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Extra go from green Cummins

17th September 1992
Page 10
Page 10, 17th September 1992 — Extra go from green Cummins
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• Cummins has joined the 500hp dub. It will be announcing a 373kW version of its 14-litre block at next month's Scottish IRTE show as part of a cleanrunning UK range which meets the Euro-1 emission standard.

The N500E, which develops 2,102Nm (1,550Ibft) of torque at 1,200rpm, will allow UK truck manufacturers to compete with 373kW tractors such as the Renault AE500, Scania 143-500 and Volvo F16.

Backing up the N500E is the 328kW (440hp) N440E which is designed to win business from smaller capacity rivals. "It beats a 12-litre on durability and has the capacity to operate up to 44 tonnes," says Cummins' European director Ric Klein. Both models have the CELECT electronic fuel injection system.

Torque ratings

The existing 14-litre 410 with Step Timing Control (STC) mechanical variable fuel injection is joined by 340 and 380 STC engines. The 380 is aimed at fleet operators moving up into the 269kW (360hp)-plus tractor market; it will be offered with a choice of two torque ratings.

The old 320 and 365 14-litre engines have been dropped.

All 14-litre Euro-1 engines now have air-to-air charge-cooling with an uprated fuel injection system. To cope with the higher injection pressures Cummins has modified the rocker housings, valves, guides and camshaft assembly. The changes, which also affect the oil cooler and connectMg rods, add 70kg to the weight, but economy is unaffected.

As expected, Cummins has uprated its L10 straight six. Heading the range is the CELECT-equipped 261kW (350hp) L350E. If develops 7% more power and 8% more torque than the L325 which used to lead the range — the L325 also gains torque and comes with STC.

Maximum power revs on all Lb O engines have been reduced to 1,900rpm; while peak torque revs are down by 100 to 1,200rpm. The L350E will be pitched at top-weight hauliers who are looking for more power without any weight penalty.

Cummins has followed Volvo's example by adopting articulated pistons on its 10-litre engine. The piston comprises a forged steel crown and alloy skirt joined by the gudgeon pin. The articulated design was chosen as the best way to deal with the L350E's increased power, and the higher injection pressures needed to reduce emissions.

Dome cracking

The two-piece piston reduces cylinder temperatures and helps eliminate dome cracking. Changes to the rings, and a general improvement in the L10's lubrication system are said to cut oil consumption "to a third of what it was". The 8.3-litre C Series Euro-1 engine family gains a stiffer block to reduce noise, modified anodised-crown pistons to cut oil consumption and a revised fuel-injection system with new pumps and higher injection pressures. Top power option remains 205kW (275hp), an uprated C290, with peak torque of 1,125Nm (8301bft), will be offered for specialist applications such as fire engines.

The 157kW (210hp) model which used to head the B Series has been overtaken by the 172kW (230hp) B230. All 5.9litre Euro-1 B engines have a modified piston bowl and ring pack with an upgraded fuel pump.

Apart from the B130/145 variants all Cummins Euro-1 diesels now have charge-cooling.

Among the first customers for the Euro-1 B210 will be Seddon Atkinson, which will fit it in its new T5 17-tonner.

Having cleared the first Euro-1 emissions hurdle, Cummins says that its current range of engines will need no major changes" to meet Euro-2. El Commercial Motor has driven a number of trucks in the US with the latest CELECT engines — see next week's issue.

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People: Ric Klein

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