S13 Engine Redefines Diesel Efficiency
How the International S13 Engine Redefines Diesel Efficiency — and What It Means for Diamond Truck Centres Customers
When International challenged convention with the S13 Integrated Powertrain, they didn’t just tweak an existing engine — they reimagined what a heavy-duty diesel can be. The philosophy behind the S13 is summed up in one of the most quoted engineering mantras of recent years: “Let an engine be an engine.” That’s more than clever wording — it’s a design principle that has real implications for fuel economy, reliability and total cost of ownership.
For every fleet manager and owner-operator across Alberta, British Columbia and Saskatchewan, this means serious dollars saved every mile and a powertrain that works the way fleets actually need it to — not just how marketing copy says it should.
A Radical Design Philosophy, Proven in the Real World
The S13 Integrated Powertrain was developed over years with engineering input from the global TRATON Group, including Scania and MAN — platforms proven on millions of miles of service. In North America, this translates directly into a diesel engine that prioritizes efficiency, responsiveness and durability.
One of the core innovations: the S13 does away with cooled Exhaust Gas Recirculation (EGR) for normal combustion. Instead of throttling exhaust back into the engine (which can reduce combustion efficiency), the S13 focuses on hotter, cleaner combustion and lets the advanced aftertreatment system handle emissions.
This approach accomplishes several key things for fleets:
- No EGR Cooler
- No diesel oxidation catalyst (DOC)
- Less soot production in the combustion chamber
- Simplified engine air path
- No routine driver-initiated active regens — meaning fewer interruptions and less wasted fuel draw for regeneration events.
These design choices by themselves deliver reliability gains that matter in everyday operation.
Real Fuel Economy Gains Backed by Testing
Technical design is important, but fleets care about money saved at the pump.
Using TMC Type IV standardized testing — the only truly apples-to-apples fuel test used by industry professionals — the International LT with the S13 Integrated Powertrain has been shown to be at least 6.5% more fuel efficient than competing aero tractors with similar specs.
This isn’t a “best-case scenario” marketing claim. It’s industry-recognized, head-to-head testing, meaning operators running typical highway profiles are seeing results they can bank on.
That 6.5% figure doesn’t come from hyperbole — it’s real fuel savings that compound year after year, turning directly into bottom-line dollars when you’re burning tens of thousands of litres per year.
Efficiency That Shows Up on the Road
Part of what makes the S13 so different is its 23:1 compression ratio, which is much higher than most modern diesels. The result? A hotter, more complete combustion and reduced particulate output — which means:
- Cleaner exhaust
- Lower soot load
- Less heat wasted
- Better torque delivery without extra fuel injection
To handle NOx from this hotter combustion, S13 uses a dual-dosing SCR system that precisely injects DEF at two points in the exhaust stream. This achieves compliance without sacrificing efficiency. A side effect is slightly higher DEF use relative to some competitors, but the fuel savings still overwhelm that trade-off in typical fleet operations.
A Powertrain Designed for Uptime — Not Just MPG Claims
Fuel economy matters, but uptime matters more. One of the often-cited operational benefits in the Truck News testing was that S13-equipped trucks went long periods without any active regens.
That means:
- Less time idling to complete regens
- Less diesel burned during inactive operating time
- More productive miles logged
For fleets operating long hauls between Alberta and Vancouver, or regional freight across the Saskatchewan Prairies, that can translate to hours saved each month in regeneration downtime alone — hours that generate revenue.
Real Testimonials — Not Just Test Track Numbers
In addition to standardized tests, real operators have shared field feedback that reinforces the fuel gains:
- Some drivers report consistent highway fuel numbers noticeably better than legacy powertrains even under heavy loads and mountainous terrain (echoed in industry forums and driver posts).
- Operators comparing older engines like the Cummins X15 have commented on reduced fuel burn over the same routes after switching to S13-powered trucks, sometimes seeing double-digit percentage improvements in real duty cycles (driver reported figures).
These are not press releases — these are experiences shared by drivers who live in the data every day.
But What About DEF and Aftertreatment Costs?
A common concern is that the S13’s DEF dosing strategy will drive higher DEF consumption.
Here’s the real story:
Yes — S13’s DEF percentage is higher than some engines because of the dual-dosing strategy and hotter combustion profile. But:
- DEF prices are far less volatile than diesel
- The fuel savings still outweigh DEF costs
- Reduced soot and eliminated regen events mean fewer service visits and less waste energy
So, when you look at total operating cost, not just one input factor, the S13 Integrated Powertrain stands out as not only efficient but practical.
Why This Matters to Diamond Truck Centres Customers
If you’re evaluating new powertrain choices for long-haul, regional haul, or mixed fleet duty cycles — particularly in Western Canada’s long distances and varied terrain — the S13 engine isn’t just an incremental improvement. It’s a step change in operating economics.
At Diamond Truck Centres, we see three outcomes consistently when our customers spec S13-powered trucks:
- Lower overall fuel spend compared to comparable engines in real-world duty profiles
- Reduced downtime from regen interruptions and aftertreatment maintenance events
- Better engine performance across RPM bands most fleets operate in
We balance headline MPG claims with real operating results, because fleets don’t pay for a claimed stat — they pay for delivered savings at the pump and on the schedule.
Bottom Line: S13 Changes the Fuel Equation
- More complete combustion.
- No EGR Cooler
- No diesel oxidation catalyst (DOC)
- Fewer forced regens.
- Better aerodynamics + torque.
- Real head-to-head gains against top competitors.
This is why fleets moving to S13 aren’t just buying an engine — they’re investing in fuel strategy and uptime reliability.
At Diamond Truck Centres, we can help analyze your current duty cycles and show you what the S13 Integrated Powertrain can deliver for your operation — in real money, not just marketing copy.
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Want an S13 fuel efficiency analysis tailored to your fleet? Contact us to compare your current powertrain costs with projected S13 savings — including fuel, DEF, regen downtime, and maintenance factors.