Always looking ahead
It should come as no surprise that the International® S13® Integrated Powertrain needed only minimal updates to meet 2027 EPA standards. It was, after all, engineered with a clean sheet of paper and a long-term vision that anticipated future regulations. As a result, 90% of the powertrain's components carry over unchanged, which means your service tools, parts, technician training, and driver resources remain familiar, making the transition to the 2027 S13® Integrated Powertrain seamless.

Ready for EPA 2027
The 2027 S13 Integrated Powertrain features a double overhead cam design with Variable Valve Timing and an integrated compression release brake, along with a standardized 24V electrical architecture (alternator, starter, engine controllers), while retaining a 12V cab and electrical system for accessories and body controls. The engine, combined with the Dual Stage Aftertreatment System, is so effective at reducing emissions that neither a Diesel Oxidation Catalyst nor any EGR hardware is needed, reducing weight and complexity.

Through extensive testing, a new cylinder and piston head design with maximum cooling properties was created. This new double overhead cam design directly equates to less fuel being consumed. But that’s not all. Thanks to the new Dual Stage Aftertreatment system, the heavy and expensive EGR cooler is no longer needed to reduce emissions. Its absence means a more reliable and robust engine that maximizes exhaust flow through the turbo to enhance performance and efficiency.

Delivering the goods
The S13 Engine can operate at low rpm with high torque, which results in less fuel consumption while still delivering up to 515 hp and 1,850 lb.-ft. of torque. This incredible engine brings undisputed economy through its unique, clean-burning technology.

Keeping the driver comfortable, informed and empowered has been a mantra at International for decades as part of our DriverFirst™ Philosophy. The S13 Integrated Powertrain takes it a step further by offering a smooth and quiet operation with superior capabilities. In fact, full torque is available at only 900 rpm, and the transmission’s wide overall gear ratio means optimal efficiency on a variety of terrain while still delivering low-speed performance. And when descending, drivers can rely on the new compression release brake to deliver strong, secure braking power up to 470 hp.

Make the shift
The fully automated T14® transmission was designed in-house from the ground up. It’s a 14-speed overdrive transmission that is optimized to deliver peak fuel economy performance in direct drive (13th gear) during typical load, while still allowing the ability to go into overdrive when lightly loaded or empty. The transmission has an electronically controlled clutch actuator that works in sync with the engine to deliver faster, smoother shift performance. Since it does not consume air during complicated maneuvers — like when you’re backing a trailer into a tight loading dock – the driver never needs to stop and let the air recharge. The T14 also uses an integrated oil-to-water coolant system to optimize temperature regulation in both hot and cold environments.

The powertrain was designed to allow each individual component — engine, transmission and aftertreatment — to focus on doing what it does best. Eliminating the EGR cooler is a prime example. Instead of trying to control NOx emissions inside the cylinder, the engine operates with zero EGR during regular operation, so it can focus on generating more power. Plus, no EGR during normal operations means 100% of the exhaust flow goes through the turbo, allowing the use of a simple, more reliable fixed vane turbocharger.

Next-gen aftertreatment
Because there’s no EGR during regular operation, NOx must be treated differently. To do this, the engineers developed an all-new Dual Stage Aftertreatment design that injects a first dose of DEF just downstream of the turbo in the evaporator tube and a second dose inside the aftertreatment container. Since cooled EGR has been eliminated from the combustion chamber, much less soot or particulate matter is generated. This allows for extended service intervals and eliminates the need for active regens. In fact, the cleaner combustion cycle generates so much less soot that the engineers were able to eliminate the need for a diesel oxidation catalyst (DOC) in the aftertreatment system. Combined, the aftertreatment system provides a simple, reliable solution that’s easily serviceable.

Watch the unveiling of the S13 Integrated Powertrain that took place at the Las Vegas Motor Speedway. Learn how the S13 Integrated will Shift What's Possible for both the industry and our customers as we move forward on our path to sustainable mobility.

Several versions of the S13 Integrated Powertrain can be ordered - each with a different horsepower rating, allowing you to match the right engine to your specific application. All versions provide abundant torque at low RPM that is maintained through peak horsepower, giving drivers the muscle they need for the toughest jobs.

View vehicle-specific torque curves in the specifications below.