Cummins pours on the power
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Cummins is using electronics on its latest 10 and 14-litre lumps in order to comply with the Euro-1 emission regs. We've been to the States to see how they run.
• Last week Commercial Motor described the latest Euro-1 engine line-up from Cummins, following a visit to the engines maker's US headquarters by UK truck journalists. Not that the trip unearthed many surprises — details of the lowemission diesels had already been leaked by the UK truck manufacturers who plan to fit them.
But the range does underline Cummins' commitment to electronically controlled fuel injection systems. Out of the six new Euro-1 engines destined for the UK, three, the 14-litre N500E and N440E and the 10-litre L10350E, have Cummins' CELECT electronic fuel injection. Until now it has only been available in the US.
But what is CELECT, and what does it offer truck buyers? In a nutshell CELECT engines have unit injectors with a solenoid control valve which can vary injection timing and fuel metering from cylinder to cylinder depending on engine load.
The drive-by-wire system is controlled by an electronic control module (ECM), fitted on the left hand side of the block, which is fed signals by a variety of sensors. These provide instant data on, among other things, engine speed and throttle position, manifold boost pressure and coolant temperature. Armed with this information the ECM ensures the engine operates at optimum efficiency.
As if boosting fuel economy, improving performance and reducing emissions wasn't enough, CELECT also offers a range of information and controls, including engine diagnostics and a gear down protection system. This stops the driver trying to beat the speed limiter acting on top gear by changing to the next ratio and wind
ing the revs up. Cummins is also talking about a variable CELECT system which can adjust power and torque to suit road conditions (CM 10-16 Sept).
CM was able to get acquainted with CELECT driving three Class 8 top-weight tractors: a bonneted Kenworth T-600A and Volvo White, and a cabover Navistar 9700. All had CELECT engines, although they had different power ratings to the UK Euro-1 models.
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Our test trio was loaded to well below the UK 38-tonne limit, and their general ride and handling and noise was nothing like that of a European tractor, but it did give us a taste of what UK buyers can expect.
Our first spell behind the wheel was in the Navistar 9700 with a L10-330E and familiar Fuller 13-speed Roadranger (in the UK we get the 350E). While its gearing left it a little long-legged on two-lane highways, the CELECT LIO still proved a solid performer, lugging down on shallow gradients to 65km/h at 1,100rpm in top without any fuss. Splitting half a gear down was generally all that was needed to keep the momentum.
It was much the same story, only more so, in the uprated L10-365E-powered Kenworth with a nine-speed Fuller.
Over steep, undulating hills it pulled hard but with only 32 tonnes GCW it was never really pushed to its limit.
Not surprisingly the .N460E CELECT-engined Volvo White (we get the N440E and N500E) made short work of the Indiana hill roads, barely needing low range when climbing. If its torque output is anything to go by then British hauliers ordering the most-powerful N500E will have an engine that can compete happily with the top-rated Continental tractors favoured by UK owner-drivers.