Cummins' Indiana Plant Gets Ready to Build the ISV5.0

2 Cummins plant ext II

By G.R. Whale

Ten blocks down the street from Cummins' worldwide headquarters in Columbus, Ind., is the company's first engine plant, the Columbus Engine Plant, otherwise known as CEP. Originally built around a mid-1800s house owned by Clessie Cummins and his backer, W.G. Irwin, the house was removed early this century when the termites won the war. CEP has been expanded many times, especially during World War II, and now half of the 64-acre facility is under a roof.

One of 29 Cummins plants around the world, the last engine built at CEP was the N14 line. At one time the N14 accounted for more than half the heavy-duty road-going engines sold in America, and it developed an enviable reputation for being bulletproof. Cummins no doubt hopes the new ISV5.0 proves just as robust. The plant still does machining on ISX blocks and heads but has been under-utilized since that engine assembly was moved to Jamestown, N.Y., in 2001. Remember, the ISV has been in the works for nearly 13 years.

Our recent visit to the plant was fairly quiet since ISV production isn't scheduled to begin until the fourth quarter of 2014. Besides machining and assembly, the plant houses space for engineering, parts, purchasing and emissions personnel along with a technical center. Up-fitting the plant for the ISV has been going on for roughly 2.5 years.

Raw parts come from the Tupy foundry in Brazil, the same company that makes VM 3.0-liter parts; at one time Cummins did its own foundry work but it is not likely to re-enter the business. Building 63 does the machining work on major ISV components, which is more involved than the ISB engine because there are three parts to the engine rather than two and the compacted graphite iron block requires more robust tooling. The plant uses 200,000 gallons of machining coolant, which is chilled in Olympic-pool-size vats. Block and heads are then moved to a train, not forklifts, for transport to the assembly area.

Turbochargers, front covers and air-handling subassemblies are all built and tested separately. Locating the build area is easy: a 500-gallon compressed air tank overhead supplies the air for testing the turbo.

 

1 Cummins Plant GRW IIThe plant layout and flow path for the ISV (in red). Commercial and automotive versions run on different lines for different equipment and ratings, and the up-fit area is where accessories like air compressors, hydraulic pumps and alternators are added.

 

CEP uses an above-floor conveyor system for flexibility and scalability: No one knows for sure how many ISVs Cummins will have to build nor how fast. Maximum production speed is also unknown and not likely to match CMEP's 650 engines per day, but we did learn it takes about six hours from the time the engine is set on the assembly line until it's ready for shipping. Station 1030 assigns a serial number to each block and head received from machining, but the engine's serial number and control parts list (CPL) code are added later. At the chain station, where the four chains are fitted, 30 measurements taken for each engine. Every single engine also undergoes a 4-to-5-minute cold-cell test with fluids (including fuel) but without combustion and a hot-cell test with combustion targeted at six minutes.

We did get a peek in the technical center with 200 engineers buried at computer screens and disassembling purposely stressed engines; we saw one studying a seized piston pin. The hallway entrance was lined with graphic representations of dark vehicles with a red ISV prominently placed where the engine goes. To our eyes one graphic looked like a Ram pickup truck and another looked a lot like a Sprinter Class C motorhome.

In the past, CEP has employed as many as 4,500 people; it now has 1,600 employees. That number will grow as ISV production and sales ramp up. New employees will start two months before they begin working on the line. During that time they attend classes, engage in hands-on instruction and get in shape at the onsite fitness center.

 

3 Cummins Line_1 IIOur tour guide gets around, seen here installing the four chains on the ISV runs. If you ever wondered why camshafts have flats on them, that bar between the first two cylinders gives you a clue. Robots were not a common sight on the assembly line, but there are plenty of torque setters for proper sequencing and tightness.

 

5 Cummins Line_3 II
An ISV is readied for the test cells. We also saw an engine on a test dyno with hundreds of sensors attached, but that was in the no-camera zone.

 

4 Cummins Line_2 II

6 Cummins Right II

Comments

You have to hope that Cummins has more "customers" in mind for this than just the Titan diesel option. It's hard to imagine that very many Titan half ton shoppers will pick the most expensive engine option (more than 20 percent?). Since Titan will have to see a huge increase in year/year sales numbers to remain viable for Nissan, Cummins really needs another partner.

I don't know how many power wagons Ram sells, but this engine will probably be a better option for the power wagon than the Hemi. That would probably be almost the same number of sales as Nissan would give them.

