The 2017 Cummins X12 and X15

[kscarbel2]

Today’s Trucking  /  July 20, 2016

As engine platforms go, Cummins' ISX has to be considered slightly remarkable. It was introduced in 1998, although the program that brought the engine to life began in 1994. It survived the transition to EGR (Exhaust Gas Recirculation) and then to SCR (Selective Catalytic Reduction) aftertreatment. Several other engines did not. And it's still very much alive and kicking today.

We spent a day test driving a couple of production-intent versions of the 2017 X15 (as it's now known), and a current ISX15 for comparison.

Coming in 2017 are two distinct versions of the engine -- one tuned for fuel economy, the other for performance. Most of the changes are electronic, but Cummins has made some physical changes to the air handling system and reduced internal parasitic drag on both models. In the case of the performance version, Cummins has optimized the combustion hardware and improved what it calls the combustion recipe.

The impact of the enhancements is subtle but noticeable. In plain English, the 2017 models felt peppier, a little quicker, and smoother to respond, and generally had a firmer feel. The engine brake’s performance at very low rpms was quite a surprise, and even more so in the performance version of the engine, which boasts a new and improved version of the venerable Cummins variable geometry turbocharger.

With trends in engine speed drifting lower with each passing year, drivers were becoming dissatisfied with the engine brake’s performance, apparently not realizing (or forgetting) that a simple downshift would restore the massive retarding power available from a 15-liter engine. That downshift is no longer required, but be prepared for a treat if you decide to drop it down a gear.

Electronically speaking, it's pretty clear that Cummins and Eaton have been spending a lot of time together in the lab and on the track. The 2017 version of the SmartAdvantage powertrain is as smooth and perfectly integrated as any of the vertically integrated powertrains they compete with. Clutch engagement on the Eaton side is dramatically improved over earlier versions, and slipping between the top two small-step gears was barely noticeable on modest highway grades.

The close ratio-step between 9th and 10th is meant to keep the engine running close to its fuel-efficient sweet spot as long as possible. Interestingly, the 2016 engine would lug -- if we can still use that term (it hardly applies anymore) -- down to 1,070 rpm before making a downshift on a grade, whereas the 2017 dipped down to 1,040 before giving up a gear, starting from a cruising rpm between 1,100 and 1,125. If for some reason you aren't using cruise control, the 2017 version will deliver peak torque all the way down to 975 rpm.

Both of the fuel-efficient versions of the engines I drove had the ADEPT (Advanced Dynamic Efficient Powertrain Technology) technology suite featuring SmartCoast and SmartTorque2 (ST2). The 2017 version also had Cummins own Predictive Cruise Control (PCC) feature, currently available only on Paccar products. Cummins will have its own PCC package for 2017 and it will be available across all truck platforms.

SmartTorque has been around for a few years, but the latest evolution known as ST2 provides additional torque when transmission sensors detect the vehicle is on an uphill grade.

SmartCoast was new in 2016. It disengages the engine from the transmission on modest downgrades for almost drag-free coasting with the engine at idle. Coupled with SmartCruise, customers can set their own droop settings (between five kilometers per hour below, and 10 kilometers per hour above, set cruise speed) for reengagement and engine brake activation on grades, so they can harvest the maximum amount of momentum from a hill.

Previous versions of SmartCoast dropped the engine to a 600-rpm idle, but for 2017, Cummins says it is so confident in the new air handling system’s faster transient response that it is comfortable letting the engine drop to 500 rpm with no worries about rapid re-engagement.

The performance version of the engine I drove did not have ADEPT because it had a manual transmission. ADEPT is designed to work with the SmartAdvantage powertrain only, featuring an Eaton Automated Manual Transmission.

On the road

For each truck, we ran about 65 kilometers south of Cummins' hometown of Columbus, Indiana on I-65. There were a few modest 2-3% grades en route to get a sense of how it all worked.  

