S300V 173900 Turbocharger for International DT466 DT570 MaxxForce 7.6L
173900, 173901, 173902, 473900, 1842337C95, 1842337C91, 1842337C92, 1842337C93, 1842337C94
S300V Turbochargers
New BorgWarner S300V Turbochargers for International Navistar DT466 and DT570 Engines
The BorgWarner S300V is the original turbocharger platform for the International Navistar DT466 and DT570 — the single-turbo, wastegated configuration that powered thousands of medium-duty trucks, school buses and delivery vehicles from 2003 through 2013. It predates the B2UV and the R2S twin-turbo on the DT466 timeline, and it remains the most common turbo on surviving early MaxxForce trucks. The S300V uses an electronic wastegate actuator (12V) for boost control — simpler than the B2UV's full VGT mechanism but still ECM-controlled. We stock brand new S300V turbochargers in three BorgWarner variants: 173900, 179033 and 179035, covering the full range of DT466 and DT570 engine codes from the I313 through I326 era. Every unit includes the electronic actuator, ships complete and ready to install, with no core charge. Shops, fleets and distributors order from US stock.
- 100% Brand New
- OEM-Spec Quality
- Electronic Actuator Included
- US Stock, Fast Dispatch
- Direct-Fit Replacement
- 1-Year Warranty
- No Core Charge
S300V 179035 Turbocharger for International DT466E MaxxForce 7.6L 225HP
179035, 479035, 175243, 175733, 178739, 1831833C91, 1832204C91, 1832204C92, 1871090C91
S300V 179033 Turbocharger for International DT466 MaxxForce I313 7.6L
179033, 173942, 173943, 479033, 1870935C92, 1870935C93, 1870935C94, 1842583C93
The Original DT466 Turbo, Still Available as a New Unit
The S300V is the legacy turbo on the DT466 platform — and the trucks that run it are aging into the mileage range where turbo replacement is unavoidable. Sourcing options are shrinking as the platform gets older: dealers are less likely to stock parts, and reman quality on a twenty-year-old core is a gamble. A brand new S300V with the actuator included and no core hassle is the clean solution.
The Original DT466 Turbo, Still New-Built
Every S300V we ship is 100% new — new CHRA, new wheels, new housings, new 12V electronic wastegate actuator. No core deposit+, no old unit to freight back. Competitors require refundable core deposits on S300V turbos; we skip that entirely.
Three BorgWarner Variants In Stock
We carry the 173900 (DT466/DT570 base configuration), the 179035 (DT466E 225HP), and the 179033 (DT466 I313). Three part numbers cover the full range of early MaxxForce trucks that run the S300V platform.
Simpler Than the B2UV — No Nozzle Ring to Stick
The S300V was the first BorgWarner turbo on the DT466, running from 2003 until the B2UV and R2S took over on later engine codes. Trucks from that era — International 4300s, 4400s, school buses, box trucks — are still running daily routes. Finding a quality new turbo for them gets harder every year. We keep it available.
Electronic Actuator Included With Every Unit
The S300V uses a simple wastegate mechanism instead of the B2UV's full variable-geometry vane system. There are no nozzle ring vanes to stick, no unison ring to jam. The failure mode is straightforward: bearing wear and seal degradation from age and mileage. The replacement job is simpler too — bolt on, connect the actuator, go.
Oil Feed Line: Flush It Every Time
School bus fleets, delivery companies and municipal operations running legacy DT466 trucks order S300V turbos as scheduled maintenance items. Consistent wholesale pricing, US inventory, and part number verification on every order. See the wholesale page.
Legacy Truck Turbo Supply for Medium-Duty Shops
One-year warranty on every S300V, handled by our US team. The DT466 oil feed line coking problem applies to the S300V just as much as the B2UV — flush or replace it during every turbo swap. See the warranty page.
The Original DT466 Turbo, Still New-Built
Every S300V we ship is 100% new — new CHRA, new wheels, new housings, new 12V electronic wastegate actuator. No core deposit+, no old unit to freight back. Competitors require refundable core deposits on S300V turbos; we skip that entirely.
Three BorgWarner Variants In Stock
We carry the 173900 (DT466/DT570 base configuration), the 179035 (DT466E 225HP), and the 179033 (DT466 I313). Three part numbers cover the full range of early MaxxForce trucks that run the S300V platform.
Simpler Than the B2UV — No Nozzle Ring to Stick
The S300V was the first BorgWarner turbo on the DT466, running from 2003 until the B2UV and R2S took over on later engine codes. Trucks from that era — International 4300s, 4400s, school buses, box trucks — are still running daily routes. Finding a quality new turbo for them gets harder every year. We keep it available.
Electronic Actuator Included With Every Unit
The S300V uses a simple wastegate mechanism instead of the B2UV's full variable-geometry vane system. There are no nozzle ring vanes to stick, no unison ring to jam. The failure mode is straightforward: bearing wear and seal degradation from age and mileage. The replacement job is simpler too — bolt on, connect the actuator, go.
