Cummins' TD Is First Engine to Gain LEV III Certification

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Cummins has announced that its 6.7-liter inline-six-cylinder turbo-diesel B-motor is the first diesel engine to be certified by the California Air Resource Board to meet or exceed Low Emission Vehicle III standards. These more stringent standards were accepted by CARB for medium-duty vehicles (meaning vehicles with a gross vehicle weight rating between 8,501 and 14,000 pounds) in January 2012, and will be phased in for the applicable vehicles sold in California with a model year between 2015 to 2022. The EPA will adopt similar standards (called Tier III) starting in 2016. The 6.7-liter Cummins offers three different power output levels for the Ram 2500/3500/4500/5500 lineup.

"At Cummins, we demand that everything we do leads to a cleaner, healthier and safer environment," Jeff Caldwell, general manager-pickup business, said in a statement. "Being the first in this segment to certify to these new standards demonstrates our continued commitment to the environment, and meeting more stringent requirements without hardware changes allows us to maintain the proven capability and reliability that our customers have grown to expect."

Although these certification standards do not apply to regular three-quarter and one-ton pickup trucks, which in some cases have more strict standards to meet, the benefits of a modern, cleaner and more powerful turbo-diesel will benefit all heavy-duty truck customers. We expect both Ford and GM to announce that their new turbo-diesel engines will meet CARB certification soon as well. Ford uses the Power Stroke in the F-250, F-350, F-450, F-550, F-650 and even the F-750. GM only offers its commercial chassis cab models in the 2500 HD and 3500 HD configurations.

Cars.com photo by Evan Sears

 

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Comments

Congratulations to Cummins. One of the best diesel engines on the planet. Congratulations to RAM to recognize this fact and building better trucks than competition.


This article brings up an interesting point, Im sure I will get run out of here for suggesting it, but here goes... Diesel engine manufacturers have approached power levels recently that even 10 years ago were the upper tiers of custom tuner land and usually involved massive investments in hardware upgrades as well. This combined with significant increases in technology and drivetrain upgrades that soon will almost double (or even more than that) the number of gears available in a transmission at that time, diesel trucks can tow into the lower realms of Commercial Drivers License territory. I want to see a new kind of race, the winner is the truck maker who has the lowest emissions and highest FE while maintaining current power levels. We are seeing this kind of power race with the top tier European Sportscar makers with great results, and in a lot of ways Pickup Trucks lead the US auto industry from a luxury/technology/outright performance standpoint in a similar fashion.

Anyways, take it or leave it, thats what I would be interested in seeing.

It is interesting to see how much power is able to be squeezed out of these engines without the use of aftermarket tuners.

I am glad to see that Cummins has been working hard to comply with the new emissions laws. Some of the big names in diesel market gave up on producing truck engines period.

Many times regulations can kill a market. That is what the government and EPA won't admit. However, I respect a company that chooses to make the best out of the situation.

I hate the EPA.

Nice picture.
Ford engineers have a very long way to go , to get the same look under their hood. RAM engineers know to do their job much better.
It's part of the product quality. Ford customers doesn't open the hood. They just look at the price tag.

In May 2007 we bought a new Ram 3500 with Cummins diesel. Cummins had announced it met the 2010 emissions standards clear back in early 2007 when the 6.7L first became available. We put 107,000 miles on that engine before selling the truck. Never did I see black smoke from the exhaust. And the day we sold the truck the tail pipe was as clean as new, cleaner than those vehicles with gasoline engines. And it was the original tail pipe. Not only was the engine trouble free but the entire truck was trouble free with the exception of a recall for an emissions sender, for that entire 107,000 miles. It was my first Ram truck and it was terrific. We loved that truck but stopped our fulltime rv travel and sold it.

It's pretty amazing that it runs at all after choking it with concentrated piss and a diesel diaper.

@JRT

You are correct. Cummins was ahead of the all the other diesel engine manufacturers on emmisions even back then(when I was there). Their heavy duty engines were ahead of the game as well.

There was a 2007 emissions regulation and an even stricter 2010 emissions regulation. They did it smart for the 2007 emissions by going ahead and making an engine that meets the 2010 emmisions regulations unlike some of the other engine makes. This ment that didn't have to go back and "re-engineer" their engine just a few years later to meet the 2010 emissions. There was a lot of kinks to work out on the heavy duty side at first, but they eventually got ironed out. I remeber these engines were blowing EGR valves left and right to where you were luck to keep one on for more than 50k miles. Another issue was the fan clutches although blowup threw the radiators because the fan clutch manufacturers used the same bearings as previous years not knowing how hot these new engines were running due to emission devices.

