Cummins unveils 2021 engine lineup
Here is the 2021 engine lineup from Cummins
Cummins has broadened the use of a number of technologies with the launch of its 2021 X12 and X15 engine portfolio. These technologies were previously only accessible on X15 Efficiency Series engines.
The oil drain intervals and fuel efficiency are also getting better.
According to John Malina, executive director of sales for Cummins North American engine division, both the X15 and X12 have a market-leading 75,000-mile (120,000-km) interval for trucks achieving seven or more miles per gallon (33.6 L/100 km).
Many users of the X15 Performance Series will see greater gaps in 2021. We have increased the oil change frequency by 10,000 miles for customers getting 6 to 7 miles per gallon (39.2 to 33.6 L/100 km) as well as those getting 5 to 6 miles per gallon (47 to 39.2 L/100 km) (16,000 km).
The longer drain periods are largely attributable to the data gathered via earlier oil analysis studies and the security the data provides.
The Cummins Oil Guard oil analysis program can even allow trucks to drive up to 100,000 miles (160,000 km) before needing an oil change when using authorized lubricants.
Increased fuel efficiency
It is undoubtedly challenging to target a specific fuel efficiency given the variety of applications for these engines. The X15 Efficiency Series, on the other hand, has a 3.5% higher fuel efficiency than its 2019 predecessor, claims Nick Roth, head of national accounts.
Customers who purchase engines with more than 500 hp will see a 2% increase in fuel efficiency in the X15 Performance Series, and a 2.5% increase in fuel efficiency in the X12 due to improvements to the base hardware. According to Roth, the most recent X12 will have an 8.5% better fuel efficiency than the ISX12.
The majority of product improvements that are part of the same system architecture can be modified to give consumers with older equipment the best trade-in value, according to the business.
Higher-performance engines
RaNae Isaak, Chief of the Powertrain and Total Cost of Ownership Consulting, claims that the X12 engines will receive new EX ratings for linehaul and regional applications. These ratings will take into account features like on-ramp boost (a Cummins-specific feature), predictive engine braking, predictive gear shifting, and dynamic power that were previously only available on the X15.
Prior to approaching the actual highway, on-ramp boost employs GPS signals to find ramps and forgoes fuel efficiency in favor of maximum torque and a shift pattern focused on performance.
Predictive engine braking can apply engine brakes to maintain speed, and adaptive gear shifting matches the gear for the terrain ahead. For people who tow variable or diminishing loads, dynamic power, on the other hand, changes torque so lighter automobiles can function similarly to their larger counterparts on grades. With this fuel efficiency improves.
Since the responsive features that previously required a unique engine calibration will be automatically enabled for the X12 EX grades, fleets will also have access to additional efficiency-focused technology like Smart Coast and Smart Torque 2. Customers that purchase non-EX grades will still have access to these features. Isaak claims that they may just enable them after delivery.
A web-based tool called Power Spec Web may be used to front-end specify powertrains, fine-tune particular features, and keep track of the vehicle's performance through a reporting component. Previously, these examinations required a PC-based software package.
She argued that downloading programs is much more difficult than simply going to a website with a URL.
Beyond what is seen
According to Kris Ptasznik, product manager for heavy-duty on-highways, the majority of the adjustments were made to internal components. You "could discern some slight exterior alterations when you look at the engines," he continued.
Additionally, changes were done while keeping the X12's weight at 2,050 pounds.
We have modified ring packs, raised the compression ratio, and enhanced engine breathing to maximize efficiency. Furthermore, Ptasznik said, "We provide an optional longer fuel filter that increases the market-leading oil drain intervals already given by the 2020 X12."
The engine now has the EX ratings for the X12 thanks to the installation of a new ECM.
Engine noise can be reduced at idle by using an air compressor resonator, which has traditionally only been available for the X15.
While several of the X15 Performance Series' updates were created with customers outside of North America in mind, they will equally benefit North American customers. As an illustration, consider how a higher thrust-bearing is often needed to handle the extraordinarily challenging road conditions in other places, but it also gives increased durability for everyone.
Ptasznik thinks it is needless to carry two different base hardwares just to make it possible.
Engineers are leveraging the engine's EGR flow to help with engine braking. The upgraded ECM and Cummins Acumen networking module, which enable software updates, diagnostics, and Connected Advisor capabilities, will be included with this engine, just like they were with the X12.
"We updated the air management system to increase compression ignition and engine efficiency. According to Ptasznik, we focussed on reducing parasitics and frictional losses at the same time by improving the power cylinder, decreasing the speed of the water pump, and shrinking some essential components.
Cummins claims that idle noise has minimized and engine shutdown has improved.
Additional powertrain features including Smart Coast, predictive cruise control, and a predictive road speed governor are also available for X15 engines with more than 500 hp.
Upcoming power
Despite the fact that battery-electric and fuel cell technologies are currently the focus of many discussions on electricity, the company still thinks diesel has a bright future.
"The mass customer in heavy-duty North America will continue to require a distinct diesel that runs in their duty cycles and applications," said Brett Merritt, vice president of Cummins' on-highway engine division.
He pointed out that the business defied industry norms about diesel engines a century later, presented hybrid options a decade or two later, and pioneered natural gas engines in the 1960s.
But things don't stop there. Five years ago, battery-electric systems were introduced, and shortly, hydrogen fuel cells will be accessible.
In particular usage, such as transit buses and heavy-duty trucks, Merritt asserts, "we think fuel cells will be a viable possibility." The heavy-duty vehicles that are anticipated to arrive late next year will sow some of the early seeds for such systems, he added.
"The optimum option for a linehaul application is not electric. You must decide how you'll power it up and how you'll be able to carry that many batteries."
Engineers must continue to develop diesel power solutions as they look into the requirements of the 2024 emissions objectives.
When Merritt said that the challenges there will go beyond the reduced NOx limits, he was referring to issues like warranty considerations that need to be overcome.
He promised that we will have a full array of merchandise.
"It's a great market."