The PCC feature was interesting. It has GPS maps loaded into the computer, and with the aid of terrain mapping and inclinometers built into the engine and transmission, PCC looks about three kilometers ahead to get a picture of what's coming. The PCC manages throttle and gearing based on the terrain, and does a really good job. It would begin roll on a bit of power just ahead of a grade to build up momentum before climbing, and throttle back just as we began to crest the hill to take advantage of gravity on the downside.

It's nothing more than a pro driver would do, but even the best of us have lapses in attention. We might miss an opportunity or six to conserve a little more fuel. Not PCC.

Before leaving the plant in Columbus, Mario Sanchez-Lara, director of on-highway marketing communications and my tour guide for the day, reset the fuel economy display for a fresh start. Granted, it was a short run, but we saw the average fuel economy trending upward throughout the run. It went from 6.6 miles per gallon (35.6 liters per 100 kilometers) to 7.7 (30.5) with the 2017 engine, and from 6.1 (38.5) to 7.2 (32.6) with the 2016 engine when we returned to the plant.

In real-world reporting on a round trip from the Cummins Engine Plant in Columbus to the Jamestown, New York plant, the 2017 engine logged an average of 8.4 miles per gallon (28 liters per 100 kilometers) with an average road speed of 87 kilometers per hour pulling a trailer loaded to a 66,000-pound Gross Vehicle Weight. It also had 213 SmartCoast events on the trip, where the engine was disengaged from the transmission and the truck was coasting for free.    

My feeling, after a day out with the two generations of engine, is that Cummins has made a good thing better. Even with the automated transmission and a lack of direct involvement in operating the engine and transmission, that peppy and tight feeling was obvious. It's just a nicer-running version of the current ISX15.

I have always been inclined to let an engine drift into the lower end of the rpm range to take advantage of the torque down there, but various older Cummins and Eaton products didn't always cooperate. They are now completely over their aversion to low-rpm operation, and the two – better described as “one” under the SmartAdvantage banner -- handle it very well.

I'll save my report on the performance engine for a future feature, but I would say that engine had all the performance attributes of the fuel efficient version, but with 605 horsepower and 1,850 lb ft of torque to play with. Sweet!  

The rating of the 2016 ISX15 engine and the 2017 X15 engine were the same: 450 horsepower with ST2 1,550/1,750 lb ft. The 2017 engine enters limited production in October, with full production slated to begin in January.

 

 

[kscarbel2]

Cummins unveils X15 and X12 engines

Fleet Owner  /  July 23, 2016

OEM adds that over-the-air updates will be a standard feature on its new engines.

Cummins Inc. unveiled three all-new 2017-compliant truck engines here during a media event at the 4,500-acre Transportation Research Center (TRC) proving grounds just outside Columbus, OH; the new X15 efficiency and X15 performance series engines, along with the new X12 "medium bore" displacement engine.

Jim Fier, VP of EBU engineering, said during the event that changing the OEM’s familiar “ISX” engine nomenclature to simply “X” is “not just a rebranding effort, but signifies a new era for Cummins, one focused on delivering more “finely tuned” products to truck customers:

• The X15 efficiency series is “tuned” to provide maximum fuel economy, Fier said, noting that it delivers 3% better fuel economy versus 2016 equivalent models and an over 10% improvement versus 2010 equivalent displacements. The X15 efficiency series is rated at 400 to 500 hp, delivering 1,450 to 1,850 lbs.-ft. of torque.
• By contrast, the X15 performance series is focused on providing more power, especially for heavy loads. It’s rated between 485 and 605 hp, delivering 1,650 to 2,050 lbs.-ft. of torque.
• The new 2017 X12 medium displacement engine from Cummins weighs in at just 2,050 lbs., cranking out 350 to 475 hp and delivering 1,250 to 1,700 lbs.-ft. of torque. “It’s been designed from the ground up to reduce weight be maintain durability and reliability,” Fier said.

The X15 efficiency and performance series engines are expected to begin a “limited production run” in the fourth quarter this year of some 1,400 units, noted Mario Sanchez-Lara, director of on-highway marketing for Cummins. “That’s about four times the volume we’ve done before [with limited production runs] which reflects solid [order] volumes from the truck OEMs,” he said.

