New Cummins Is Ready for 2016 Nissan Titan XD

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By Peter Hubbard

We recently toured the Cummins engine plant in Columbus, Ind., where a dedicated assembly line is about to start cranking out all-new 5.0-liter V-8 turbo-diesel engines for the redesigned 2016 Nissan Titan XD pickup truck. And by the looks of things, like this could be a great match.

Depending on the exact version, the engine will produce 315 horsepower plus a healthy 555 pounds-feet of torque. While that number may seem low compared to the 900 pounds-feet of torque produced by the bigger 6.7-liter Cummins found in Ram heavy-duty trucks, this V-8 offers some interesting technology (see video below) like a brand-new two-stage Holset M2 turbocharging system. The system offers Low Pressure and High Pressure modes, which engage at specific rpms and speeds to produce the highest performance possible, all based on demand. The result is a torque band shaped more like a box instead of your average bell curve. 

"Ever since we first imagined the engine, we've been working with various OEMs [original equipment manufacturers] to get customer feedback," said Tim Britt, Cummins chief engineer for light-duty engines. "What they all told us they wanted was more fuel efficiency and less pollution — so we began development work on a second diesel truck engine with a cleaner combustion process and lower emissions." Cummins began building the first prototypes for this smaller V-8 turbo-diesel in early 2002.

"Around the same time we moved production of our 15.0-liter commercial truck engine to the Jamestown Engine Plant in Lakewood, New York, to make room at the Columbus plant. Then in 2006 we reached an agreement with a potential buyer to provide our new 5.0-liter V-8 turbo-diesel for their next-generation vehicle," Britt said. "At that point we began preparing the assembly line that still includes part of the original Cummins foundry built in the 1920s, which has part of its original wood ceiling intact."

All 5.0-liter Cummins engines will come from the factory using a 10W-30 non-synthetic motor oil, with 40-weight synthetic recommended for exceptionally cold climates. In Canada and Alaska, Titans also will be equipped with block heaters. Weight was reduced, according to Britt, by building the cylinder block out of compacted graphite iron, which is stronger and lighter than traditional iron. Other lightweight engine components were added, including high-strength aluminum-alloy heads and composite valve covers. The graphite iron block along with the dual overhead camshafts contributes to the engine's improved noise, vibration and harshness characteristics. The new Cummins 5.0-liter V-8 turbo-diesel exhaust system uses a particulate filter, diesel exhaust fluid and selective catalytic reduction that enable the engine to run cleaner. That technology also serves a second purpose — reducing typical diesel noise.

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The new engine also features a Bosch high pressure common rail fuel system to deliver precise fuel control with multiple piezo injections per combustion stroke, which helps increase efficiency and further reduces traditional diesel clatter. Finally, the advanced, maintenance-free Bosch ceramic glow plugs provide quick engine starts even in extremely low temperatures, permitting push-button starts within two seconds.

From station one to final inspection, the engine requires just less than eight hours to build and will typically be in Nissan's Canton, Miss., Titan assembly plant within 30 hours of being built.

At startup, the Cummins assembly line will employ 108 people working five-day, 38-hour shifts. We were told Cummins anticipates building at least 13,000 engines for Nissan the first year, but has the potential to crank out up to 100,000 engines with a three-shift workforce. While the engine will be the key feature in the Titan XD, it's also suitable for recreational vehicles, small buses, light delivery vehicles and marine applications. In fact, the first Cummins 5.0-liter V-8s will be heading to Alabama, rather than Mississippi, to be mounted in a new line of Tiffin RVs.

The new Cummins V-8 is also designed to be more fun to drive, with about 45 percent more torque at cruising speed than similarly sized gasoline V-8 engines. And its low-revving power band requires less downshifting, so it will save even more fuel when towing or carrying heavy loads.

"Since the majority of full-size pickup owners only drive a little more than 10,000 miles a year, fuel economy is critical. Titan's XDs are projected to provide 20 percent better fuel economy than a similar-sized gasoline-powered V-8 when towing full loads," Britt said.

Of course, actual fuel economy figures will not be available until closer to the Titan's on-sale date late this year, and if some of the models have a gross vehicle weight rating more than 8,500 pounds, the government does not require Nissan to list fuel economy numbers. Some are hoping Nissan will still submit those trucks for EPA certification regardless of their GVWR.

