A Seattle firm is claiming that Fiat Chrysler Automobiles and Cummins intentionally misled owners of Ram heavy-duty pickups with falsified emission information and substandard diesel motors.
Nissan announced Tuesday that its new Titan and Titan XD pickups will be powered by an all-new 5.6-liter V-8 that makes 390 horsepower and 401 pound-feet of torque. The new V-8 replaces the aging mill that produced 317 hp and 385 pound-feet of torque.
According to Nissan, the new V-8 — dubbed Endurance — will be built at the automaker’s Decherd, Tennessee powertrain assembly that produces all powertrains for vehicles assembled in the U.S.
(Apparently, Nissan’s announcement broke the automaker’s press site. The site went down shortly after the announcement.) (Read More…)
In Part One we looked at Clessie Cummins’ development of the first practical and reliable diesel truck engines and his earliest attempts to race diesels in the Indy 500. Though he had succeeded in developing the technology, he still hadn’t achieved the ultimate proof of concept that market success brings. (Read More…)
(Note to readers: This was the piece on Clessie Cummins that should have appeared first. Unfortunately, Part 2 of the series ran first and will be rerun later this afternoon — Aaron.)
Diesel engines have been in the news lately, and not for good things. The admission by Volkswagen that it has been using a software device to cheat on government emissions testing of at least some of its diesels may taint compression ignition, oil-fired engines in the passenger car market. The trucking industry, however, will continue to use diesels. That’s mostly because of a guy named Clessie Lyle Cummins.
If you’re an automobile or truck enthusiast you likely know his last name, but just as likely know nothing about him.
His accomplishments date to building a working steam engine for his family’s Indiana farm as an 11 year old in 1899, casting the engine parts from molten iron poured into hand-carved molds. As a teenager, he started to take odd jobs including fixing machinery, which led to a job at the maker of Marmon automobiles — Nordyke and Marmon. He was also member of the pit crew of Ray Harroun’s Marmon Wasp that was the winner of the very first Indianapolis 500 race in 1911, and offered suggestions that made the car faster. Cummin’s loved the Indy 500 and his engines would eventually run there, with some measure of success. (Read More…)
What does a diesel shop in Michigan have in common with a Washingtonian florist and a Hoosier pizza hut? An owner who refuses to serve openly gay customers.
When the next-gen Nissan Titan rolls up to the stage at next year’s Detroit Auto Show, the full-size truck will have a big oil-burner with enough sequential firepower to put all on Truck Mountain on notice.
Nissan North America sales boss Fred Diaz expects his employer will gain more mind and market share in 2014 in the run-up to the 2016 Titan’s debut in showrooms, a truck promised to be more competitive than the current model.
WardsAuto reports that the next generation 2016 Toyota Tundra pickup will receive the Cummins 5.0L V8 turbodiesel for 2016, the same engine that will be powering the next Nissan Titan pickup, due for 2015. While Toyota had been working on a diesel engine with Hino, Toyota’s heavy-truck division, the economic crash of 2008 shelved the plans. With new found interest in light diesels and the new Ram EcoDiesel leading the way with favorable reviews and excellent fuel economy, Toyota looks to jump quickly into the light diesel truck market.
There’s just something about a diesel pickup truck that makes grown men regress into Tonka-loving children. Even my Prius-driving environmentalist friends in Berkeley admit they secretly want a diesel pickup. The problem of course is that diesel pickups are expensive (the cheapest diesel Ram 2500 is $36,975 and it doesn’t have an automatic transmission, the cheapest oil-burning F-250 is $38,250) and, for the majority of us, the high payload and towing capacities are overkill. While economical in a specific sense, the large diesel trucks aren’t “fuel-efficient” either. Until now. Mark your calendars folks, The 2014 Ram 1500 Eco Diesel is the half-ton truck in America sporting a small diesel engine.
