Take a look at three new engines shipping out. We take great pride in building our own pallets, wrapping them in protective shrink wrap, supplying break-in instructions and nose loading them during transit.
Take a look at three new engines shipping out. We take great pride in building our own pallets, wrapping them in protective shrink wrap, supplying break-in instructions and nose loading them during transit.
Legendary diesel engine manufacturer, Cummins Inc., has unveiled a revolutionary electric powered semi-truck prototype. The declaration comes just weeks before Tesla’s anticipated announcement of their own electric tractor trailer. The Cummins electric semi-truck will be regarded as a Class 7 Heavy Duty Truck Cab with 140 kWh battery pack.
Cummins does not plan to get into the semi truck manufacturing market but rather sell their heavy duty electric engine to commercial fleets and municipal government markets. The new engine system is known as the AEOS Engine, named after Greek mythological hero, Helio’s favorite horse. The 18,000 lbs., AEOS Tractor Trailer is rated to haul a 22 ton load and will be fully available starting in 2019.
The new AEOS engine is designed for cartage transportation and has a 100 mile operating range. Cartage trucking mostly specializes in the distribution of freight in a radius around major metropolitan areas or shipping ports. Examples of Class 7 Trucks would be food or package delivery vehicles ie.. (UPS or Bread Trucks.)
The new engine is not suited for long-haul trucking due to its short battery life. The Cummins Semi-Truck will need to be re-charged after 100 miles and take 1 hour at any 140 kWh charging station. Cummins hopes to get the charging time down to 20 minutes by 2020. Also in 2020 Cummins will have an extended version available with a small diesel engine which will act as an on-board generator for the batteries. The new low emissions diesel hybrid will be able to go 300 miles between charges and offer 50% fuel savings compared to the diesel hybrids on the market today. The company is researching the viability of adding solar powers to the top of the truck to further produce energy on the fly.
Cummins is planning for the future of on-road trucking whatever that might be. Upper management at Cummins has always been forward thinking. Cummins CEO, Thomas Linebarger said, “There are more technologies coming into economic relevance than we’ve seen in my career, ever. This is what we do. We feel we do better when technologies are shifting.”
The company, first started by Clessie Cummins in 1919, has seen many changes throughout its 98 year history. Over the years the organization has overcome many roadblocks to success in its journey. The company embraced the shift from 2-Stroke to 4-Stroke diesel engines instead of going under. In recent years the industry leader has been a pioneer in environmental issues and diesel particulate after-treatment systems for all of its engines. Rival Caterpillar Inc. decided to exit the over-the-road trucking industry in 2010 after failing to adapt to changing emissions regulations.
Cummins enters an already crowded electric / self driving vehicle market dominated by Bosch, Google, Daimler, Tesla and dozens of others. Much like the large auto and diesel competition, Cummins has been working on this technology for around a decade now. Cummins believes its experience in the trucking industry gives it an edge over newer startups like Tesla.
Tesla however is banking that its propriety batteries will be considered as the “gold standard” in the electric engine industry. Tesla makes its own batteries at its gigantic factory in the Nevada desert. Elon Musk wants to be in the battery business and license or sell the technology to all other electric engine manufacturers for years to come. Still there is a steep learning curve in the trucking industry.
What Tesla and upstarts like Google lack is the knowledge of the trucking customer base. Linebarger stated, “Where Cummins has an edge, is in understanding our customer’s needs. We know that we cannot have one solution for everybody which is why Cummins will continue to provide a variety of power technologies — including electric, diesel, natural gas and future alternative fuels — for different applications. We need to make sure we have the right technology for the right application. Even if the electrified power train replaces the internal combustion engine completely, that’s still a 20- to 25-year transition period customers have to manage through. If we have good technology, they’ll want to buy it from us.”
Still the technology is in its infancy. A Class 8 electronic truck engine does not make practical sense at this time. An all-electric powertrain with current battery power technology does not meet the demands of the long-haul trucking industry. Batteries will only go 200-300 miles before needing to recharge. Even 20 minute recharging times are much too long for truck drivers on tight delivery schedules. A Cummins ISX diesel engine will go about 6 MPG and typically carry twin 150 gallon tanks. That means a Cummins diesel powered semi could go 1,800 miles without having to stop and fill up. If a long-haul trucker relied only on a pure battery powered vehicle they would have to stop every 2-3 hours to recharge vs. every 2-3 days running pure diesel. Factor in the current 1 hour re-charge time and lack of charging stations and you have a system that just doesn’t work. Electric engine technology is still unproven with regards to nominal torque rating, handing up steep grades, pulling large loads, operating in the cold and on the fly repair needs.