While journalists were not allowed to drive the prototype Nissan Titan XD on display at the plant tour, the engine was started and given a few revs. Cummins' noise-reduction efforts were clearly evident. Also, there was no detectable odor or visible smoke coming from the exhaust.

As interesting as the Cummins plant tour was, we can only speculate about whether this engine and new truck combination will resonate with buyers. This new strategy of making a "heavy-duty" half-ton with its uniquely reinforced frame, chassis and powertrain (a six-speed heavy-duty Aisin automatic transmission will back up the Cummins) is truly an interesting gamble. But with fuel prices as low as they've been in a long while and the pickup truck segment selling at record levels, the timing for this marriage might be perfect. We'll have more once we get behind the wheel. photos by Peter Hubbard and Mark Williams


Holset Turbocharger



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Cummins has rights to this amazing technology so why don't they use it in every truck?
Quote from

Wall Township, NJ – (Marketwired – August 19, 2015) Coates International, Ltd. (OTC PINK: COTE) (the “Company”) is pleased to announce that the first 250 KW industrial natural gas Cummins generator set is to be delivered to the company in New Jersey within ninety days or sooner.

The Company’s President and CEO, Mr. George G. Coates, comments: “This 250 KW Cummins generator set will be tested under full load in its original state. After testing is completed, it will be inspected and dismantled and then retrofitted with the Coates Spherical Rotary Valve System (CSRVÒ) and retested to complete the A & B comparison steady state tests. All 2,700 parts and components that are removed from the engine will be on display. These parts will be replaced by two CSRV assembly shafts that utilize no engine oil.”

When someone in the aftermarket goes for stupid amounts of power from this engine (and somebody will), they will have to find a way to keep the head gaskets in place with only 4 head bolts per cylinder, unless the heads are O-ringed.

Diesel= better mpg, higher resale, a 3-500k mile motor, and it's .50 - 1.00 a gallon cheaper now. Pretty cool that nissan AND toyota are using this motor.

Wonder if Al will tell the class what this means..... From the article. Lol!!!!!

"Of course, actual fuel economy figures will not be available until closer to the Titan's on-sale date late this year, and if some of the models have a gross vehicle weight rating more than 8,500 pounds, the government does not require Nissan to list fuel economy numbers. "

Brand loyalty causes many fools to be gluts for punishment. Ford has inflated sales numbers because they have the contracts with most companies for fleet trucks, etc. Toyota has built better vehicles for years and the resale value numbers speak for themselves. Ford is always inflating their numbers (so does Chevy and Dodge) but dollar for dollar, Toyota sells a much better truck (when comparing apples to apples or options and packages to options to packages) for thousands less. This new Titan will be big, strong and probably out perform Ford and Chevy 1/2 tons by miles but the brand loyal blind rats will snort and squeal about how their broken down trucks are the only way to go.

Oh yeah, I have owned a Chevy Silverado. I purchased it new in 2000. It stayed in the shop with continual problems. (I traded it for a Tocoma two years later.) I have owned Fords. I just sold a Ford with 45,000 miles because the radiator went bad, the engine fan had quite working and the tranny started acting up. I had a Nissan Titan that I put 132,000 miles on before getting rid of it. I currently own and drive a 1794 edition Toyota Tundra. pulls great, hauls my 36ft camper and my 5 ton dump trailer w/o a problem. I became tired of independent mechanics telling me that Ford and Chevy are junk so I did the research and went with what the independent consumer reports say is the most reliable and cost efficient truck. In today's world no one can afford (or do they have the time) to keep a $50,000 truck in the shop for warranty repairs. Keep your Fords, keep your Chevy's I'll drive my Tundra and give you a ride when your truck breaks down.

Ram rejected the 5.0 Cummins because they could only get 24 mpg out of it. The threshold for Ram was 26 mpg. So figure the Nissan gets 24 mpg. That is not bad but is not class leading. It is not know how RAM achieved that 24 mpg. Hypermiling? Fuel econ is one of the supposed benefits of a diesel engine, but the Titan isn't really going to capitalize on that potential.

As of 2014 ALL;) trucks in the USA must me specific FE and emission requirements.