Oil Feed Line: Flush It Every Time
School bus fleets, delivery companies and municipal operations running legacy DT466 trucks order S300V turbos as scheduled maintenance items. Consistent wholesale pricing, US inventory, and part number verification on every order. See the wholesale page.
Legacy Truck Turbo Supply for Medium-Duty Shops
One-year warranty on every S300V, handled by our US team. The DT466 oil feed line coking problem applies to the S300V just as much as the B2UV — flush or replace it during every turbo swap. See the warranty page.
WHY CHOOSE US
Legacy DT466 turbo supply, new quality on an aging platform
We match by BorgWarner part number, hold all three S300V variants on a US shelf, and ship complete with actuator. These trucks need to keep running — waiting on a core return or a back-ordered reman is not an option. More about our company and quality process.
FAQ
The S300V is a wastegated turbo — it controls boost by opening a bypass valve to bleed off excess exhaust pressure. The B2UV is a variable geometry turbo that controls boost by adjusting internal vanes. The S300V is simpler, has fewer failure modes (no vanes to stick), and is easier to service. International used the S300V on earlier DT466 engine codes (2003-2008 primarily) and the B2UV on later codes. They are not interchangeable — the engine ECM calibration is matched to the specific turbo type.
By BorgWarner part number on the old turbo's nameplate. The 173900 is the base DT466/DT570 variant. The 179035 fits the DT466E at 225HP. The 179033 covers the DT466 I313 engine code. If the nameplate is unreadable, send us the International engine serial number and we will identify the correct variant.
Yes. Every S300V we sell ships complete with the 12V electronic wastegate actuator pre-installed. The actuator is new, not pulled from a used turbo or remanufactured.
No. The S300V and B2UV are different turbo designs with different mounting, plumbing and ECM calibrations. The engine control module expects the turbo type that the truck was built with — swapping types will cause fault codes and incorrect boost behavior. Replace like for like.
All units are 100% brand new. No rebuilt cores, no core charge. New CHRA, new wheels, new actuator. Balanced and OEM-spec. One-year warranty.
Yes. Medium-duty fleet operations — school buses, municipal trucks, delivery fleets — order S300V turbos as routine maintenance parts. Consistent wholesale pricing from US stock. See the wholesale page.
BorgWarner S300V Turbocharger Guide for the DT466
The S300V is the turbo that started the modern era of the DT466 platform. Understanding where it sits in the DT466 turbo timeline and how it differs from later systems helps shops order correctly and diagnose accurately.
S300V Variants
| BorgWarner # | Sub-model | Engine | Years (typical) |
|---|---|---|---|
| 173900 | S300V110 | DT466 / DT570 | 2003-2008 |
| 179035 | S300V129 | DT466E 225HP | 2003-2013 |
| 179033 | S300V | DT466 I313 | 2003-2008 |
Where the S300V Fits in the DT466 Turbo Timeline
The DT466 ran four turbo systems across its production life. The S300V came first, offering single-turbo performance with electronic wastegate control. The B2UV followed as a variable-geometry upgrade on later engine codes. The R2S twin-turbo compound system appeared on EPA10 trucks. Understanding which system your truck runs is the first step in any DT466 turbo order — they are not interchangeable. See our MaxxForce turbocharger page for the complete timeline.
S300V vs B2UV: Why They Are Not Interchangeable
The S300V controls boost with a wastegate — a simple bypass valve that opens to dump excess exhaust pressure when boost reaches target. The B2UV controls boost with movable vanes inside the turbine housing that direct exhaust flow onto the turbine wheel at variable angles. The ECM calibration for each system is fundamentally different: the wastegate map (S300V) commands a valve position, while the VGT map (B2UV) commands a vane angle. Installing the wrong turbo type creates a mismatch between what the ECM expects and what the turbo delivers — fault codes, poor performance and potential engine damage follow.
S300V Failure Patterns
The S300V fails differently from VGT turbos like the B2UV. There are no vanes to stick and no nozzle ring to jam with soot. The primary failure modes are:
- Bearing wear — Journal bearing clearance increases with age and mileage. Shaft play develops, the compressor or turbine wheel contacts the housing, and the turbo makes metallic noise under load.
- Seal degradation — Piston ring seals on both the compressor and turbine sides harden and lose tension over time. Oil leaks into the exhaust (blue smoke) or intake (oil consumption).
- Actuator failure — The 12V electronic wastegate actuator motor fails from heat cycling and corrosion. Symptoms include inability to hold target boost, boost spikes, or boost codes. Check the actuator wiring and connector before condemning the actuator itself — connector corrosion is common on trucks of this age.
Oil Feed Line: Same DT466 Problem, Same Solution
The oil feed line coking issue that plagues the B2UV and the R2S is just as common on the S300V. Carbon from degraded oil gradually restricts the feed line, starving the turbo bearings. Flush or replace the oil feed line during every turbo replacement on the DT466 — regardless of which turbo system the truck runs. This single step is the most effective thing a shop can do to prevent a repeat failure.
