DT 466, DT 570, and HT 570 are inline six cylinder engines (medium range). Engine displacements are 7.6 liters (466 cubic inches) for the DT 466 and 9.3 liters (570 cubic inches) for the DT 570, and HT 570. The firing order of the cylinders is 1–5–3–6–2–4.
The cylinder head has four valves per cylinder for improved air flow. Each fuel Injector is centrally located between the four valves and directs fuel over the piston bowl for improved performance and reduced emissions. The overhead valve train includes mechanical roller lifters, push rods, rocker arms, and dual valves that open using a valve bridge.
A one piece crankcase withstands high-pressure loads during diesel operation.
The lower end of the DT 570 and HT 570 engines (for ratings above 300 hp) includes a crankcase ladder designed to absorb additional loads generated by increased horsepower. Seven main bearings support the crankshaft for DT 466, DT 570, and HT 570 engines. Fore and aft thrust are controlled at the rear bearing. Four insert bushings support the camshaft. The rear oil seal carrier is part of the flywheel housing. The open crankcase breather assembly uses a road
draft tube to vent crankcase pressure and an oil separator that returns oil to the crankcase.
The crankshaft (CKP) and camshaft (CMP) sensors are used by the ECM and IDM to calculate rpm, fuel timing, fuel quantity, and duration of fuel injection.
Two different types of pistons are used in the inline engines:
• The DT 466 engine has one piece aluminum alloy pistons.
• The DT 570 and HT 570 engines have two piece articulated pistons with a steel crown.
All pistons are mated to fractured cap joint connecting rods. Replaceable wet cylinder sleeves are used with the pistons.
A gerotor lube oil pump, mounted to the front cover, is driven directly by the crankshaft. All engines use an
oil cooler and spin-on oil filter.
A low-pressure fuel supply pump draws fuel from the fuel tank through a fuel filter assembly that includes a strainer, filter element, primer pump, drain valves, and Water In Fuel (WIF) sensor. After filtering, fuel is pumped to the cylinder head fuel rail.
The International® electro-hydraulic generation 2 injection system includes a cast iron oil manifold, fuel injectors, and a high-pressure oil pump.
The VGT has actuated vanes in the turbine housing. The vanes modify flow characteristics of exhaust gases through the turbine housing. The benefit is the ability to control boost pressure for various engine speeds and load conditions. An additional benefit is lower emissions.
An EGR control valve regulates cooled exhaust gases entering the inlet air stream. Cool exhaust gas increases engine tolerance for EGR, while reducing smoke formed by gas dilution in the mixture. Three EGR coolers are available depending on applications.
The water supply housing, which includes auxiliary water connections, serves the dual function as the Freon® compressor bracket.
Three control modules monitor and control the electronic engine systems:
• Diamond Logic® engine controller – Electronic Control Module (ECM)
• Injector Drive Module (IDM)
• Exhaust Gas Recirculation (EGR) drive module
Water In Fuel (WIF) separation occurs when the filter element repels water molecules and water collects at the bottom of the element cavity in the fuel filter housing.
A Water In Fuel (WIF) sensor in the element cavity of the fuel filter housing detects water. When enough water accumulates in the element cavity, the WIF sensor signal changes to the Electronic Control Module (ECM). The ECM sends a message to illuminate the amber water and fuel lamp, alerting the operator. A fuel drain valve handle on the housing can be opened to drain water from the fuel filter housing.
