International alters wiring architecture

Nov. 1, 2007
International Truck and Engine Corporation has made some good, subtle improvements in the 2008 electrical wiring architecture, according to Bob Dannenberg,

International Truck and Engine Corporation has made some “good, subtle improvements” in the 2008 electrical wiring architecture, according to Bob Dannenberg, chief engineer of truck electronics.

It's still called the Diamond Logic Electrical System and still has the same capabilities, but there are changes in the way it's implemented:

  • The power distribution center (PDC), body controller (BC), and air anti-lock brake system controller have been relocated inside the cab.
  • There is a new BC module, with similar features as before.
  • “There are different connectors and terminals, so if you're going to be tying into the module, please refer to the bodybuilders white book guide to find out the parts numbers,” Dannenberg said.
  • There is a new gauge cluster, with more features in the odometer display.

“We put a new, fresher look on the graphics and relocated the warning lights,” he said. “For those who use a PTO, that lamp is now in the upper front. The cluster is no longer in the left corner. The odometer assembly is divided into quadrants so you can see the gear selection, miles, and hours functions. The use of what we used to think of as a stop-engine/warning-engine lamp is not just that anymore. Using standard SAE diagnostics, get familiar with the idea that if you see a yellow triangle or a red stop sign, do not assume that's an engine fault. It merely says some electrical system on the vehicle is experiencing a problem. Look at the odometer to see which system that is.”

  • The air solenoids now use four-pack assemblies, with up to four per vehicle. All are 12-volt, high-side-activated. The seven-pack solenoid is no longer available.
  • The full remote engine speed control has been implemented with a wire harness into the engine controller.

He said a new feature on the Power Pack 3's 60AJN and 60AJP allows full power output, which is 3000 watts or 25 amps at 125 volts AC.

“You don't have to ramp the engine anymore, so that's good news,” he said. “It has the capability of being configured for auto power with the engine start or auto restart if you ever get into an overload situation, and if you want it locked down to just a stationary operation, you can program it for that as well.”

He said International tried to keep a similar look with its Diamond Logic Builder.

“We gave it the ability to monitor exhaust aftertreatment conditions,” he said. “So if you sense the vehicle is in parked regeneration or the DPF light is on and you want to take actions, you can do that.”

He said these are the significant changes in the Diamond Logic Builder software:

  • 595 features are accessible by vehicle model type. (For example, 595 codes that are specifically designed for ProStar will not be accessible on DuraStar.)
  • The gauge cluster now has two switch positions for use with factory switches or custom logic switches. These two new gauge cluster switches operate with key off.
  • Universal relay drivers are all 12-volt active drives.
  • Universal relay drivers 13, 14, 15, and 16 conflict with trailer lighting and body lighting features.
  • All application warning lights, except PTO, are now switch-pack warning lights (ie boom not stowed, outriggers down, body up, gate open).
  • Work light and mirror heat use different 595 codes when the switch is located on the left side of the gauge cluster versus being located in the switch packs.

International announced a name change, with MaxxForce International Diesel Power engines becoming the signature powerplant for the company's on-highway Class 4-8 commercial vehicles.

In North America, the seven-model MaxxForce product line ranges from the upgraded V-6 MaxxForce 5 to the two new MaxxForce Class 8 big bore engines.

International said MaxxForce engines are backed by more than 900 dealer locations, 7000 service technicians and extensive parts availability.

For the 2008 model year severe-service trucks, the MaxxForce lineup includes:

  • MaxxForce DT is built on the DT 466 inline 6-cylinder platform and features a premium wet-sleeve design, maintenance-free closed-crankcase ventilation, and electrical upgrades, including an electronic-control module (ECM) with 32-bit processor and cam-style locking connectors for the wiring harness. MaxxForce DT powers Class 6-8 International WorkStar trucks with 210-300 hp and 520-860 lb-ft of torque.
  • MaxxForce 9, built on International's I-6 architecture, features a bigger EGR system and a foam-molded wiring harness for reliability. An updated crankcase ladder provides added rigidity, strength, and noise reduction. The MaxxForce 9 powers Class 7-8 International WorkStar trucks with 300-330 hp and 800-950 lb-ft of torque.
  • MaxxForce 10, also built on the I-6 architecture, features dual EGR coolers, steel pistons, and a titanium turbocharger compressor wheel in order to provide increased reliability and durability for high-horsepower and high-torque applications. MaxxForce 10 powers Class 8 International WorkStar trucks with 310-350 hp and 1050-1150 lb-ft of torque.
  • MaxxForce 11 and MaxxForce 13 are International's new big-bore diesel engines for the Class 8 truck market. These engines take advantage of recent technological advances to offer drivers a strong compacted-graphite iron cylinder block without added weight, outstanding fuel economy, excellent power characteristics and low noise, vibration, and harshness. The MaxxForce 11 and MaxxForce 13 will be offered in late 2007 in International WorkStar trucks as well as International TranStar tractors, and the new International ProStar line-haul tractor in early 2008.

International's Brazilian subsidiary, MWM International Motores, and Brazil-based supplier Tupy, will provide compacted-graphite iron (CG Iron) cylinder blocks for the new MaxxForce 11 and MaxxForce 13.

Tupy will cast the advanced CG Iron cylinder blocks at its plant in Sao Paulo, Brazil, and MWM International will machine the blocks at its Santo Amaro plant, also in Sao Paulo. The machined blocks will be shipped from South America to International's new engine plant in Huntsville, Alabama, where the MaxxForce big-bore engines will be assembled.

In late 2006, Huntsville was selected as the site for the assembly of the new engines. To accommodate the work, a new state-of-the-art plant is being built near International's current manufacturing facility in Huntsville. Production in Huntsville will begin in spring 2008. Initial engines will be partially assembled in Germany and finished and trimmed in Huntsville.

Created by a very precise procedure, which involves adding magnesium to molten gray iron at a specific point in the casting process, compacted-graphite iron offers significant advantages over traditional gray iron — it is 70% stronger and 40% stiffer, and provides double the fatigue limit of gray iron. In addition, CG Iron's unique molecular structure resists fractures.