International DT239 Specifications
| Engine Model: International Harvester DT239 |
| Engine Type: 4-stroke in-line 4-cylinder turbocharged liquid-cooled diesel |
| Total Displacement: 238.6 cu.in (3.9 L) |
| Rated Engine Power: 80-95 Hp (59-71 kW) at 2400 rpm |
| Fuel System Type: Direct injection |
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The International DT239 is a turbocharged,
four-cylinder diesel engine produced by International Harvester,
primarily at their Neuss plant in West Germany. Manufactured throughout
the 1970s and 1980s, this power unit represents the forced-induction
evolution of the naturally aspirated D239 engine.
The DT239 was engineered to provide increased power density for
mid-sized agricultural tractors and industrial equipment, delivering
higher torque rise and improved fuel efficiency compared to its
naturally aspirated counterpart. A defining characteristic of this
engine is its "wet" cylinder sleeve design, which facilitates efficient
heat transfer and enables in-frame rebuilding, extending the service
life of the power unit in demanding applications.
The DT239 engine is a four-stroke, compression-ignition diesel unit
featuring an inline four-cylinder configuration. The engine employs a
turbocharger to increase air density entering the cylinders, allowing
for greater fuel combustion and subsequent power output without
increasing displacement. The bore-to-stroke ratio is undersquare, a
design choice that promotes high torque at lower engine speeds, which is
advantageous for agricultural and industrial applications requiring
sustained lugging capability.
Engine Type: Inline 4-cylinder, 4-stroke, turbocharged diesel
Displacement: 3.9 L; 3910 cc (238.6 cu.in)
Bore: 98.4 mm (3.875 in)
Stroke: 128.5 mm (5.06 in)
Firing Order: 1-3-4-2
Compression Ratio: 16.0:1
Aspiration: Turbocharged without charge air cooling
Rated Engine Speed: 2300-2400 rpm
Maximum Power: 59-71 kW (80-95 hp) at 2300-2400 rpm
Net PTO Horsepower: 54-61 kW; 72-82 hp (tractor applications)
Peak Torque: 285-312 Nm (210-230 lb-ft) at 1400-1600 rpm
Idle Speed (Low): 650-700 rpm
Idle Speed (High): 2500-2600 rpm (no-load maximum)
The cylinder block is constructed from high-grade cast iron, featuring
an open-deck design that accommodates replaceable wet cylinder liners.
These wet liners are manufactured from centrifugally cast iron and are
in direct contact with engine coolant, providing superior heat
dissipation from the combustion chamber to the cooling system.
The block incorporates five main bearing webs supporting a forged steel
crankshaft, a configuration that distributes combustion loads across
multiple bearing surfaces for enhanced durability under turbocharged
pressures. The bearing caps are secured with high-strength fasteners.
The wet liner design allows individual liner replacement without
removing the engine from the equipment frame, enabling in-frame
overhauls that reduce maintenance downtime and cost.
The cylinder head is manufactured from cast iron and utilizes a
cross-flow design with intake and exhaust ports on opposite sides of the
head. The combustion chamber is of the direct injection type, with the
bowl-shaped recess formed in the piston crown rather than the cylinder
head.
The valvetrain employs a single camshaft located in the cylinder block,
operating the valves through pushrods and rocker arms. This overhead
valve configuration provides two valves per cylinder - one intake and
one exhaust - arranged in a vertical orientation.
Valve Arrangement: 2 per cylinder (1 intake, 1 exhaust), overhead valve
(OHV)
Valve Head Diameter (Intake): 44.5 mm (1.75 in)
Valve Head Diameter (Exhaust): 38.1 mm (1.50 in)
Valve Stem Diameter: 9.5 mm (0.375 in) for both intake and exhaust
Camshaft Drive: Gear-driven from the crankshaft
Valve Lifters: Mechanical flat tappets
The fuel system is a mechanical injection system designed for diesel
combustion. A Bosch rotary distributor-type injection pump, either the
VA or VE series, is mounted to the engine and driven by the engine
timing gears. This pump generates high-pressure fuel and distributes it
to the individual injectors in the correct firing order.
The injection pump incorporates a mechanical governor to maintain engine
speed under varying loads. Mechanical injectors are positioned at the
cylinder head and inject fuel directly into the combustion chamber
recess in the piston crown. A fuel transfer pump, integrated into the
injection pump assembly or mounted separately, draws fuel from the tank
and supplies it to the injection pump through a filter assembly.
Injection Pump Type: Bosch VA or VE series rotary distributor pump
Injector Type: Mechanical, pintle-type or multiple-orifice
Injection Timing: 14°-16° before top dead center (BTDC), application
specific
Injection Order: 1-3-4-2
Fuel Filter: Spin-on type with integral water separator
Fuel Lift Pump: Mechanical diaphragm type driven by the engine camshaft
The lubrication system is a full-pressure, wet-sump design. A gear-type
oil pump, driven directly from the crankshaft via a gear train, draws
oil from the cast iron oil pan through a strainer-type pickup tube. The
oil is pressurized and directed through a full-flow spin-on oil filter
before circulating through main oil galleries to the crankshaft main
bearings, connecting rod bearings, camshaft bearings, and valve
mechanism.
