Equipment World Digital Magazine
Issue link: http://read.dmtmag.com/i/201186
product report | by Tom Jackson TJackson@randallreilly.com New Cummins V-8 developed for Nissan Titan, but other medium-duty applications abound I n early October Cummins unveiled its much anticipated ISV5.0 diesel engine, a compact V-8 model destined for numerous medium-and light-duty applications, including the Nissan Titan 1/2-ton pickup. Pickup truck specs will be announced later by Nissan, but with a modified air handling system these engines are expected to have about 300 horsepower and 550 foot-pounds of torque. Cummins also announced the horsepower and torque specs for the ISV5.0 in commercial applications. There are several iterations, but the spread is 200 to 275 horsepower and 520 to 550 foot-pounds of torque. Cummins is positioning the new ISV5.0 as more than just a light truck powerplant. On hand for the media ride-and-drive were a school bus, delivery van, flatbed truck and additional medium-duty vehicles. Cummins wants this engine to be a contender anywhere you have an eight or 10-cylinder gasoline engine and the poor fuel economy that results from those big-block gas burners. Compared with a gasoline engine in similar applications, the ISV5.0 will bring 20 to 40 percent better fuel economy, say Cummins officials. The 5-liter ISV5.0 sports a 90-degree V configuration with a forged steel crank, a compact graphite iron block, aluminum head and composite valve covers. The CGI Cummins and Nissan have inked a deal to put the new ISV5.0 engine in the Titan pickup truck, but Cummins sees the new powerplant as having many additional opportunities in the medium-duty world. block allows Cummins to reduce the engine weight and improve strength and rigidity, having almost twice the tensile strength of traditional cast iron, says Jim Katzenmeyer, executive engineer. Dual overhead cams drive four valves per cylinder. Bosch centered injectors put out fuel at 29,000 psi, which improves response at high speed. For precise boost control, Cummins used the same basic variable geometry turbo design found on its bigger engines, just scaled down for the 5L size. To get these eight cylinders cranking in cold weather Cummins opted for an advanced glow plug system. The ceramic glow plug offers a long life and low current draw making it less taxing on the electrical system. At minus 25 degrees it was able to consistently start the engine in under two seconds, Katzenmeyer says. The ISV5.0 uses all the bells and whistles of the diesel emissions era including cooled EGR, a DPF/DOC and SCR, but the technology story here is how Cummins managed to create an exceptionally quiet diesel engine. Noise reduction comes from several design elements. First, piezo electric fuel injectors can initiate up to seven injection events per combustion cycle, balancing out the ignition sequence for a very smooth effect. "This gives us good control of combustion noise," says Katzenmeyer. Chain-driven lube and fuel pumps further reduce engine noise. If the past is predictive of the future, Cummins may have just thrown down the gauntlet in the battle for 1/2-ton diesels. Dave Crompton, engine business vice president, noted that many people thought the in-line six-cylinder engine Cummins developed for the Ram 2500 would only sell about 2,000 units a year. But today that engine helps sell some 100,000 Dodge Ram 3/4- and 1-ton pickup trucks a year. EW EquipmentWorld.com | November 2013 53