Cummins Inc. (NYSE:CMI) used the Mid-America Trucking Show in Louisville, Kentucky, to unveil its on-highway engine lineup ready to meet the new Environmental Protection Agency (EPA) regulations for the North American market.

Cummins unveiled the ISX15, which will provide better fuel economy, better performance and better reliability compared to today’s ISX engine. 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 Selective Catalytic Reduction (SCR) catalyst technology together with the Cummins Particulate Filter that was introduced in 2007.

The ISX15 features the XPI fuel system and a single overhead camshaft for a power-to-weight ratio among big-bore engines. Fuel economy gains of up to five percent will be realized as compared to Cummins 2007 engines, and gains of up to nine percent as compared to competitive 2010 in-cylinder solutions are anticipated. Ratings will be maintained from 400-600 horsepower (298-447 kW), with torque outputs from 1450-2050 lb-ft (1966-2779 N•m).

The new Cummins ISX11.9 engine was also unveiled. The ISX11.9 provides a compact and lightweight medium-bore engine ideal for vocational trucks, day cabs, 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 horsepower (231-317 kW) and torque from 1150-1650 lb-ft (1559 – 2237 N•m).

The ISX15 will continue to feature the Intebrake, an integrated engine brake; and the ISX11.9 will be offered with an optional engine compression brake.

Said Steve Charlton – Vice President, Heavy-Duty Engineering, “Our Heavy-Duty engines for 2010 have a large ‘sweet spot’ due to the low-temperature NOx conversion capability of the copper-zeolite catalyst, which means that these engines are extraordinarily driver-friendly. Fuel economy gains can be realized with even the most inexperienced driver and, at the same time, the engines deliver performance that the driver will love.”

Cummins debuted its MidRange engines for 2010, which appear nearly identical to their 2007 counterparts with the addition of an SCR catalyst in the Cummins Aftertreatment System. Cummins MidRange engines deliver best-in-class fuel economy and reliability with best-in-class power-to-weight ratios and have made significant market share gains in medium-duty truck and bus applications.

The ISB6.7, ISC8.3 and ISL9 engines continue to feature a single Cummins VGT Turbocharger; the ISC8.3 and ISL9 engines also 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 Cummins engine and aftertreatment system.

Engine braking capability on Cummins MidRange engines is provided by the VGT Turbocharger, and an optional compression brake is available for the ISC8.3 and ISL9.

Cummins ISB6.7 will be offered in truck ratings of 200-325 horsepower (150-242 kW), with peak torque of 520-750 lb-ft (705-1017 N•m). Cummins ISC8.3 will be offered in truck ratings of 260-350 hp (194-260 kW), with peak torque of 660-1000 lb-ft (895-1,356 N•m). The ISL9 will be offered in truck ratings of 345-380 hp (257-283 kW) and peak torque of 1150-1300 lb-ft (1560-1763 N•m).

Engine models and electronic calibrations for the bus, recreational vehicle and emergency vehicle markets will be available in 2010, as well as the ISB6.7 hybrid model.

“Cummins MidRange engines for 2010 are designed to perform in all types of applications and duty cycles, exceeding our customers’ expectations every mile,” said Jim Cramer, 2010 ISB Technical Program Leader. “The use of cooled EGR and Selective Catalytic Reduction offer a substantial fuel economy improvement – up to nine percent over an in-cylinder solution. With the use of SCR, we’re able to tune the combustion recipe in the engine to dramatically reduce diesel particulate filter regeneration. That means less fuel and greater simplicity in operations for our customers.”

Cummins on-highway engines for the U.S. and Canada are assembled in the U.S. at Cummins manufacturing facilities in Jamestown, New York; Rocky Mount, North Carolina; and Columbus, Indiana. Manufacturing processes were verified on the assembly lines for field test units. Limited production will begin in fourth quarter 2009 and full production in January 2010.