First-Ever Standards for Heavy-Duty Trucks
The new program sets fuel efficiency and greenhouse gas emission standards for three categories of medium- and heavy-duty trucks beginning in model year 2014:
1. Certain combination tractors – commonly known as big rigs or semi trucks – will be required to achieve up to approximately 20 percent reduction in fuel consumption and greenhouse gas emissions by model year 2018, saving up to 4 gallons of fuel for every 100 miles traveled.
2. For heavy-duty pickup trucks and vans, separate standards are required for gasoline-powered and diesel trucks. These vehicles will be required to achieve up to about 15 percent reduction in fuel consumption and greenhouse gas emissions by model year 2018. Under the finalized standards a typical gasoline or diesel powered heavy-duty pickup truck or van could save one gallon of fuel for every 100 miles traveled.

I think for Nissan and its current state for the old Titan, this should be a win/win for Nissan. At a time where the big HDs are getting into overkill territory in both price and power and heading into a more minority selling crowd, this may be a good time to power down a bit to cater to the more mainstream buyer. I would question if it were a better option to be powered down a bit to hit better fuel economy numbers for the more mainstream half ton buyer, (although I'll rest my final thoughts till the fuel economy stats are out). I think there is a fine line where if one needed a heavy duty half ton or a nicely equipped 3/4 ton, people might sway to a 3/4 ton for that extra reassurance. Price and available rebates will be probably the final decision point for buyers.
Foreign trucks in the past were a selling point for quality, but today I believe that gap has closed substantially as the big 3 stepped up their game.

As of 2014 ALL;) trucks in the USA must me specific FE and emission requirements.


Posted by: Big Al from Oz | Sep 7, 2015 1:03:27 AM

How come 2014 3/4 ton and above don't display fuel economy on the window sticker.... Hmmmm. How come Nissan isn't going to be required to have there xd EPA rated.


Seeing as this engine is not connected to an 8 speed automatic, it is a big underpowered.
You figure 50% more power/torque than the 3.0 in the Ram. 360hp, 630ft-lbs.
Even if it was connected to the ZF 8hp90 the output should be over 325hp, 565ft-lbs

" ... weight reduction didn't bear the fruits expected. The new 2015 aluminium Ford F-150 is a prime example of this. The weight reductions in real life only provided around a 1mpg gain."

@Big Al

Did not bear fruit? Expected? Are you mad?

Regardless of engine type or truck brand, weight reduction is the most important thing that can be done to improve FE unless all of the driving is:

A. On the Interstate
B. Coasting downhill with the engine off
C. In your imagination

Really Al, we've been over this ground before. You're a pretty smart guy, you could not mean that weight is not a huge factor in FE. Try actually reading your comments before posting. Just sayin.

Papa Jim I agree if weight isn't a factor a ton of payload in the back of a truck shouldn't effect fuel economy.

Boy its just plain crazy to sit here and listen to hemiv8 talk to himself. Posting under different names and thinking people are stupid enough to believe him. Says a lot about his naturally born idiot butt. What a loser.

I think this size motor is better suited for a pickup! If you look at what a rollback with 36k gvwr and the ability to haul close to 20klbs on the bed. The engines are less power by quite a bit compared to a pickup truck that will never do the same job. these trucks have air brakes and air suspension to lower the rear to gain clearance when pulling excavators and such on. The big international is a 8.3 inline and i dont think it hits more than 750lbft in its most powerful form. maybe over 350hp in that form but ? its close... They are slow anyway. put this 5.0 v8 in a way lighter truck and i bet it will drive much better than the current 6.7's. Quicker livelier throttle response. more jump off the line to make it more daily driver friendly. I like it! i think it will be a big hit if they just make it more inline with the Hd truck capability. if it can hold a snow plow just like the other HD trucks than its going to be a hit! if it is cheap and weak in the front they really missed the mark. I hope to see this 5.0 cummins available in cab chassis 3500's even 4500 would be very nice option for guys who know they want a snappy little diesel, and know they dont need to tow a midi excavator or hoe that will weigh above its rating. they rate the ram 5500 with a hemi and 4.88 gears to tow 17,000lbs and it is allowed 7k+ payload. 365hp 420ftlbs... if they could push 560 and 315 with this in the same truck i would be all over it!

