There is a group of folks that think the Maxxforce 7 is a fantastic engine and are extremely happy with it. They may have gotten lucky and received excellent units.
Is Navistar and MaxxForce the same?
The Navistar DT engines are available in three different versions right now. These have been modified to conform with the 2007 emissions regulations of the United States Environmental Protection Agency. The names of these versions have been changed to reflect the new MaxxForce engine brand from International.
- MaxxForce DT: displacement 7.6 L (466 cu in), bore x stroke 4.59 x 4.68 in (116.5 x 118.9 mm), horsepower ratings 210300 hp (160220 kW); bore x stroke 4.59 x 4.68 in (116.5 x 118.9 mm); bore x stroke 4.59 x 4.68 in (116.5 x 118.9 mm); bore x stroke 4.59 x 4.68 in The MaxxForce DT comes in two different torque configurations: standard and high torque.
- MaxxForce 9: displacement 9.3 L (570 cu in), bore x stroke 4.59 x 5.75 in. (116.5 × 146.1 mm), horsepower 300330 hp (220250 kW). The piston stroke is lengthened to increase displacement to 9.3 liters, making this engine similar to the MaxxForce DT.
- MaxxForce 10: Same displacement as MaxxForce 9, with 310350 hp (230260 kW) of power. To cope with the greater power and stress of severe-service and heavy-duty applications, this engine has tougher components such as steel-crowned two-piece pistons, a strengthened engine block, and a titanium turbocharger turbine.
Under the MaxxForce D brand, the engines are also offered for defense purposes. The MaxxForce DT is referred to as the MaxxForce D7.6I6, while the MaxxForce 10 is referred to as the MaxxForce D9.3I6. Diamond-coated (metal nitride coating) injectors have been added to the civilian versions to allow the engines to run on JP-8 fuel.
Who owns MaxxForce?
According to a news release from a law firm representing the plaintiffs, Navistar International Corp. has agreed to resolve a federal class-action lawsuit over the exhaust gas recirculation configurations it employed on its former MaxxForce 11-liter or 13-liter diesel engines.
To meet with US emissions rules that went into effect in 2010, Navistar chose exhaust gas recirculation over selective catalytic reduction, but the EGR setups were plagued with issues. Navistar eventually released a new engine lineup with SCR installations. International trucks are built by Navistar.
What is wrong with MaxxForce engine?
The Navistar MaxxForce engine class-action settlement was settled for $135 million in January 2020. We are unable to provide individual truck appraisals. We recommend that business owners use an attorney to help them with particular cases.
In 2017, an Arkansas trucking company became the latest to file a federal lawsuit against Navistar, alleging that the company knew its 2010-2013 MaxxForce 11,13, and 15 Advanced EGR diesel engines were defectively designed and would prematurely fail, causing damage to the trucks and economic harm to their owners and lessees, as well as significantly lowering the value of the affected vehicles.
A class-action suit and a lawsuit launched by the US Securities and Exchange Commission are among the other cases filed against Navistar. The first lawsuit involving these trucks was filed by Navistar against the EPA in 2009, followed by a lawsuit filed by some of Navistar’s major competitors in 2012, alleging that the EPA should not have allowed Navistar to continue selling its MaxxForce advanced exhaust gas recirculation (EGR) diesel engines that were subject to non-conformance penalties (NCPs) because they did not meet the agency’s standards for oxides of nitrogen (NOx).
However, the Maxxforce litigation involving equipment evaluation are those asserting economic loss as a result of a loss of value, which is where the equipment appraiser comes in.
The Maxxforce engine has a long history of problems. Several articles addressing the difficulties with the Maxxforce engines, as well as the multiple class action lawsuits filed against Navistar, may be found with a short internet search. Interviews with dealers and other industry professionals back up the claim that the Maxxforce engine has substantial performance and thus valuation concerns, and that these issues are well-known in the marketplace. The NADA Official Commercial Truck Guide, for example, lists an almost $19,000 value reduction for 2011 International ProStar+ trucks equipped with the Maxxforce engine. The lower hammer price for similar units with and without the Maxxforce engines can be easily found by searching results from major auction companies such as Ritchie Brother’s Auctions.
However, an appraiser cannot just assume that any Navistar truck manufactured between 2010 and 2013 is worth less. Because the Maxxforce engine was not the only type of engine used during the years in issue, appraisers must ensure that engine types are verified as part of the valuation inquiry. When it comes to valuing a Maxxforce engine, there’s an unusual type of functional obsolescence at play: incurable deficit. Because of the unique Maxxforce wiring harness, most experts feel that Maxxforce powered vehicles cannot be cost-effectively replaced with a non-Maxxforce engine, the truck cannot be fixed.