Cat on the other hand only engineered an engine to meet the 2007 emissions and would have had to "re-engineer" their engine again to meet the 2010 emissions. This prompted Cat to just get out of the on highway diesel engine market in the US in 2010. Unlike Cummins, Cat does not make a mojority of their profits on their on-highway engines. Cat makes most of their money on the industrial side so it was not that big of a loss for them. Cummins on the other hand could not do that because most of their US profits comes from on highway engines. This prompted them to be ahead of the game because they had the most to loose as a company.

Good job Cummins. Continue to move forward.

Hey zviera, maybe Ford drivers don't open the hood because they don't have to...? Sure, if Ford wanted to they could throw a big plastic cover over the engine to hide what's underneath, but really, why bother? Anyway, an inline 6 will inherently take up less space than a V8 will.

Robert, blame this one on California and CARB. It's ahead of what the EPA requires.

@Zveria.

The article was about Cummings(good motor), not ram(not so much-too much time on repair shop lift) .Too, too funny the 1st comment is 50% wrong and 200% irrelevant.

@lray801

Naah , plastic cover is too expensive for ford, but I'll give the Ford engineers advice. Switch the auxiliary units from left to the right and from the right to the left, so you don't have to waste hundreds meters of hoses and cables. It will look better as well when doing oil change.

The stupidity on display in the comment sections of this site make me concerned for the future of humanity.

i agree with an earlier comment. theses engines are crazy powerful how about putting more future engineering into fe.

Cummins makes good engines and they have struggled just like other companies to meet tougher emissions. It made sense for them to meet the 2010 standards earlier since that gave them a 3 year jump on ironing out any bugs.

Despite what Zviera says, I know guys who had multiple problems with the Cummins engines as described by @all1. Those guys refuse to buy another Ram.

There are guys that have that issue with every brand. Hemi Vin Laden says he will never buy a Ford because he was too cheap to buy "all perils" insurance and his Mustang burned to the ground.

I have yet to hear nightmare stories about GM's Duramax. The only bad story I heard was because of poor maintenance and a power tuner.

Here is a news flash..........

"FCA is shuffling the management deck, assigning two experienced executives to new roles within the company.

Reid Bigland, formerly the head of the Ram Brand, will now become Alfa Romeo’s top executive for the NAFTA region. Bigland, who once oversaw the Dodge brand, currently is also responsible for Chrysler Canada and is on the company’s Board of Directors. Bigland has been mentioned as a potential successor to CEO Sergio Marchionne, and the Alfa appointment will be a major test of his management abilities, given the uphill climb that the brand will face in establishing a solid foothold in North America, and meeting Marchionne’s lofty sales goals.

Taking Bigland’s place at Ram is Bob Hegbloom, a Ram veteran with wide ranging experience both at the truck brand and with Chrysler’s other truck products. Hegbloom will assume control of one of FCA’s growth engines, but will also be responsible for ensuring that the truck brand doesn’t fall behind technologically, in the wake of developments like Ford’s upcoming aluminum F-150, and the new V8 diesel Nissan Titan being developed by former Ram boss Fred Diaz."

I still would like to see Cummins offer the 3.8 ISF in a high output version.

This would make a great entry engine for the HD market. As you can see the number these newer diesel are generating is quite substantial. One must ask from a business perspective is it all needed?

The ISF 3.8 is a four cylinder that could easily develop over 250hp and 550ftlb. This is more than enough to even tow a 12 000lb trailer with a few tons on the back of a truck.

They would be very economical and would probably have an average FE of over 20mpg.

These 'mega' diesel are great, but like all vehicles HDs could use a smaller and more efficient engine.

@ Lou_BC 1st gen 2001-03 Duramax LB7 engines had poor injector set up with a tin like cup with a rubber o ring that would leak. 2nd gen LLY Duramax 2004-2005ish has little to small of a radiator so it would over heat if pushed to hard. Other then that I really don't know of any other Duramax problems other then like you said people with tunes maken to much power putting trucks into limp mode so they don't fry the Allison trans.

lray801: "maybe Ford drivers don't open the hood because they don't have to...?"

You're right, Ford drivers don't have to open the hood, they just have to take the cab off.

@johnny doe - the Duramax is a proven engine and has had all of the bugs worked out of it. That is why I'd favour it over the Ford or Ram. The Cummins is a proven engine but it sits in a Ram. Need I say more ;)

Hello I don't understand why they have not came out with a 4.or 5. diesel for the larger pick ups . We sit around and cry about fuel prices yet our car Manufactures keep throwing 6 liter and 7 liter diesels with enough HP to race in the quarter Mile . I don't understand why we cant go to a smaller engine that is more fuel efficient.

@Steven Spiegel

Have you been living under a rock these past few years? The 5.0L Cummins is on it's way and will be available next year in a Nissan and the following year in a Toyota.

There a reason a ram uses 2 to 3 times more urea then there competitors in the last hd comparison. To meet future emissions. For gm and ford to meet it it just a matter of injecting more urea. Doubt ford and gm are concerned about it.



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