More power from Cummin
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• When Cummins Engines launches its new, mid-range 112kW-198kW (150-265hp) C Series truck engines early next year, it will also offer an extra version of the L10 which will take its 10 litre engine range above 224kW (300hp) or the first time.
Although the straight-six Lb O has already been fitted to 6,595 UK-built trucks since its introduction four years ago, the highest power version currently available for truck application is only 216kW (290hp), although a 246kW (330hp) model is available from Cummins for PSV use.
Cummins is revealing little details on the high-power L10, except that it will develop more than 224kW. The mid-range C Series will be offered to operators in naturally-aspirated, turbocharged and turbocharged and charge-cooled versions, with power outputs from 112 to 198kW (150 to 265hp). At the higher power end, it will overlap with the L10 range.
With demand for power units over 224kW continuing to grow, Cummins is also planning to launch an uprated version of its 14-litre Super E engine in March. It will be rated at 503kW (450hp), and have a peak torque of 1,800Nm (1,3281bft).
Recent improvements to the Super E include the adoption of Step Timing Control — a method of timing fuel injectors, using a hydraulic tappet within each injector, controlled by both fuel and lubrication oil pressure.
STC is said to provide less white smoke on start up, smoother cold weather idling, better light load economy and less injector carbonising.
It is also claimed to give increased engine durability and lower nitrous oxide emission.
Further advances to the Super E range include revised engine cooling and a redesigned exhaust manifold. The latest Super E engines also have closer piston tolerances and better sealing around the cylinder liners.
El Cummins is to introduce an integral cylinder headmounted engine brake — known as the C Brake — on the Super E engine. Similar in concept to the Jacobs engine brake, it operates on the valves hydraulically, providing additional retardation.
• Fichtel and Sachs. Europe's largest manufacturer of dampers and clutches, plans to become the first European manufacturer to produce electronically controlled dampers.
Costing up to five times more than a standard unit with associated electronics, fitting will initially be restricted to only the most expensive passenger cars. As a compromise solution to the problem of providing variable damping, the company has produced its Vario suspension damper.
Retaining the basic twintube telescopic damper design, Fichtel and Sachs has engineered longitudinal grooves into the cylinder barrel to provide a by-pass for the damping oil and softer damping over that section of piston travel.
The size, number and position of the grooves can be varied to provide the desired damping characteristics. For steel sprung commercial vehicle applications it can be tailored to cater for both light-laden, and fully-laden running,