Cummins Euro-6 engines
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The Euro-6 version of the Cummins 4.5-litre engine has surprising origins
Words: David Wilcox CUMMINS’ FORTHCOMING Euro-6 version of its four-cylinder 4.5-litre ISB engine is not a development of the current Euro-5 model. Unveiling the Euro-6 engines at its Darlington plant, Cummins said the model is derived from the 3.8-litre ISF engine, which was launched in 2008 for the Chinese light truck market. It is made in Beijing at a plant owned by Cummins and its local joint venture partner Beiqi Foton.
Cummins says the overhead-camshaft, 3.8-litre ISF was always destined to handle a swept volume of 4.5-litres, and its newer design makes it a better basis than the current ISB for Euro-6. It is light, so even with the exhaust gas recirculation (EGR) system needed for Euro-6, the new ISB has a dry weight of only 316kg – a Euro-5 ISB is 366kg.
That offsets the extra weight of Cummins’ in-house exhaust aftertreatment system, comprising diesel oxidation catalyst, diesel particulate ilter (DPF), AdBlue injection, SCR catalyst and ammonia slip catalyst, plus sensors to control and monitor emissions. That weighs 87kg, about twice as much as a Euro-5 exhaust. ▲ The common-rail fuel injection system operates at up to 1,800bar and is capable of ive injections per cycle, with post-injection used to burn fuel in the exhaust, raising the temperature to regenerate the DPF.
The DPF needs cleaning every 200,000km or so to rid ash residue from the engine oil. By specifying lowash, mineral-based oil and increasing sump capacity by a few litres, oil-drain intervals are unchanged.
The engine also features a variable geometry version of the Holset HE200 turbocharger, introduced last year by Cummins Turbo Technologies for the light truck market. As well as improving transient response the variable geometry turbocharger manipulates the exhaust back-pressure to help drive the EGR and raise the exhaust temperature for DPF regeneration, and doubles as an exhaust brake. Cummins says fuel consumption will be no worse than at Euro-5 and AdBlue consumption is likely to be half Euro-5’s rate.
The four-cylinder Euro-6 ISB will be available in ratings from 148hp to 207hp, with peak torque of up to 760Nm, close to those of the Euro-5 engine. Governed speed is down from 2,500rpm to 2,300rpm.
The Euro-6 ISB4.5 will be made in China instead of Darlington, but Cummins says production of other engines at Darlington will more than compensate.
Similar changes have been made to upgrade the 6.7-litre six-cylinder ISB to Euro-6, but the base engine is still the Euro-5 unit. The addition of the EGR system and the bigger Holset VGT turbocharger sees dry weight rise from 485kg to 522kg. EGR increases heat rejection by 20%, so a bigger radiator may be necessary. Oil capacity is increased from 17.5 litres to 25 litres.
The ISB6.7 will come in ratings from 222hp to 307hp. Peak torque value of 1,100Nm is unchanged.
Cummins’ biggest European automotive customer for fourand six-cylinder ISB engines is Daf’s parent Paccar, which brands the engines Paccar FR and GR respectively in Daf LF and CF rigids. Neither Cummins nor Daf is ready to conirm that this will continue at Euro-6. ■