting concoction can coat the compressor wheel, VNT vanes, or intake manifold runners of the turbocharger. The carbon buildup may cause these components to move less easily, which could cause power loss. The MaxxForce engines are unique in that a loss of power can be sensed before a low boost code is generated, making diagnosis more difficult. There will undoubtedly have been irreparable bearing damage by the time the check engine light comes on as a result of a restriction in airflow through the turbocharger, necessitating the replacement of one or both turbos.
The majority of the MaxxForce engines, including the 11, 13, and 15, have a compound turbocharger configuration. Similar to the sequential turbo system found in various sports cars from the 1990s, this has two turbochargers: a larger "high pressure turbo" for high boost and power figures, and a smaller "low pressure turbo" for quick throttle response. In a compound system, as opposed to a sequential one, the smaller turbo feeds the larger turbo with pressurized air to assist it spin up more quickly. Both turbos deliver air to the engine immediately in a sequential system.Under the hood of your truck, a compound turbo system has a very distinctive appearance. For some applications, like the MaxxForce 5 V6, they are often sold as a whole compound turbo assembly that combines both the high and low turbos into a single component. However, if you were to eventually replace the high-pressure turbo, replacing both at once offers improved long-term durability and cheaper overall repair costs. This is due to the low-pressure turbo choking up a little bit quicker than the high-pressure turbo due to the intake air tainted with EGR passing through the low-pressure turbo first.
Because the majority of MaxxForce engines have EGR issues, Navistar started updating them to replace them with Selective Catalytic Reduction (SCR). It makes sense for Navistar to streamline their product lineup because they never really competed with Cummins or Detroit Diesel in the Class 8 market. The MaxxForce 11 & 15 were fully phased out, and the MaxxForce 13 became the N13. SCR stands for selective catalytic reduction, which uses urea injection to react with and neutralize NOx emissions in the exhaust system (downstream of the DPF). This system is completely downstream from the turbocharger system, so you don't need to worry about anything else getting harmed. To top off your diesel exhaust fluid (DEF) tank, which you can do at most truck stops these days, is the only thing you need to keep in mind. Unfortunately, this system cannot be changed from the MaxxForce 13 to the N13 in retrospect.
The MaxxForce engine line's reputation has hurt the resale value of International trucks, but it's crucial to remember that the EGR is one of the few issues that have been recorded. We are aware that downtime can be more expensive than repair costs, but for owner/operators on a tight budget or fleets that can easily rotate trucks in and out of service, a used MaxxForce can be a fantastic option if you can schedule proactive maintenance on the EGR cooler and lines (do it during your vacation time!). They are strong and smooth when they work properly, and when combined with the enhanced aerodynamics of the ProStar chassis, they can offer exceptional fuel economy.
