Cummins revealed its 2010 on-highway engine lineup, and noted that all of the new engines incorporate selective catalytic reduction (SCR) as part of the emission treatment system.
“Aggressive field testing has shown that we are on plan and will be ready for 2010 with our new engine lineup and the SCR emission treatment system,” said Steve Charlton, Cummins vice-president, heavy-duty engineering. “We believe the copper zeolite coating on the catalyst offers compelling advantages and will work very well in the system. We expect the new engines to perform superbly.”
Cummins' 2010 ISX15 will provide better fuel economy, performance, and reliability compared to today's ISX engine, he said. The ISX15 features the Cummins XPI fuel system, an enhanced cooled-EGR system, a single VGT Turbocharger, and the new Cummins Aftertreatment System that incorporates SCR with the Cummins Particulate Filter.
Fuel economy gains of up to 5% will be realized as compared to Cummins 2007 engines, and gains of up to 9% as compared to competitive 2010 in-cylinder solutions are anticipated. Ratings will be maintained from 400-600 hp with torque outputs from 1450-2050 lb-ft.
The 2010 ISX11.9 engine provides a compact and lightweight medium-bore engine ideal for vocational trucks, daycabs, emergency vehicles, and motorcoach applications. Sharing common cooled EGR, VGT Turbocharger, XPI fuel system, electronic controls, and aftertreatment system with the ISX15, the ISX11.9 will be offered with ratings from 310-425 hp and torque from 1150-1650 lb-ft.
The ISX15 will continue to feature the Intebrake integrated engine brake. The ISX11.9 will be offered with an optional engine compression brake.
Cummins's MidRange engines for 2010 appear nearly identical to their 2007 counterparts, with the addition of an SCR catalyst in the Cummins Aftertreatment System.
The ISB6.7, ISC8.3, and ISL9 engines continue to feature a single VGT Turbocharger; the ISC8.3 and ISL9 engines feature the XPI fuel system, as they have since 2007.
The most predominant change for 2010 is that the MidRange engines will share a common Electronic Control Module (ECM) with Cummins heavy-duty engines, with increased input/output and processing capability for full integration of the engine and aftertreatment system.
Engine braking capability on Cummins MidRange engines is provided by the VGT Turbocharger. An optional compression brake is available for the ISC8.3 and ISL9.
Truck ratings for the ISB6.7 will be 200-325 horsepower and peak torque of 520-750 lb-ft; the ISC8.3- 260-350 hp and peak torque of 660-1000 lb-ft; and the ISL9-345-380 hp and peak torque of 1150-1300 lb-ft.
All of Cummins 2010 on-highway MidRange and heavy-duty engines offer best-in-class fuel economy, reliability, and high power-to-weight ratios, and are compatible with long-life coolants and biodiesel blends up to B20. Maintenance intervals are maintained for low operating costs.
The Cummins Aftertreatment System for 2010 builds on the proven Cummins Particulate Filter, introduced in 2007 in North America, and adds SCR with urea-based diesel exhaust fluid (DEF). The SCR system adds a DEF-dosing valve, decomposition reactor for the hydrolysis of DEF, and a catalyst with copper zeolite coating.
Truck OEM-supplied components include the DEF tank and associated plumbing and heating.
DEF will be available at Cummins distributors, dealers and, major truck stops. The company expects DEF prices to range from $2 to $3 a gallon initially, but should drop below $2 as demand grows.