The Titan has a need out there with half ton payloads being so limited. Unless the purchase is for the wife, I never understood the logic of neutering half tons so they drive like cars.

I get a kick out of Ram apologists trying to trash the 5L Cummins in an effort to prop-up the 3L VM Motori. I'd be surprised if the 5L cummins roll-out is as problematic as the ecodiesel was.

I agree with andy and the oterh few who know about plowing snow. If it can hold a plow as good as a f250 or ram 2500 with some balast more importantly if it does it as well as the gm 2500hd's this will be a great alternative. The actual "mid size" diesel is needed. we have only a small 3.0 in ram and they dont utilize it with an 8 speed in the 2500. if it was 265hp it would be fine. it would perk it up just enough for accelerating in traffic. It would get good economy the v8 5.7 is a pig! it gets things done but i see 7-8 mpg when i work it hard. if the 3.0 could manage 15 avg doing the same job im getting 7-8mpg than you win! im sure it would crest 20 mpg if you went slow on the highway. Thing is im talking a work truck all striped down with roll up windows and the only options are 4x4 and a split rear window. maybe the smokers package? anyway we need more engines in the 5.0 diesel class the 6.7 are too big for plow work puts tons of weight on your ball joints when you have a really big plow and a diesel. its just not an ideal size! yes towing weight im sure they are the best. im sure i could make that 5.0 work just fine towing 18,000 pounds. I see much less powerful older diesels towing wicked loads all the time and it looks funny because what they are towing belongs on a beaver tail.

Ken, who is "trashing" the 5.0 Cummins? You are aware that Ram still offers a 6.7 Cummins diesel, right? The 3.0 still made sense for the Ram 1500. The 5.0 makes sense for the Titan XD.

130,000 a year out of the box... Nissan is anticipating a HUGE jump in Titan Sales and that's a lot of people to tick off the premium engine option on the premium XD version of the Titan especially in its very first year. All the talk is all about the Cummins engine in the Titan XD which is hogging the spotlight being the first 1/2 ton which is more like a modern light 3/4 ton or a one ton SRW from a decade and a half ago... We all know the decade old non redesigned Titan of today doesn't sell (although it is a tremendous value in every way but MPG). I hope Nissan and Cummins have their projections right for the figures. It will be a boon to both if so. Its also good for Cummins to have relationships with companies other than Fiat.

Think most of you are missing the fact that the 2000lb payload is not set yet. It is an estimate. Plus the big mpg advantage of the 5.0 Cummins will be when it is worked, not running empty. The F150 HD and EcoBoosts are great but the mpg when towing heavy takes a pretty big dive. While that might not matter to a guy towing a heavy boat or camper on the weekend for a few hrs, it hits a sweet spot for contractors and people who tow longer distances. My 2005 Titan tows my 7500lbs travel trailer great but at around 200 miles I'm looking for a gas station. My father in law has a 2500 Megacab with the 5.9L in it and makes it easy 300 plus miles before needing a fuel stop.

Pricing is going to be the key to success here. If the price creeps into the $57k - $60k mark then buyers will opt for a 2500 diesel Cummins/ Duramax /powerstroke.

@KeithCT, you are right, the advantage of the 5.0 diesel over the gas engines will be when it is working. But its fuel economy advantage over a 6.7 diesel will be when it is unloaded.

Exactly Alex. When I was looking in 2005, The diesels didn't get much better mpg numbers in normal driving than the V8 gassers. Hence I went with a gas V8 seeing as the only time the diesel would save money was towing and I didn't do too much at the time.

e Article....
If most full-size pickups only drive 10k a year fuel economy is a SMALL concern.
All trucks that have a pick-up bed are fuel economy rated- it just isn't published. C/C trucks are rated different, using an engine certification, rather than a chassis certification. All Titan XDs will be over 8500# GVW.
The flat torque comes from what is called an engineered torque curve. In essence, the engine COULD deliver a much higher peak, but this isn't desirable. The crank-case is only sized for the intended torque output. Same goes for the emissions system. Lastly- with a much lower torque rating, the ISV can use a beefy gasoline transmission, rather than requiring use of a larger transission, like in the Duramax-Allison combination.