Well they did design it due to an increased oem demand for a diesel that would fit where current gas v8 and v10s already sit

There is a market for these engines in Mitsubishi and Izuzu FWD control trucks. In Australia I think Izuzu run a 5.4 litre diesel and Toyota run a similar size diesel.

There will be many applications for this engine other than a Titan. Will Ram use one? Iveco have a 6 cylinder diesel of similar size.

But the Titan if Nissan do a good job should become the best 1/2 ton to own (and most expensive).

They're not going to ramp up production to this extent just to supply one manufacture. Nissan will be one of many customers. Nissan may be the only pick-up manufacture to use it however.
The era of the diesel engine is on. The next few years will see many diesels in both cars and trucks.

I don't think that guy in the 3rd pic from the top has begun his time in the onsite fitness center yet. I'm looking forward to checking out the new Titan.

Here is a very interesting site to surf around.

And here is a comment from the site, which is a Cummins site.

The Titan will be slated as a HD competitor.

Cummins’ leaders never wavered in their belief that the engine would be a success with customers. Many people want great fuel economy with hauling or towing capability but they don’t need a larger three-quarter or one-ton truck with the massive capability these trucks deliver. Cummins V8 fits this segment well.


http://social.cummins.com/cummins-build-5-0l-v8-turbo-diesel-nissan-titan-pickup-truck/#comments

I'll keep driving my 2000 Silverado 1500 5.3 with currently 260,000 miles on it a little longer, looks like the next Titan might be the truck for me!

I believe Cummins believes they have a winner and just want it out in the market. if it works out other OEM's will find a place for it.

I can hardly wait for online fans making meaningless comparisons of connecting rod size to the competition.

@Big AL My point about the new Cummins V8, which sounds like a great engine, btw, is that Cummins cannot afford to hitch their wagon to a pickup brand that has been such an also-ran in the US market.

Where else does Nissan go to sell a half ton with a 45k price tag besides the US?

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In my opinion, this engine is a HD truck would be a great idea! who really needs all the power, they are getting too, without any real improvement in MPG? if this engine in a HD could do the work, and get the mpg we need, that would be a winner to me! Just imagine a Power Wagon, with one of these engines! with a HD 8spd tranny! and the new coil springs all around! and 18city and 25 hyw mpg! in a 3/4 t truck! now that would be something worth 45K! even if it had rollup windows and vinyl floors, and just a decent radio and 4 speakers, with around 3K load cap. and 15K towing? and hope apon hope, a 6 spd manual trans! But if they only use this engine in a Titan? it had better be better looking than it is now! or it will fail!

@papa jim
The Y62 Patrol is screaming out for a nice diesel as well. Nissan will probably have the largest range of diesels to choose from.

With Renault they also have alot of truck engineering to build a good chassis, but the new Patrol will do that.

Like I have stated quite a few times, the Tundra will end up with the 4.5 litre V8 diesel from the Landcruiser.

The Big Three so far don't have an intermediate diesel. Cummins is the only manufacturers. I might surf around the global diesel manufacturer sites to see what GM can scrounge up. Izuzu are affiliated with GM and Izuzu make some of the best diesels in the world.

Maybe the Ford can use the 3.2 Duratorque, but that would only be like the Ram.

Ford has a 4.4L sitting in a warehouse shelf somewhere that they can pull out at any time. I also think its the same motor that is being used by (or was supposed to be) Land Rover for their SUV's and its being built side by side to the current 6.7L at the plant in Mexico. As far as the 3.2L I don't see this being the right motor for the F150. Sure it could get the job done I don't have any doubts about that, but overall I think its to small of a motor when you hook up something of some weight behind the truck. The motor would be overworked and any fuel mileage claims would quickly disappear. Any motor that goes into a half ton truck needs to be in the 4L to 5L range. Small enough to have great fuel economy but big enough to be a great hauler when you actually use it for some work without being overworked.

In my opinion, this engine is a HD truck would be a great idea! who really needs all the power, they are getting too, without any real improvement in MPG? if this engine in a HD could do the work, and get the mpg we need, that would be a winner to me! Just imagine a Power Wagon, with one of these engines! with a HD 8spd tranny! and the new coil springs all around! and 18city and 25 hyw mpg! in a 3/4 t truck! now that would be something worth 45K! even if it had rollup windows and vinyl floors, and just a decent radio and 4 speakers, with around 3K load cap. and 15K towing? and hope apon hope, a 6 spd manual trans! But if they only use this engine in a Titan? it had better be better looking than it is now! or it will fail!