There are many companies out there trying to improve the battery life and safety of the lithium ion battery technology which has not essentially changed since its inception in the early 1970s. Over a battery’s lifespan the unit degrades increasingly over time with a rapid reduction in charge capacity, cycle life (full recharge) and stability due to chemical changes to the electrodes in the battery. A 2015 study done by the Karlsruhe Institute of Technology found the battery life of a lithium ion battery varies greatly with 30% loss of charge after 3000 full recharge cycles for some units and 5000 full recharge cycles for others. The study also found that safety standards for some batteries were not consistent and that for large stationary batteries to be profitable that at least 3000 recharge cycles needed to be met. Still scientists are working hard to solve the battery life issue. Companies like Siemens are field testing eHighways which would consist of overhead wires to charge onboard batteries. The 150 year old technology, which was used to power electric trains and street cars, could get a new lease on life. The company stated that building out an overhead wire infrastructure could save $227 billion over the cost of producing more powerful hydrogen fuel cell technology.
Only time will tell what the future may hold for the electric engine in the over-the-road trucking industry. With the advent of change it forces a premium on faster pace adaption. Innovation and advancement are built on the rapid need to adapt to survive. Cummins seems to not only understand this concept but embrace it. Eventually, one of these newer companies will figure out a long lasting battery to harness great amounts of energy in a compact space. As technology progresses it will be up to the manufacturers, companies and ultimately the drivers to keep up with the changes. Those who do not adapt will go the way of the dinosaurs. Greek philosopher Heraclitus said it best, “All is flux, nothing stays still – there is nothing permanent except change.”
The Cummins N-14 is a great engine; quite possibly the best Cummins engine ever produced. These engines are the stuff dreams are made of if you’re an old school guy looking for reliability. No doubt, the N14 is part of “1,000,000 mile club”. The engine features the best of engineering fundamentals mixed with one of the first electronic control system. First designed in the late 1980s it was sent into full production in 1991. The N14 engine is the follow up to the vastly popular Cummins 855 Big Cam which was produced 1976-1985. Cummins listened to it customers and designed a more powerful version of the 855 while maintaining a similar profile and bore/stroke architecture. Overall, the biggest structural difference between the 855 and N14 is the air-to-air cooling system changes but both engines are very similar.
The N-14 was produced until 2001 and saw many changes over its 10+ year run for Cummins. The most radical change over the 855 was the incorporation of the electronic control module (ECM). Detroit Diesel rolled out the first commercial electronic diesel engine in 1987 with its ground breaking Series 60 Engine and Cummins followed suit. With the advent of the first EPA Tier emissions regulations in 1994 the future of diesel engines was going to be electronic diagnostics. The N14 Celect was the first Cummins engine to feature an electronic injection system. The Celect fuel system produces systematic pressure throughout each injection cycle unlike the common rail fuel system of the 855, or older M11 or L10 models. Albeit the injectors are still cam actuated the ECM controls the metered flow of fuel to the injectors. In 1997 Cummins introduced the N14 Celect Plus which further fine-tuned the ECM to control many more custom parameters of the fuel system.
In addition of an ECM the N14 was designed for emissions purposes to consume much less oil. The N14 diesel was engineered in a way where oil flow is much more uniform thus requiring the engine to consume about 20%-30% less oil than the Cummins 855. Engineers at Cummins also came up with new pistons that positioned the top ring much closer to the uppermost part of the piston. This new design reduced a large open space between the ring and the piston liner. By utilizing this space the combustion chamber moved closer to the top ring which meant the oil got much hotter and burned off more completely. In addition to internal changes, engineers also developed an API CF-4 and API CG-4 oil for the N14 that was much more thermally stable and easier to breakdown on a molecular level.
For all of the great aspects of the Cummins N14 its Achilles Heel has always been the injectors. The L10, M11 and N14 all have problems with injector failures and the surrounding electronics. The fuel system’s main components consists of the injectors, injector wiring harness and the ECM. A common occurrence will happen when, for example, when the ECM shows a 111 or 343 code in an N-14 Celect Plus model. This means the ECM isn’t grounded to the injector. Usually this starts out with only 1 injector shown to be malfunctioning but can quickly spread to others. If this happens you immediately want to shut down the engine.
These early electronic engines offered no protection against the wiring harness shortening out. There are 6 injector driver connections on the ECM which are attached to the injectors via a wiring harness. If an injector goes bad it is advised to pull out the wiring from the injector and replace immediately before the faulty wire burns up the ECM motherboard. Usually if you unplug # 1, 2, 3, or 4 injector drivers in time you can save the ECM/injectors. The wiring harnesses are known to have problems and are very expensive to replace.
