IC Bus RE Series (2005-present) dimensions

The engine history is more complex than a clean "MaxxForce DT then Cummins" transition, and multiple engine families overlapped or preceded MaxxForce entirely, per a community-maintained encyclopedic wiki source cross-referenced against Wikipedia's own entry:

• International T444E: 1996(?)–2003/2004 (sources give slightly different end dates: 2001–2004 per one table, other sourcing implies earlier availability).

• International DT466E: 210–285 hp (157–213 kW), 1996–2007/2008 (again, minor date discrepancy between sources: one table gives 1996–2007, another 2001–2008).

• International DT530E: 1996–2002.

• International VT 365: 2003/2005–2007/2008 (EPA 2004 emissions rating).

• International MaxxForce 7: EPA 2007 rating, 2007–2010.

• International MaxxForce DT: 210–285 hp, 2007–2010; 215–285 hp (2010–2013 per Wikipedia's cleaner two-step table) or more granularly 215/230/245/260/285 hp (EPA 2010, 2010–2013) and 210/225/230/245/255/285 hp (2013–2017) per the more detailed community wiki table. Individual data-plate records confirm a 2009-model unit with MaxxForce DT 7.6L turbo diesel.

• Cummins L9: 8.9L, 200–260 hp (150–190 kW) per the historical spec table, 2017–2023/2024; current IC Bus commercial literature for the continuing "RE Series" product lists Cummins L9 at up to 300 hp and 860 lb-ft torque, 4.49x5.69 in bore/stroke, 8.9L (543 cu in) displacement, dry weight 1,695 lb (769 kg), with three power ratings: 260 hp/720 lb-ft, 270 hp/800 lb-ft, and 300 hp/860 lb-ft. This is a meaningfully higher top-end (300 hp) than the 260 hp figure in the historical 2017–2023 table, suggesting either a mid-run power upgrade or a difference between the discontinued original RE Series and IC Bus's current same-named commercial product — flagged as a discrepancy rather than resolved.

• No CNG, propane, or electric variant of the RE Series was found in this research; this should be treated as not verified/likely not offered rather than assumed to exist, since no source reviewed mentions any alternative-fuel RE Series variant.

Transmissions: Allison PTS 2500 series (5-speed automatic, standard on earlier years), Allison PTS 3000 series (6-speed automatic); current production specifies Allison 3000PTS with direct-mount cooler.

Engine bay layout and service access: current IC Bus commercial literature confirms two engine doors for access — a left side door and a rear engine access door — described as providing "easy access to components like the side-mounted" [equipment, text truncated in source]. The rear engine compartment's length consumption relative to total body length was not independently quantified as a specific figure in the sources reviewed and should be treated as not verified; however, the RE Series' 96 in (2,438 mm) constant exterior width across all lengths combined with the documented 78 in (1,981 mm) interior headroom figure in current commercial literature gives converters a starting point for their own floor-length calculations, consistent with the requester's stated intent to calculate buildable floor length independently.

• Strengths: all-steel cage body construction with 16-gauge steel side sheets and solid steel flooring is confirmed in current manufacturer marketing as a durability feature; wide, well-documented wheelbase range (four to five options) gives converters real flexibility in matching floor length to intended layout; two-door engine access (side plus rear) is a genuine serviceability advantage for a rear-engine layout, reducing how much interior floor needs to be disturbed for major service; the Cummins L9 (2017+) carries a widely cited reputation as a dependable medium-duty engine with replaceable cylinder liners for easier in-frame rebuilds.

• Cautions: the MaxxForce DT era (2007–2017) carries a documented, industry-wide reliability reputation problem tied specifically to EGR-based emissions control — Navistar itself abandoned the MaxxForce engine family industry-wide specifically "due to the use of EGR emissions treatment systems," a manufacturer-level admission of the underlying design problem rather than a mere community rumor; buyers should treat 2007–2017 MaxxForce-equipped RE units with more caution regarding emissions-system reliability than either the earlier DT466E/T444E era or the later 2017+ Cummins L9 era; the naming/date discrepancies between different manufacturer-adjacent sources (T444E and DT466E end dates vary by a few years between tables) mean buyers should verify the specific engine and its production date directly from the individual unit's data plate rather than assuming a model-year-to-engine mapping from any single table; discontinuation after the 2024 model year means the platform is no longer in production and buyers should expect used-market sourcing going forward.

• Community-preferred combination: this research did not locate a dedicated skoolie-community forum thread specifically ranking RE Series engine-year preferences (as was found for the International 3800's DT466/DT466E distinction in the companion Type C report); the MaxxForce reliability caution above is corroborated at the manufacturer-admission level, which is stronger evidence than typical community folklore, but a specific "buy this year" community consensus for the RE Series specifically was not found and should be treated as not verified pending further community-forum research — flagged explicitly as a gap rather than invented.