Issue link: https://read.dmtmag.com/i/52522
EQUIPMENT Powering2012 A CUMMINS Cummins' ISX15 was introduced in 1998. Design of its block was optimized through new electronic tools to minimize noise and weight. The engine also had an integrated engine brake. The cylin- der liners got an improved hard- ening process in ISX15 2002 because exhaust gas recirculation can cause cor- rosion of the wear surface. Also, the piston pin was supplied with lube oil under pressure to allow the pis- ton to carry the additional cylinder pressure of EGR. The harder liners actually extended life. Other features include a combination full-flow and bypass oil filter from Cummins Filtration. In 2007, a new combustion chamber was intro- duced. It stirs up the air around the fuel sprays to allow increased EGR levels with less air. The result was little or no increase in cylinder pressure while other engines were forced to handle more pressure in their cylinders. 2010 brought a new injection system, the XPI common rail design. The original, simple ISX fuel system was not able to split each injection cycle into separate shots of fuel. The XPI system allows a "pilot" shot of fuel early in com- pression to produce much quieter and ISX15 HORSEPOWER: 400-600 TORQUE: 1,450-2,050 lb.-ft. BORE AND STROKE: 5.4 in. by 6.7 in. DISPLACEMENT: 15 liters LUBE OIL CAPACITY: 14 gallons faster ignition, and enables each main shot of fuel to be split up, to reduce nitrogen oxide (NOx) and soot. It pro- vides fuel pressure independent of rpm to a large pipe, or 12 TRUCKERS NEWS JANUARY 2012 JOHN BAXTER fter years of emissions hurdles and technology evolutions the current 2010 compliant engines deliver better fuel economy, will likely last longer, and, in some cases, offer longer oil change intervals than past engines. The following is a quick guide to what is being offered today from the major engine manufacturers in the Class 8 market. common-rail. Maximum injection pressure even below the torque peak means a better torque curve, improved fuel economy, less soot for the DPF to handle, and faster, quieter cold starts. Equipping 2010 and 2011 models with Cummins Fil- tration's own integrated DPF and SCR system with a copper-zeolite catalyst means less EGR and more favor- able engine tuning. This gives 3 to 5 percent better fuel economy, depending on the application. Cummins also offers the ISX 11.9-liter engine, which has the XPI fuel system and a rear-driven camshaft. It offers maximum ratings of 425 horsepower and 1650 lb.-ft. of torque. DETROIT DIESEL Detroit Diesel, which will be rebranded as Detroit later this spring, and its par- ent company, Daimler AG, developed the DD13, DD15 and DD16. The DD16 is an owner-oper- ator/heavy-haul version of the platform displacing 15.6 liters. The 15- and 16-liter versions have a turbo-com- pounding system, says Admir Kreso, senior engineering man- ager at Detroit. The turbo-com- DD16 pounding turbine sits behind the regular turbo, but instead of driving a compressor for the intake air, it drives the crankshaft through hydraulics and a geartrain. It recovers energy that would otherwise be lost, so, in addition to sav- ing fuel, it increases power output. The turbo-compounding system also provides the exhaust backpressure necessary to make the EGR sys- tem work without a variable geometry turbo. So the DD16 also uses a simple, non-wastegate turbo, which is claimed to provide quick throttle response.