Another issue with the N14 ECM is a faulty fuel solenoid. The solenoid is situated on the bottom of the ECM. If the solenoid shorts it will heat up the ECM slowly and can then destroy the entire fuel solenoid circuit, memory chip and the injector timing chip. Usually the solenoid gets so hot it melts the solder on the chips. For a 50 pin connection all it takes is one pin to loosen from the heat to destroy the ECM. It is recommended that drivers carry 1-2 extra injectors in the truck in case one goes out. Usually they go out in pairs which makes sense to carry 2 at all times.
• Injectors overfill with fuel and it overfills the crankcase
• Injector O-Rings will leak
• Misfires occurring due to a clogged filter screen on top of the injector pump
• Injector cup failures allow water in the fuel
• Over revving can cause scoring on the injector plunger barrel
• Oil Coolers are prone to clogging
• Fuel lines prone to fraying allowing debris into the injector
The type of fuel and additives used with the N-14 make a world of difference. Many fleet operators use Lucas oil additives or Automatic Transmission Fluid (ATF) Liquid Moly solutions. ATF additives prevent oil loss, helps protect and regenerate seals and rings, cleans out oil sludge, improves steering performance and helps protect the engine during shifting. Most operators will put in 1 quart of ATF per 100 gallons of fuel. However it is important to note ATF Fluid is red in nature and will show up as off-road fuel at most DOT Weight Stations. You could end up with some pretty big fines if you don’t have the proper documentation. Other preventative measures with the N-14 include using an alcohol based additive to kill off algae from newer blends of fuel. The algae in these various blends tends to eat through the older OEM fuel lines. If you use winter and summer blend diesel fuels make sure to use blends from a reputable supplier instead of some discount brand as the N-14 doesn’t do well with overly chemically blended fuels; the basic stuff will do just fine.
Even though the N14 has some injector issues make no mistake the N14 is a workhorse. This diesel engine has the power to get the job done, is easy to maintain and will last a long time. It is recommended that the oil filter, fuel filter and coolant filters all be replaced every 11,500 miles. The N-14 does not do well with cheaper filters that don’t further remove particulate matter. The early Cummins ISB series engines, (5.9 L and 6.7 L) were known to ship with cheaper less efficient filters which were also used in the early N-14 engines as well. Fleetguard or Donaldson makes a fine aftermarket filter for newer replacement purposes. Other than the fuel filters it is recommended that the valves be adjusted every 125,000 miles but a major overall should not be needed for 500,000 – 1,000,000 miles.
• Displacement: 14.0 Liter
• Bore: 5.5”, 140 mm
• Stroke: 6.0”, 152 mm
• Cylinders: 6 In-Line
• Fuel System: PT
• Horsepower: 310 – 525 HP @ 2100 RPM, 360 HP @ 1800 RPM Marine
• Power Rating: 231 – 391 kW standard, 269 kW Marine
• Aspiration: Turbocharged / Waterjacket Aftercooled / Naturally Aspirated Options
• Rating Type: Continuous
• Dry Weight: 2800 lbs., 1300 kg
• Dimensions: Length 59 in, 1496 mm, Width 33 in, 854 mm, Height 51 in, 1293 mm.
• Compression Ratio: 17:1
• Injector Firing Order: 1-5-3-6-2-4
• Valve Timing: A Mark Cylinder 1-6, B Mark Cylinder 5-2, C Mark Cylinder 3-4
• Clearances: Intake Valves: 14 thousands, Exhaust Valves: 27 thousands
• Emissions Certifications: Meets NOx requirements International Maritime Organization (IMO), Maripol 73/78 Annex VI Regulation 13 and the United States Environmental Protection Agency.
Technology continues to integrate itself in the diesel engine industry. The old guard is on its way out and 21st century technology is alive and well over at Cummins, Inc. The company announced the release of its new Guidanz mobile app which allows customers to access engine fault code and diagnostics within minutes.
The Guidanz app provides critical engine information about its on-highway engines as well as Tier 3 off-highway rated engine models. The information, once only found in thousands of pages of manuals is now available to customers a click of a button. The ease of use and real time data available is unreal. Every engine 2007 model year and later will featured on the app and be connected with authorized Cummins Dealers and Certified Independent Facilities.
The app works through Bluetooth connectivity with the engine. To receive real time engine data via your phone the ECM must be connected to Guidanz via the INLINE mini adapter or INLINE 7 full adapters. The ECM sends data to the adapter which pings the Guidanz app with an engine update report.
The data will be transmitted to the customer as well as operation managers, service centers or emailed directly to Cummins dealerships. Cummins calls the service “Immediate Assessment” The program will help Cummins read fault codes, diagnose the issue, assess the immediate health of the engine and schedule a repair time. The app will even create a work order and deliver the appropriate parts for the job to the service bay all without the customer having to do anything.