@Gregory J- the ISV family was suposed to go into the Ram 1500, and into the Dakota in V6 form. Nisan actually had prototypes with the Navistar V6 and HD prototypes with the Navistar 6.0.

@TUN- I would be surprised if there is very much front axle capacity in reserve on these trucks.

@Tom B- So far the only payload number they've given is "over 200#". It will need closer to 3k to make it worth while, especially if they're advertizing a factory gooseneck and 12K trailer capacity. That along needs more like 3000# (plus some for people and stuff).

@Scott- Ecodiesels sold twice the predicted rate.

@ALSCO1- I doubt very much that it will be "less capable" than the F150 HD. The platform is engineered for 9900# GVW. there is a lot of head-room.

@Big Al From Oz- From what I've heard, the Diesel Tundra is off the table for the time being. If it does come back online, it will likely have the in-house diesel you blokes get in the Cruiser. It has plenty of snot. Just a matter of adding SCR to it for EPA/Euro6 emissions.

@mark 49- holy cannoli! I just saw that- who the hell decided that was a good idea?

Mr Knowitall,
I have read Toyota was looking at finishing up with the 4.5 V8 turbo diesel fitted to the Landcruisers because they will not meet Euro V and VI.

I don't know if they can meet the US standards. I do know engines like the Ford 3.2 Duratorq is not being used in the EU and has been replaced in many instances with the 2.2 Duratorq.

Our pollution measure are a couple of years behind the EU in Australia and most likely the US, but we will catch up.

US diesel engines seem to be the "older" ones. So, for some reason the US can use older engines overall to meet EPA emissions.

This shows that the US and EU standards are different, but they are supposed to be harmonised quite soon (2018?).

papa jim,
What are you responding to.

It's odd you always seem to answer comments of "mine" that don't exist.


Has me wondering.

Maybe PUTC should look into this.

You are Spanish? You live in Winnepeg.

How is that Spanish F Series business of yours travelling?

If the Titan XD is still classed as a 1/2 ton then I seriously doubt that it will have a cargo capacity higher than 2,000 lb. The 5.0 despite the fact that it uses CGI will be heavy. Towing will be limited by truck capacity.

the story is wrong about oil. They say 40W for cold climates and 10W30 for normal use. It should be the other way around .

Fine-Tuned Designs Help Truckmakers Smooth Air ...

Jul 17, 2015 - As I pointed out weight reduction didn't bear the fruits expected. The new 2015 aluminium Ford F-150 is a prime example of this. The weight reductions in real life only provided around a 1mpg gain. Posted by: Big Al from Oz ...

@Big Al

What did you say?

"Since the majority of full-size pickup owners only drive a little more than 10,000 miles a year" To be 100 percent honest a huge majority of people that i know who drive a pickup especially a 3/4 ton or higher drive easily way more than 10,000 miles a year. Most of the workers and owners in our management company drive 30-40,000 miles a year on average. I wonder who they claim drive less than 10,000 miles a year trucks


Total annual miles driven depends on the type of driving you do on the job.

Guys in the forestry or mining industries often don't get their rigs much above 35 miles per hour because they are driving on unimproved roads or in single lane dirt/gravel roads.

Trucks used that way get a lot of hours on the clock but not many miles on the odometer.

I like all you people on here bashing the Titan without having seen it going face to face with the F150, Tundra and the Chevy/GMC 1500, I'm not even mentioning the RAM 1500 as that's useless as a work truck. I bet it will be in the top concerning towing and hauling, if you care about fuel economy you shouldn't be driving a truck in the first place! I for one would very much like this as my next truck, designed in the USA, developed in the USA, build in the USA and powered by a engine build in the USA! Some of you buy American bullshit guy's are hypocrites Just my 2 cents.!

Dang! they really arent paying attention to what this truck should be! it needs to compete with a normal HD from the big 3. If they only built it to carry that cummins v8 that is another mistake. you cant think that will hold up for long. better have easy access zerks! i like the motor! puit it iun a ram or a gmc and ill buy one.. Ford better get the front end up near a ram. they have built a nice SFA. GM is great too! who doesnt want to eliminate some u joints? gM is the sh!t keeping cv axles on the hd and being able to plow good.