Nothing is more American than the pickup truck. If the stars and stripes thing ever gets old, they will probably get replaced by a RAM / GM / Ford montage. The other thing that’s quintessentially American is an arms race. No, I’m not talking military hardware, I’m talking about the eternal RAM vs Chevy/GMC vs Ford tuck wars. Who has the best frame? Who has the best engine? Who can haul the most? Be prepared to draw your weapons and click past the jump. Chrysler sent me a 2013 RAM 3500 for a week and then invited me to taste test the refreshed 2014 model for a day.
Sources tell us that Nissan and Cummins will make a joint announcement Tuesday regarding a diesel engine for the next-generation Titan. Our sources suggest the powertrain could be either a Chinese-made 4-cylinder engine or alternately a 5.0L V8. Currently, Ram is the only truck maker to offer a Cummins powertrain. Nissan recently hired Fred Diaz, Ram’s former CEO, to head up Nissan Division’s day-to-day operations.
Christmas is over so we go back to war. This is the newest kill-machine of the Chinese army. It is a 4×4 armored vehicle based on the Dongfeng EQ2050 (thank you America!). The new car seems designed as a hit-and-run fast attack vehicle with a big turret on the roof for a big fat machine gun or rocket-propelled grenade launcher. (Read More…)
Pickuptrucks.com reports that you may not have to wait for Mahindra to work through its legal issues to get an efficient diesel-powered pickup, as the DOE has funded development of a four-cylinder Cummins diesel engine which is being demonstrated in a Nissan Titan. According to the report
Cummins refers to the engine by the codename “LA-4” with a 2.8-liter displacement (170 cubic inches). Initial power figures on the engine dyno have the mule test engine producing 350 pounds-feet of torque at around 1,800 rpm. A chart in the presentation shows targeted power levels to be approximately 220 horsepower and 380 pounds-feet.
The engine is likely a derivative of the four-cylinder ISF architecture that Cummins builds overseas, with 2.8-liter and 3.8-liter displacements. The overseas 3.8-liter is rated at 168 horsepower and 443 pounds-feet of torque…
To meet U.S. clean-diesel standards, the 2.8 would use diesel exhaust fluid to scrub nitrogen oxide emissions, like Ford and GM use today in their heavy-duty diesel pickups. It would also feature a so-called passive NOx storage system that would capture and hold NOx during cold starts, releasing the gas when temperatures rise to levels of max efficiency for DEF. The passive system would save fuel used today to jumpstart NOx scrubbing when the system is cold.
The upshot? 28 MPG combined, according to pickuptrucks.com. Given the discrepancy between EPA fuel economy numbers and the CAFE method, that means this engine could make a Titan (which gets 13/18 MPG EPA with its stock V8) more than compliant with the 2015 30 MPG truck standard. And because the DOE spent only $15m, this probably qualifies as one of the more promising government fuel-economy improvement programs in some time. After all, improving truck efficiency is one of the toughest aspects of CAFE compliance… and if a Titan can get nearly 30 MPG combined (about the same as current four-cylinder family sedans), the government’s $15m just bought it a crushing blow to the industry’s anti-CAFE carping.
78 liters of displacement, 18 cylinders, 12 turbocharges and a tame 3,500 hp and 10,300 lb-ft of torque make for one mean Mini. Well, it would if it actually worked. Instead, this will probably just be on static display at this year’s Goodwood Festival of Speed. Fun fact: the engine alone weighs about 15 times what an original Mini did.
The Wall Street Journal [sub] reports that Indiana diesel engine supplier Cummins will pay $2.1m in civil penalties for violations of the Clean Air Act. The EPA and the Justice Department complaint alleges that Cummins shipped 570k heavy-duty diesel engines to OEM customers between 1998 and 2006 without the emissions-control systems that make them Clean Air Act-compliant. It’s not even clear clear that the crud-controlling gear is missing. The paperwork is. Cummins spokesfolks admit that 405 (or about .7 percent) of those engines never received documentation that shows they were fitted with the appropriate emissions-control systems. This is particularly embarrassing for Energy Secretary Steven Chu, who recently gave Cummins $54m in Recovery Act grants intended to improve truck efficiency and emissions, and called the firm “the leader in clean-diesel manufacturing.”