14 February 2006
In this video DD15 VS Cummins ISX I go over both diesel engines, the DD15 and the ISX. I get questions all the time asking which engine is better. Here are some comparisons between the Detroit DD15 and the Cummins ISX, including feedback from truckers who have actually operated each. The DD15 is more fuel-efficient than the ISX, particularly at RPM lower than 1,500; The ISX has a wider power band than the DD15. Meaning a larger range of efficient operating speeds.
Volvo Trucks North America unveiled its new family of heavy-duty diesel engines—the 11-liter D11, 13-liter D13 and 16-liter D16—meeting the US 2007 emission standards. The engines will use “high-performance cooled exhaust gas recirculation” (EGR) and diesel particulate filters (DPF) to achieve the new emissions standards. Volvo has been using EGR in North America since October 2002.
The new engines will be available on Volvo trucks for a range of applications:
Volvo D13 Vs Cummins Isx Diesel Engine
Volvo D13 Vs Cummins Isx Injectors
- The Volvo D11, intended for pickup and delivery, less-than-truckload and regional distribution applications, will be available in the Volvo VNM and Volvo VNL truck models. The engine will be available with 325 hp to 405 hp, with torque from 1250 to 1450 lb-ft.
- The Volvo D13 will be available in the Volvo VNM and Volvo VNL tractors, as well as the Volvo VHD vocational truck and tractor. Primary applications are LTL, truckload, linehaul freight and vocational duties. The D13 will be available with 335 hp to 485 hp, with torque levels from 1350 to 1650 lb-ft.
- The Volvo D16, intended for heavy-haul applications, will be available in the Volvo VNL and Volvo VT. For 2007, the D16 will be available with 450 hp up to 600 hp, and with torques from 1650 lb-ft to 2050 lb-ft.
Volvo will also continue to offer the 15-liter Cummins ISX with 2007 emissions technology as an option in its Volvo VN and Volvo VT highway tractors.
The 2007 Volvo engines feature the following technologies:
- Ultra High Fuel Injection Pressure (UHFP), with maximum fuel injection pressures raised 20% over the Volvo D12 to 35,000 psi (241 MPa). The higher pressures improves fuel atomization and dispersal in the cylinder.
- Multiple fuel injections per stroke, utilizing a new proprietary actuation strategy for the dual-solenoid unit fuel injector Volvo introduced on its 2002 Volvo D12. This gives precise control over fuel injection for emissions control and engine performance.
- Single-stage variable geometry turbocharger (VGT), with a sliding nozzle and electronic actuation. The VGT delivers enhanced engine response and driveability, as well as greater backpressure for the EGR system. The electronic actuator gives more precise control than a pneumatic actuator. Both the turbo bearing housing and the actuator are water-cooled. Volvo first introduced this technology on the D16 in 2005.
- Increased peak cylinder pressures allow for increased thermal efficiency.
- Single-piece, rigid deck cylinder head with four valves per cylinder and 38 cylinder head fasteners is built to withstand the higher injection and cylinder pressures for increased durability and reliability. Like the engine block, the head is cast with proprietary technology in Volvo's own foundry in Skovde, Sweden. Steel cylinder head gasket is also designed for higher combustion pressures for increased reliability and durability. Steel “ladder” reinforcement increases stiffness of main-bearing area for increased reliability and durability.
- Rear-mounted gear train with camshaft damper drives the overhead camshaft, air compressor, and power steering pump. A viscous damper on the camshaft absorbs the torsional vibrations generated by high-pressure fuel injection and routes those vibrations into the flywheel, where they are effectively absorbed. This increases reliability and durability, and contributes to longer life for engine-driven components. Placing the gear train at the rear of the engine block also improves air flow and cooling around the engine.
- Volvo Engine Brake (VEB) with high retardation over the speed range, is integrated into engine for safety and longer foundation brake life.
- Volvo VECTRO® EMS engine electronics with enhanced diagnostics builds on the engine controls and diagnostic capabilities of the previous generations of VECTRO. The VECTRO electronics also handles the additional requirements related to DPF operation and regeneration.
- Full-flow oil filtration with deep-flow canisters ensuring full media usage.
- Bypass oil filter uses 5 micron filter to remove fine particles.
- Low-return, low-flow fuel system cools fuel in the engine, not the fuel tank, providing consistent fuel temperature to the injectors regardless of extreme summer heat or winter cold, for consistent power and better fuel economy.
- Standard engine mounted primary fuel filter with in-cab water-in-fuel warning indicator.
The engines will deliver fuel economy equivalent to the current engines, said Volvo. Oil drain intervals for the new engines are, depending on duty cycle: up to 30,000 miles for the D11; up to 45,000 miles for the D13; and, up to 50,000 miles for the D16.
Volvo will apply a $7,500 surcharge on invoices for 2007 compliant trucks with both Volvo and Cummins ISX engines to cover the cost of development work to meet the 2007 emission requirements. The new family of engines will be assembled at the Volvo Powertrain North America plant in Hagerstown, MD.
Cummins Isx Big Problems
Source: Volvo (technology | price increase)