Posted by: sandman4X4 | Oct 13, 2013 3:17:12 PM


^If they limit it to only half tons and 3/4 tons trucks then yes this is perfect combo. I don't see a motor of this size being a good fit for 1 ton trucks, not that it can't get the job done, but simply because to may people are under the belief that they need a 400hp truck to move the same weight trailers that we were moving with 250hp 15 years ago. Could you imagine the headache the marketing folks would have? LMAO!

@Shawn
The 3.2 will work in the F-150. I have one in my pickup and it pulls like a train and gets over 30mpg on the highway.

The engine was used in the larger Transits in Europe.

The Lion V8 will work in a F-150, but it was designed as a prestige type car/SUV engine. They will be expensive. They are also made in Mexico, I don't know what the manufacturing capability is for them.

The 3 litre Lion V6 is also expensive.

The 3.2 Duratorque will be the cheapest option, it's also a 'trucklike' engine. For commonality they will also be used in the NA Transits, so I think they could be used in a F-150.

Diesels come with varying levels of refinement. The more refined, the costlier.

The US will eventually move towards 'affordable' diesel engines in pickups, even 4 cylinder diesels.

There are a couple of links one is a historical look at the factory where the Lion V8 was designed. It seems the British even made pickups back in the 30s.


http://www.eurotaxglass.co.uk/display_news.asp?article=15880

http://news.bbc.co.uk/local/essex/hi/people_and_places/history/newsid_8292000/8292277.stm

This engine would be no brainer to replace the Triton V10 in Class C Motorhomes..I suspect that graphic of the "Sprinter" with the ISV suggested that.
As well this engine could be used in other applications Globally as Big Al has mentioned.

@papa jim
The Cummins V8 would go into this pickup. You guys don't get these. They used to have a IL six 4.2 turbo diesel in the 90s, but downgraded to a 3 litre turbo diesel. They need a larger engine.

You have the Titan we have the Patrol.

http://www.nissan.com.au/Cars-Vehicles/Patrol-Cab-Chassis/Overview

http://www.caradvice.com.au/6527/nissan-updates-patrol-cab-chassis/

Hemi V8

That has nothing to do with the topic at hand. Stop trolling with statements that you think glorify Ram, but really just makes you look bad

@RoberRyan

It's not a no brainer, the V10 Is cheaper and competes with diesels with alot more power like the Cummins ISC.

This engine would be great in the Toyota Tundra so they can build a "3/4 ton" truck. This Cummins with an optional 6 speed manual and a 6 speed auto would be perfect.

I just don't see the Cummins increasing the Nissan Titans sales unless the whole truck is a home run. From the people that I've talked to that own or owned Titans they had some early mechanical problems (rear diff). The normal person will still buy the gas job, and I personally don't believe that the current Nissan Titan platform can compare to other "3/4 ton" trucks on the market today. For example; a 3,000 payload rating or a 18,000 towing cap.

Toyota has the resources to build a HD truck. I feel like it will be difficult for Nissan to drop a lot of money into a platform that has produced less sales than the Frontier.

@Dafuq
Diesels aren't like a gas engine. Particularly when in commercial vehicles and even RVs etc.

It's all about torque and where the torque is. That's what makes a diesel a great engine for moving loads.

Believe it or not within a few years even a 2 litre diesel will be enough for a half ton pickup and still be able to tow 8-10 thousand pounds.

This Cummins is so under stressed in the hp and torque department it will be able to be developed to produce more.

Cummins is looking at the future and they will succeed. Especially with V10 replacement engines like this ISV.

Cummins also have the ISF diesel range. Fantastic little 4 cylinder diesels. They can replace a V8 in a half ton as well.

Diesel is the future, much cheaper than a hybrid and uses approximately the same amount of fuel.

@Dafug. Ford is going to phase out the Triton and as far as Class C Motorhomes go , the Cummins will easily equal and surpass the Triton in that application.
"Ford's Triton V-10 engine is a real powerhouse for gas engine truck owners. Although not quite as torquey as a diesel, this gas V-10 engine does make some pretty impressive numbers. The horsepower is 310 at 4,250 rpm, and the torque checks in at 425 lb-ft at 3,250. However, even though these numbers are impressive, there's room for improvement."

I think the 5.0 should replace the V10 in class C motorhomes. They will go up from 6-8 mpg to 12-15.