Even in offline mode the Guidanz system will still operate with a Smartphone or Tablet. The Bluetooth connectivity of INLINE will always ping the users phone with fault codes and engine status alerts. This means that even in remote locations such as an underground mine or an offshore oil rig operation managers can still access engine data and call or email Cummins at their leisure.
Cummins joins the list of heavy duty equipment manufacturers that are integrating diagnostic software into their products. Caterpillar and John Deere already have programs in place which are generating more service business for local dealerships. In the past many of these diagnostics issues would go unnoticed until a major problem arose. Now a small problem can be fixed before a major issue occurs. This save the customer time and money as well as generates a new stream of revenue for local service centers. The app is a free download available from the Apple App Store and Google Play Store and works with the iOS or Android Operating System.
Another week in the books! One of our most favorite engines to build here at Capital Reman is the Cummins ISX. Both the dual overhead cam and single overhead cam design were very well designed. Take a look at this a couple of pictures of this ISX Longblock that shipped.
Powerhouse engine manufacturer Cummins Inc. has made public this week that it is introducing a complete comprehensive three-year warranty for its famous B Series 6.7 L diesel engine.
The base level warranty covers the same comprehensive coverage for parts and labor on standard engine failures as the old warranty. It also covers some warrantable failures for the emissions after treatment systems. The warranty is unlimited miles but is only good in North America. In addition to the extended engine warranty, an additional towing and travel coverage has been increased from one to three years. The towing and travel coverage includes no deductible and consumables used in the repair will be billed at no charge. Customers can now purchase extended warranties up to 300,000 miles or 7 years if they choose at a much lower cost than before.
It makes sense for Cummins to offer additional warranty options for customers amid struggling revenue projections this year. The 6.7 L, first introduced in 2007, is one of Cummins most popular engines installed in many Dodge Ram and now Nissan Trucks. Cummins has been producing the 5.9 L and 6.7 L engines for many years now and is well versed in the inner workings of the duty cycles of these engines. The deep knowledge on how to repair these engines and more importantly how to perfect its manufacturing techniques has given the company confidence to offer extended warranties. The 6.7 L engines used to have issues with the emissions after-treatment DPF and SCR systems but those days seem to be long behind the company. Emissions treatment technology was essentially forced upon engine manufacturers by the EPA in the 1990s and really started its integration on over the road and off road engines starting around 2005.
Last year Cummins share price dropped 41% primarily due to a significant drop in the amount of orders from their biggest customer, PACCAR Inc. Truck maker, PACCAR, began making its own propriety MX engines for the North American market beginning in 2010. PACCAR invested over $1 billion dollars over ten years on the MX product line hoping to be completely independent of engine maker Cummins. In 2016 nearly 40% of all new PACCAR trucks (Kenworth and Peterbuilt) came equipped with an MX engine.
Furthermore, Cummins’ second biggest contract, Freightliner, is expected to decline by 10%-15% as they explore other engine options for their trucks. In addition to declines in domestic revenues for Cummins the international markets are much softer than they have been in past years for heavy equipment and over-the-road trucks. Overall, Cummins’ NAFTA Class 8 Group 2 (>10L) share should also decline below its projected “low 30%” range for 2016 according to Longbrow Research. Hopefully, the storied engine maker can turn things around in 2017.
Http://www.fleetequipmentmag.com/author/feadminusr/. “Cummins Extends B6.7 Engine Warranty.” Fleet Equipment Magazine. N.p., Nov. 2016. Web. 06 Dec. 2016.
Swanson, Jim. “Dealers Expect Cummins To Lose More Market Share This Year, New Data Shows.” Benzinga. N.p., 26 Jan. 2016. Web. 06 Dec. 2016.
Capital Reman Exchange is proud to call Colorado our home. Based in the Mile High City, we call the Capitol City of Colorado our home, but ensure it is our client’s capital equipment and trust we strive to earn each and every day. We achieve trust through hands on ownership and an employee base that is second to none in skill and training.
Our modern facilities and equipment include our full machine shop and separate engine building departments. These facilities help keep Capital Reman Exchange a cut above the competition and allows us the flexibility to work with customers who are individual owners, fleet managers or anywhere on the spectrum.
We a certified AERA (Automotive Engine Rebuilders Association) machine shop. Our team of in-house diesel experts are qualified to assist you with:
- Remanufactured Diesel Engines
- Used Diesel Engines
- Camshafts and Followers
- Cylinder Heads
- Connecting Rods
- Rocker Assemblies
- Inframe and Overhaul Kits
We believe our consultative approach to solving diesel engine problems helps to craft the perfect solution to fit your specific application. Call us today, we would love to help you with all of your heavy duty engine needs!
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