If nissan wants to dent or sell out this model at full capacity. it needs to be capable. 3500lbs payload and able to plow snow with a 8.5 V. then you have a truck that is worth 60,000!

Brandon D,
I really don't think Nissan is out to challenge the full range of HDs by the Big 3.

Nissan is out to take on the lighter end of the HD market and the heavier end of the 1/2 ton market.

First how much manufacturing capacity has Nissan got? So how best can Nissan profit from their existing plant and equipment?

I do think Ford is in a pickle with it's F Series overall. Poor planning and management has led Ford to rely on their steel HDs.

As pickup sales increased in the recent past Ford has gone backwards. Ford HDs are squeezing out some F-150 sales.

This has left Ford with an expensive problem and fix. A very costly aluminium F-150 needs to produce to pay down the huge investment by Ford.

So, if Nissan can take a couple thousand lighter Ford HDs off of them, Ford is really going to hurt.

Even with hefty incentives/rebates the F-150 didn't have a stellar month in August.

When the aluminium Ford HD is introduced and it has the same draining effect on the F Series Ford is going to need to go back to the drawing board.

Or, maybe Sergio should wait a little longer and he can buy Ford out instead of trying to bed Barra at GM.

Nissan will do okay with the lighter HD or heavier 1/2 ton, however you want to put it. The next Frontier is supposed to be the size of a D20/22, another niche'y size.

The Titan XD with the Cummins is going to a whole new animal. It would be more realistic to view it as a light 3/4 than a heavy 1/2 (just about all half tons are heavy duty for a 1/2 ton now). Its a strange new place to be with new marketing, and bragging rights and standards. Its another shade of gray between 1/2 and 3/4. This newness and baddassery is fueling a never ending stream of press. Personally I would LOVE to hear and see more about the NON XD NON Cummins Titan. Any differences in styling to the XD? Will it share the frame? brakes? rear? what engines? a relevant V6? I have been Cummins and Titan XDed over the head enough and while I know it represents the apex of Titan and brings something very new and exciting the trough world how about some info on the more normal less premium coming Titan?

The big difference I can potentially see here is...well...ok take a Jayco 5th wheel that claims to be HT towable. It might be HT towable, but almost all of the options are in reg or extended cabs, with crew cabs, it is few and far between. And forget about loading your family after you've hitched up, you'll be over GVWR. With this new Titan, potentially, a crew cab truck can meet the requirements normally met by regular cab half tons or any 3/4 ton truck, with the standard comfort of the half ton when unloaded. We have the technology, we can build it.

@Zach, the Ram 2500 with coil springs might ride better than the Titan XD with leaf springs. It would be interesting to see.

What is all the talk about the limited payload of half tons? The current Titan is rated at 2100lbs. Most half tons will easily handle well over 1K with some toping out at almost 3K all of that dependent upon configuration but honestly working at a Tractor Supply Store for the last 13 years most half tons (especially newer ones) of all makes and models can competently to easily handle 2K on occasion. The Titan XD will easily exceed 2K cargo capacity and probably be right at or slightly across the 3K line which some half tons are already at.

Believe it or not payload numbers are not recommendations.

You view on payloads is quite dangerous.

You are what is deemed a violator, that is a person opposed to on making an honest error.

If you are required to carry 3 000lbs in the bed you use a truck that is rated to carry that load.

By the sounds of it you consider yourself smarter than the engineers who actually design these pickups.

I think not. Alex;)

Good ole Ram and the "reliable" diesel tech...


2014-'15 Ram 1500 EcoDiesel Recalled for Stalling and Fire Risk

Al, most Clint wrote was not wrong. Much like towing numbers, unless a truck is loaded to the point of snapping leaf springs or dragging the bumper, the payload numbers are largely ignored and there is no law mandating they be followed by an owner unless it is a commercial application. What can happen is tickets can be written for other infractions relating to unsafe conditions. I have never heard of a private owner getting a ticket or insurance claim denied for being over the manufacturer specified payload rating on any vehicle. Heck, the Ram Ecodiesel CC you could conceivably be over the payload with just occupants and a large dog in a crate in the bed.