The McCormick Harvesting Machine Company and the Deering Harvester Company merged in 1902 to establish International Harvester, which went on to become Navistar International Corporation. IH moved beyond its agricultural roots into transportation and other industries during the next 75 years. During the agricultural economic collapse in the mid-1980s, IH sold its agricultural division and reformed as Navistar.
Navistar International Corporation has had a high reputation and a long history of successful sales for decades. Then there was the doomed effort to build EGR technology.
Many trucking businesses utilizing MaxxForce powered units encountered frequent breakdowns and engine problems, many of which were connected to the EGR system, between 2010 and 2012 while Navistar worked to “improve” its EGR alone technology. Trucking businesses around the country were experiencing issues with components such as EGR valves, EGR coolers, EGR inlet tubes, EGR sensors, and malfunctioning ECM modules. During this time, Navistar’s International trucks and MaxxForce engines, including the EGR system, were subject to multiple recalls and dozens of service bulletins. For the corporations that operate the vehicles, these issues resulted in more failures, downtime, repair expenses, and lost earnings. Many businesses are still dealing with these issues.
What’s the end result? In the Class 8 truck sector, there have been lawsuits and a loss of market share. In January 2014, Forbes magazine published a story titled “Navistar Has a Tough Road Ahead,” which discussed the impact of the EGR problem. “In 2011, NAV (Navistar) had a similar market share for Class 8 trucks to its competitor PACCAR,” according to the report (PCAR). In this significant area, PCAR now has approximately double the market share of NAV.” Despite the rapid introduction of new models and two recent foreign military contracts, Navistar continues to struggle in the 2017 slow heavy-duty truck market.
If your firm is having problems with the 2010-2013 MaxxForce 11, 13, and 15 Advanced EGR diesel engines after the 2020 settlement, you may need to hire an attorney to file a claim against Navistar. I’d be happy to speak with you or your attorney if you have any queries. We’ll get back to you as soon as possible if you phone me at 530.795.5536 or fill out our online form.
When did they stop making MaxxForce engines?
According to a white paper published by the Cohen Milstein law firm, the gist of the long-running class actions against Navistar regarding its EGR-only engines is that, beginning in November 2010, Navistar and certain of its officers and directors allegedly made false representations about Navistar’s engine technology and compliance with 2010 EPA emission rules.
“Plaintiffs alleged that Navistar “faced legal, technological, and liquidity issues as a result of Navistar’s alleged missteps concerning emissions compliance and its false and misleading statements about the company’s ability to achieve compliant technology by certain EPA deadlines,” according to the white paper. “Plaintiffs further claimed that, in order to hide these facts from Navistar’s investors and customers, the business falsely asserted that it had EPA-compliant EGR engines ready for certification and that they would be introduced to the market soon.”
In July 2012, Navistar announced that it would stop producing all 15L MaxxForce Class 8 heavy-duty diesel engines and abandon its EGR-only technology on all other Class 8 engines, opting instead for the selective catalytic reduction technology used by other diesel engine manufacturers to meet EPA 2010 emissions requirements.
Who builds MaxxForce engine?
International’s Melrose Park, Illinois engine factory produces the MaxxForceTM DT, MaxxForceTM 9, and MaxxForceTM 10. Navistar International Corporation’s operating company is International Truck and Engine Corporation (NYSE: NAV).
Is the MaxxForce engine a DT466?
While technology has progressed to maintain the MaxxForce DT’s performance and cleanliness current, the core architecture has stayed the same since 1971. The MaxxForce DT466E is the most contemporary version of this classic engine. The engines have long been a favorite of medium-duty fleet owners and short-haul truckers, producing 300 horsepower at 2,200 rpm and 860 lb-ft of torque at 1,300 rpm.
Is a Duramax better than a Cummins?
Torque is the most important factor in hauling, but horsepower isn’t far behind. Whether you’re towing or not, more horsepower means faster acceleration. With 445 horsepower, the latest Duramax 6.6L L5P diesel dominates this category. The modern Ram Cummins 6.7L 24V diesel engines have 400 horsepower. Historically, the Duramax line has had a modest horsepower advantage over the Cummins line.
Which diesel engine is the most reliable?
The 7.3L Powerstroke is still widely regarded as one of the most dependable diesel engines ever produced. With 500 pound-feet of torque and 235 horsepower, it offers enough power for most purposes. With an air-to-air intercooler, oil-based fuelling, and long-lasting internal hard parts, it was built to last. When properly maintained, the Super Duty from 1999 to 2003 may travel much beyond 500,000 miles. If you’re looking for a secondhand 7.3L Powerstroke, you can get a fair deal on one with 150,000 to 250,000 kilometers.