Reviewing some of the comments about to big or to small of a engine etc, etc. The beauty of a diesel is it doesn't suffer a big decline in fuel mileage when hauling weight in the bed or towing. It will drop when pushed to the limit but nothing like a gasser.
Diesels love to be pushed because their designed to do so.
A hand shaker tranny helps out big time. You shift it when you want not when a computer program wants it to shift, ie automatic trans.
I continue to get 18-20 mpg with my 2000 F-250 7.3L 6-speed hand shaker. I control the shift..........adding to mpg but accomplishing all my towing/hauling needs.

If Nissan prices this right they'll have a knockout.

@RobertRyan/BAFO - Realistically, a high maintenance Cummins 5.0 V8 would be good for a 10 MPG average, in a class C motorhome. That's slightly better than a Triton V10, but not enough to make it worthwhile.

Actually, the Triton V10 is now replacing the Cummins 6.7 on F-650/750s. Diesels are just not worth it anymore. There's a small, niche market for 1/2 ton diesel pickups, but US OEMs are just preparing them for the world market. You could say, 'working out the bugs'.

@BAF0 - 30 MPG on the highway is unreal, but what matters is what you average when you're not coasting down the highway and have to stop or something.

@Southern IL Man
"The beauty of a diesel is it doesn't suffer a big decline in fuel mileage when hauling weight in the bed or towing. It will drop when pushed to the limit but nothing like a gasser. "

I would expect the new V8 Cummins will be very successful at that.

Alex,
"I think the 5.0 should replace the V10 in class C motorhomes. They will go up from 6-8 mpg to 12-15."

It appears from what I have been told, that will be its main market, MDT and Titan truck applications in that order will be next.

Just don't mention tariffs or Mikey will pop a blood vessel.

@DeverMike/Paul/Tom Lemon/Greg Baird/TRX4Tom/Dave/Hemi V8/Tom Terrific/sandman 4x4/lautenslager/zveria/Bob/US Truck Driver/Glenn/Jason/Hemi Rampage/smartest truck guy/Maxx/SuperDuty37/Ken/Ron/johnny doe/jim or whoever you want to call yourself.

Quit the crap, really.

It's getting long in the tooth.

You want to debate, but it has to be on your terms.

Learn to debate with good information, then we might be able to have a decent debate.

Opinions are good, but if they are only your view to support the UAW, then how good are they. Look at what you guys have done to Detroit.

Terror tactics (union tactics) don't work on me.

If PUTC wants the UAW or whatever to control this site I suppose it's their decision.

It's not kids like I've been told by PUTC.

They don't seem to care. So this will go on.

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@Alex, Southern IL man & Robert Ryan
It will be interesting to see the vehicles that this V8 diesel is slotted into.

The Titan will be sort of like a global midsizer, but a 1/2 ton version. If they adopt the Patrol ute coil sprung ass end it will be able to carry 2 600lbs as well and provide a degree of comfort.

The Tundra could also use the 4.5 Toyota diesel and raise some competition.

V8 gassers for towing heavy weights with CAFE will become harder unless you do buy a HD with over 8 500lbs GVW.

Diesels are coming and no one will stop them.

Big Al -- What is Ford planning for light duty diesel? I haven’t heard of them doing anything in this direction and it’s pretty clear light duty diesels are coming.

@Lou_BC -You go to another website to finish a TTAC conversation? Nice. But I noticed BAFO brings up the "Chicken tax" on every PUTC article like clockwork and right on cue, regardless of topic. He's got deep issues, if not in a lot of hurt over America or specific Americans. What's YOUR deal?

@Jake D
I don't think any of the Big 3 will have a V8 diesel half ton pickup. These would take sales from their HDs.

I do see small diesels though. The 3.2 Duratorque is already fitted to the global Ranger and can easily be transferred into a F-150. Essentially Ford have already done the homework for this, including the drivetrain.

GM? I really don't know. GM did look at this ISV V8 in 2007? But I don't think they would have a diesel full size half ton. Their diesel will be the Colorado/Canyon with the 2.8 litre 4 cylinder.

Nissan and Toyota have nothing to lose by dropping V8 diesels into their trucks. They can only gain.

Remember I'm summising, crystal balling.

Because of CAFE it is much harder for a midsizer. So diesel is the answer. Diesels provide much better FE and reliability. If the Colorado is successful then Ford will have to have the Ranger.

DiM mentioned this topic (Chicken Tax) but it does affect the makeup of diesels in your market. The chicken tax also makes it hard for any manufacturer to sample the US market as well and to develop any sales in midsize diesels.