KeithCT - In BC where I live there was a crack down on non-commercial 1/2 ton pickups but it mostly had to do with 1/2 ton crewcab 4x4s with sled decks (8 ft wide decks that can hold 2 snow mobiles). The biggest issue wasn't so much that the pickups were over their GVW's but the fact that a 5.5 ft box with a 8x7 deck put all of the weight on the rear axle and exceeded the axle ratings.

Here is a perfect example:

Lou - Were the tickets for weight or just flat out unsafe conditions? Typically the axles are rated for more than the truck and putting the weight over the axle is safer than behind it. Think 5th wheel versus bumper pull. A truck will have a much higher pin weight for a 5er than a travel trailer. That set up looks like more of a loading issue. Deck overhangs a 5.5ft bed on all sides with a 3ft plus overhang off the rear. Not to mention putting the center of gravity at the cab level. In the US if you look like a menace to road safety you will get pulled over, but no one is getting dragged to a scale unless there is a big issue.

Thanks Keith,

Al I looked up all the "half tons" the lightest rating is bit over 1300ish lbs and the highest is a bit over 3000ish. I wont say who is what because I too hate Hemi V8's myopic/boorish stance. But the overwhelming bulk of "half tons" fall into 1,600 to 2K depending upon configuration with many doing 1800 to 2K... I never professed to be "smarter" than the engineers. But I have exhibited considerably more common sense than most of the engineers I have met and do have a lot of experience and ownership of the items they have worked on. I also know that they in their wisdom plan for people like me and build margins into their ratings. Im content to play in this gray area from time to time its true should the need arise. I don't make a habit of it as I understand there are risks and doing so habitually is detrimental to the equipment. But don't kid yourself Al picking up 2K in a truck rated for 1,700lbs is not a big deal once in a while. Is the bumper dragging? is the frame on the axel bumpers? nope? then good to go once in a while. We aren't talking about getting people to the moon and back. Yea if you want you can weigh the washer fluid and the fuel in your tank every time you have a load to haul... The rest of us got a job to do and in the truck world its been a very long time since "half ton" = 1,000lbs.

Looking at the pics in this article at the factory and all the other articles about this subject/engine, something looks very different.

I thought this engine was gonna be RED and not just red but Flaming, Hells Fire, Head to Toe, Top to Bottom, Up and Down, All Around, RED!!!

Has that changed?

I was kinda looking forward to that I guess.

KeithCT - tickets were for over GVW and weight too far back on the truck.

Clint - agreed. A few 100 lb over once and a while isn't going to cause any issues.
What I hate seeing is 1/2 tons just like mine pulling a 9,400 lb camper trailer that is just under the pickup's ratings with a box full of gear and a family of 4 in the cab.
the idiots think that all is fine because the trailer is 200 lb under the truck's max rated tow capacity. They are clueless to GCWR.
The other problem I see is the opposite. An 8-10k trailer behind a HD crewcab and since the truck has no problems pulling it the driver behaves like he is in an empty pick-up.

This is a great engine for a 2500 class truck. For a 1500, it would be OK as a higher power/torque option. Unless the Titan XD brings 2500 capability, this engine is an overkill.

The first generation VW Touareg had a V10 5.0 and the FE was around 20mpg hwy. It's lighter and smaller then the Titan XD, and at the time the diesel emissions were less strict, and I think it also had a 6-speed auto transmission, so it's a good indication of the expected XD FE.

However, for towing this engine makes a lot of sense, with better FE and great end torque, its a much better option then a V8 or a V6 turbo gas engines.

Not sure what will be the final capabilities of the XD, 12000 lbs doesn't seem so much. RAM could get around 10000 lbs from the EcoDiesel. The C V8 5.0 power and torque with the 6-speed Aisin would definitely make more sense in something like the RAM 2500 or the Power Wagon.

@George don't worry, Nissan has tons of smart engineers who have had 10 years to sort out these questions about load, capacity, torque, etc.

The 5.0 Cummins is a brilliant "power option" for the buy who wants more than the standard powertrain package offers. The only big thing wrong with this new Nissan truck is the fact that it is several years late to the dance. The Big 3 are all working on their own half ton diesel initiatives right now. Ever since "clean" diesel became available they've been hungry to put one in a half ton truck.

Now, if we can just keep EPA out of the mix!

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