The turbocharger receives pressurized oil through a dedicated supply
line, with oil draining back to the crankcase via a gravity-fed return
line. A pressure relief valve maintains system pressure within operating
limits.
Oil Capacity (with filter): 8.5 L (9.0 qt)
Oil Capacity (without filter): 7.6 L (8.0 qt)
Recommended Oil Grade: SAE 15W-40 meeting API CF, CF-4, CG-4, or CH-4
Oil Pressure (Hot, rated speed): 275-414 kPa (2.75-4.14 bar; 40-60 psi)
Oil Pressure (Hot, idle): 69 kPa minimum (0.69 bar; 10 psi)
The cooling system is a pressurized, thermosiphon-resistant design
utilizing a centrifugal water pump mounted to the front of the cylinder
block. The water pump is belt-driven from the crankshaft pulley. A
wax-pellet thermostat regulates coolant temperature by controlling flow
between the engine and the radiator.
The cooling system is designed to accommodate the increased thermal load
generated by the turbocharger, with coolant circulating through the
cylinder block surrounding the wet liners for maximum heat transfer. A
gear-driven or belt-driven engine cooling fan provides forced airflow
through the radiator.
Coolant Capacity (total system, chassis dependent): 13-17 L (14-18 qt)
Thermostat Opening Temperature: 82 °C (180 °F)
Thermostat Full Open Temperature: 95 °C (203 °F)
System Pressure Cap Rating: 70-100 kPa (0.7-1.0 bar; 10-15 psi)
Water Pump Type: Centrifugal, belt-driven
| Intake and Exhaust Systems |
Intake System: Intake air is drawn through a dry-type, dual-element air
cleaner with a safety element before entering the turbocharger
compressor inlet. Compressed air then flows through a cast iron intake
manifold to the cylinder head ports.
Exhaust System: A cast iron exhaust manifold collects exhaust gases from
the cylinder head and directs them to the turbocharger turbine inlet. A
dry exhaust stack or muffler is mounted downstream of the turbocharger.
Electrical System: 12-volt system with a heavy-duty alternator rated at
40-55 amperes and a starter motor of approximately 2.5-3.0 kW.
Glow Plug System: Indirect starting aid utilizing a glow plug in the
intake manifold for cold weather starting. A thermostatic switch
controls glow plug operation duration.
A single turbocharger, manufactured by Schwitzer or Air Research, is
mounted to the exhaust manifold. The turbocharger utilizes exhaust gas
energy to drive a compressor wheel that pressurizes intake air. The
turbocharger is journal-bearing type and is both oil-cooled and not
water-cooled.
Overall Length (flywheel to fan): 890 mm (35.0 in)
Overall Width: 610 mm (24.0 in)
Overall Height: 910 mm (36.0 in)
Dry Weight (without fluids): 386-408 kg (850-900 lb)
Valve Clearance (Cold): Intake and exhaust: 0.30 mm (0.012 in)
Valve Adjustment Interval: Inspect and adjust every 1000 operating
hours.
Engine Oil and Filter: Replacement interval of 250 hours under normal
conditions.
Engine Oil and Filter: Replacement interval of 150 hours under severe or
dusty conditions.
Fuel Filter: Replacement interval of 500 operating hours.
Air Filter Element: Primary element replacement based on restriction
indicator.
Air Filter Element: Safety element replace every third primary element
change or at 1000 hours.
Coolant: Replacement interval of 2000 operating hours or 2 years.
Injection Timing Inspection: Every 2000 operating hours.
Injector Service: Test and calibrate every 1500-2000 operating hours.
Cylinder Head Bolts: 100 Nm (74 lb-ft)
Main Bearing Cap Bolts: 120 Nm (89 lb-ft)
Connecting Rod Cap Bolts: 60 Nm (44 lb-ft)
Flywheel / Drive Plate Bolts: 130 Nm (96 lb-ft)
Crankshaft Pulley Bolt: 400 Nm (295 lb-ft)
Injection Pump Drive Gear Nut: 60 Nm (44 lb-ft)
Injector Hold-Down Bolts: 60 Nm (44 lb-ft)
Rocker Arm Shaft Bracket Bolts: 35 Nm (26 lb-ft)
Oil Pan Bolts: 25 Nm (18 lb-ft)
Water Pump Bolts: 25 Nm (18 lb-ft)
The International DT239 engine was widely utilized across agricultural,
industrial, and stationary power applications, serving as a mid-range
power option in the International Harvester and later Case IH equipment
lines.
Agricultural Tractors: International 884 and International 885 row-crop
tractors; Case IH 4200 series compact tractors. These applications
utilized the engine with specific power ratings and PTO configurations.
Crawler Tractors: International TD-8E and Dresser TD-8E crawler tractors
(dozers and loaders), where the engine provided traction power for
undercarriage systems.
Industrial Loaders: International Harvester 3400 and 3500 series
industrial wheel loaders and backhoe-loader combinations.
Power Units: Stationary power units configured for irrigation pump
drives, generator sets (gensets), and other continuous-operation
equipment requiring reliable diesel power.
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