VW stated they would need to have 100 000 Amarok sales up front to build a factory, so it appears the Big 3 have the pickup market to themselves. VW also stated the Chicken Tax made it unviable to import the Amarok pickup. One can only hope on day the US will have these vehicles available as well as your full size pickups.

Fiat/Chrysler don't have a viable mid sizer. So with the Ram they have to make it economical and they are already started down that path.

I wonder if Nissan is going to have like a Heavy Half Ton model that this Diesel will go into, seems like the truck will have to be built pretty heavy duty to handle the wights that this motor can handle.

@BAF0 - OEMs are full of excuses, but none of them mind taking a loss on a line of cars or trucks, when it's to their advantage. And there's zero advantage to taking a loss on mid-size, RWD, body on frame, trucks in the US, when they'll also cannibalize insanely profitable, cash cows in their US line up. That would be retarded. That's why there's no VW trucks in the US, as well as Mitsus, Rangers or Dakotas. BOF trucks are nowhere near as cheap to build as FWD stamped bodies. What would be the logic in OEMs shooting themselves in the foot?

Maybe we're missing out on a small sample of Chinese and Turkish global trucks, but they still have to meet basic US safety and emissions. Not so easy for crappy, disposable truck OEMs. But that's also not so easy for the crappy, disposable cars of the world, that no one in the US wants (either).

So why aren't you on a crusade to bring crappy/disposable cars to the US? And likely against the wishes of those OEMs... But who's gonna cry for them? AND WHERE'S MY LADAS AND TATAS??????????

@papa jim - Is that a moron in your mirror? Nissan is not the prize...Toyota is. Nissan is just the warm-up.

In the mean Time you can get the linguine primavera diesel in the RAM if you prefer....lol

@Lou--are you the REAL Lou or the fake Lou? The Nissan is the only half ton Cummins is committed with.

They have a factory making these engines. They need commitments from OEMs or the Big 3 if this is gonna be a winner.

Toyota has the global resources to build their own, they don't need Cummins. Period.

@papa jim but getting those diesels that Toyota has to be EPA compliant? Might be cheaper to just outsource the engines rather than spend millions in R&D to make a Toyota or Hino Diesel pass US emissions.

@John, I think that's a major concern you mention but less so today than 5 years ago. The clean diesel tech is pretty widespread today, but I'm not an expert on that point. If you have more info on the topic please share. Good point.

More on the Cummins:
"COLUMBUS, Ind. -- Cummins Inc. (NYSE: CMI) has announced it will begin producing the ISV5.0, a new five-liter V8 diesel engine designed to power pickup and delivery vehicles, other light- and medium-duty trucks, school buses and motorhomes.

The ISV5.0 extends Cummins' range of clean-diesel engines for North American vehicles, and features industry-leading technology that delivers performance and a low total cost of ownership to customers, according to Dave Crompton, Cummins vice president and general manager - engine business.

"The ISV5.0 represents the next dimension in fuel economy and performance as Cummins continues to broaden our on-highway product line," said Crompton.

The ISV5.0 has been designed to easily fit where a comparable V8 or V10 gasoline engine was previously installed. The ISV5.0 brings together a compacted graphite iron (CGI) cylinder block, forged steel crankshaft, high-strength aluminum alloy heads, and composite valve covers to offer maximum durability in a lightweight package, said Crompton. These features, along with dual overhead camshafts, also reduce noise, vibration and harshness.

Leading engine technology produces better fuel efficiency and reduced emissions, stated Crompton. With multiple injection events driven by integrated electronic controls, the ISV5.0's fuel system and Cummins VGT Variable Geometry Turbocharger contribute to a very impressive peak torque of 560 lb-ft and quick throttle response. Ratings from 200 (149 kW) to 275 horsepower (205 kW) are available.

A two-stage fuel filter system for the ISV5.0 features the latest NanoNet media from Cummins Filtration, to ensure that the fuel system is fully protected against fuel contamination. NanoNet's unique construction provides lower fuel-flow restriction and traps greater than 99 percent of all particles as small as four microns, smaller than the naked eye can see.

Cummins Filtration's expertise also extends to a high-efficiency coalescing filter to eliminate crankcase hydrocarbon emissions and oil mist, further adding to the clean-engine credentials of the ISV5.0, said Crompton.

The engine's air handling and emissions control technology draws upon Cummins' extensive expertise in emissions technology, stated Crompton. The Company's VGT Turbocharger, cooled Exhaust Gas Recirculation (EGR) and Cummins Emission Solutions' Aftertreatment System, featuring a Diesel Particulate Filter (DPF) and Selective Catalytic Reduction (SCR), reduce the emission of oxides of nitrogen (NOx) and particulate matter (PM) to near-zero levels while delivering better performance and fuel economy.

"Every day, drivers will appreciate the smooth, quiet operation of the ISV5.0," said Jim Katzenmeyer, executive engineer - V8 program. "In addition, the fuel savings offered by the ISV5.0 result in fewer greenhouse gas emissions -- a great environmental benefit."

The Cummins ISV5.0 will serve customers in the United States and Canada, and will be certified to the near-zero NOx and PM emissions levels required by the U.S. Environmental Protection Agency (EPA). At launch, it will also meet greenhouse gas (GHG) requirements through 2016, and 2015 Air Resources Board (ARB) standards, including on-board diagnostics.

The ISV5.0, along with the 5.0L V8 Turbo Diesel for pickup trucks, will be manufactured at the Columbus Engine Plant. Production of the ISV5.0 will start during the fourth quarter of 2014.

"Our customers want the ISV5.0 engine to come with the world-class service network and customer support that Cummins already provides to them," said Jeff Jones, Cummins vice president - North American engine business. "The support of this engine will easily be integrated into Cummins distributors and authorized dealer shops, and into customer operations with fleets that are running the broad range of dependable Cummins power."

@Lou Papa - I’m the real Lou Papa Jim, the one who likes to use condescending phrases like “one”, the one who’s head is swollen larger than his prostate, the one who likes gladiator movies, the one who whistler’s show tunes all day and the one who knows Toyota is considering the Cummings engine. But who the hell cares what a bonehead like you thinks.

http://www.autoblog.com/2013/09/02/toyota-tundra-cummins-diesel-engine/

@Robert Ryan
I think there is a market outside of the US for the ISV. It would be more cut throat.

There are a lot of manufacturers building diesels of this size outside of the US. Maybe that's why Cummins have intelligently sought to service NA.

From what I've read Ram and GM have already considered this engine and knocked it back.

Using this size engine in an HD would make sense. But the manufacturers are already investing into existing V8 diesels.

New vehicles or even boats are needed for this engine.

It's good to see Nissan taking on this diesel and it will attract a new crowd and create a large niche market for people who don't need an HD size vehicle, but want something to tow with that is much better than any gas V8 or V10.

Maybe the Colorado diesel will find customers who don't want a full size half ton, but still need to tow 6 000lbs and get great FE.

Are we beginning to see 'downsizing' of pickups?

A Titan with this diesel will do pretty much what HDs used to do. A Colorado will pretty much do what a full size half ton used to do.

CAFE can only go so far, then the consumer will look at a product and say, well its nice but I just don't need it.

@Big Al, sometimes restrictions have the reverse effects. In the 70s, the US pushed for smaller and more efficient cars. People who wanted size and power were forced to upsize and buy Suburbans, Broncos, Blazers, and Ram Chargers to replace their old boat sedans and station wagons. We might see a repeat of that with CAFE. They try to enforce gun control and they pushed sales through the roof. Talk about unintended consequences!

@Denver|||Mike - I enjoy watching you spin your yarn and with you, truth never seems to matter ;)

@papa jim - my name was hijacked by a stalker who uses my name "Lou". He is so obsessed with me that he roams around finding new IP addresses to blog with. Every time PUTC shuts down his IP address he comes out with a new one.
I have gone to "Lou_BC" and even that name gets faked. It is registered with TypePad, so if you click on my name, it will show the posts I have made. My stalker/perv has tried to fake the "Lou_BC" but those entries do not register on type pad.

With all of this new small to medium liter diesel competition coming out in the half ton PU's, does this mean GM will finally take the baby Duramax 4.5L out of mothball storage and finally put it into production? I think they should....

Nisan has really put one over on F and GM big time here with this engine. I have to laugh when I read these ridiculous numbers GM is throwing around regarding research costs on their new trucks. $6B for what? They're just a rehash of their older model. And Ford? The new F-150 will look about 95% similar to the current models.

This will be a winner in the best looking truck on the road or trail TITAN.
Start sweating Ram and Ford. Your in for a world of hurt. Oh yea you to GM
Just as long as they don't destroy the already beautiful design and style of the Titan.
Still love the 5.6 though even if it is brutal on fuel. But who buys a truck for mpg's anyway?



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