Based on current truck market trends, Cummins expects sales of the X15 performance series to comprise between 10% and 30% of overall X15 model volumes at least initially.

Full production of the X15 efficiency and performance series engines is expected to begin in January 2017, with full production of the X12 medium-displacement model expected to start in 2018.

Cummins is also offering three telematics services with its new engines: Connected Diagnostics, which is already in use on 45,000 customer trucks; Connected Calibrations, the OEM’s over-the-air (OTA) engine calibration service, which will be a standard feature for all X15 electronic control modules (ECMs); and Connected Tuning, which will allow truck owners to adjust calibration packages to meet precise day-to-day operating needs, such as if a truck moves from highway routes to more localized delivery patterns.

Cummins is also offering a “look forward” cruise control feature on all of its X15 efficiency models that will enable the engine to “read” the road ahead for up to 2 miles so as to plan for more fuel efficient acceleration and coasting.

The OEM also plans to offer an oil analysis service dubbed “Oil Guard” to customers with the new X15 engines to help extend oil drains beyond the initial 50,000 mile service interval. The company explained that trucks achieving 6.5 mpg could see oil drains extended out to 80,000 miles through the new testing service.

Fier added that all three engines represent four years of work by Cummins and are backed by 9 million miles of field testing. “That’s the largest ever field test by Cummins, with some of our test trucks going over 500,000 miles,” he noted.

Photo gallery:

Day 1 - http://fleetowner.com/equipment/cummins-engine-rollout-day-1#slide-0-field_images-196731

Day 2 - http://fleetowner.com/equipment/cummins-engine-rollout-day-2#slide-0-field_images-196741

Day 3 - http://fleetowner.com/equipment/cummins-engine-rollout-day-3#slide-0-field_images-196881

[kscarbel2]

Cummins new X Series: Adding up the improvements

Fleet Owner  /  July 25, 2016

When going out for a spin in a truck powered by the new Cummins X15 engine, it’s good to have the program technical leader in the cab to answer questions. Even better, the engine is so quiet the conversation could’ve been conducted at a whisper. But the next-generation X Series is not something Tim Proctor, Cummins ‎Director, Engineering, wants to keep quiet about.

Over several laps around the Transportation Research Center’s 7.2 mile high-speed loop, Proctor explained the finer points of the X15 and the Eaton SmartAdvantage Powertrain, as well the project’s goals and development challenges.

The X15 Efficiency engine is geared for 1150 rpm at cruise speed, and once the truck accelerates to 62 mph or so and the cruise control is engaged, the engine quickly—and so quietly—settles in. The instantaneous fuel consumption reading on the dash of the loaded International ProStar demonstration vehicle: 10 miles per gallon.

“When you consider driver fatigue and real-world operation, this is a really comfortable truck to drive,” Proctor said.

But optimizing fuel efficiency around downspeeding has drawbacks, Proctor noted, pointing specifically to engine braking, which is most effective at higher revs.

“We’ve tried really hard to get the braking performance for that every day ‘off-ramp experience’—where you just want the retardation to control the braking—to be just as good at the lower engine speed, so that the driver doesn’t feel as though the truck is coasting away from him when he comes off the freeway,” he said, before going into detail about the mechanics behind cam profile design changes for the engine braking system.

For the new performance version of X15, on the other hand, the engine braking is substantially enhanced. On another of the day’s demonstrations, a truck powered by the X15 quickly geared down and decelerated, coming to an engine-only stop several truck lengths sooner than an equally loaded rig with an ISX15.

Proctor went on to explain that the X15 Series is really an evolution of the ISX15, and that the development team focused on numerous “areas of opportunity” to make small improvements—because, simply, there was no “low hanging fruit” to be picked from “what’s already, obviously, a pretty good engine.”

“It’s not like there was 3% improvement in fuel economy sitting under someone’s desk, so we concluded that evolving a product which has already got a track record was the path to greater reliability, compared to developing a new engine from scratch. There’s quite a few incremental changes, but we really only made changes where we needed to make them,” Proctor said. “To enhance the reliability, we simplified some of the systems with alternate technologies and we’ve removed some of the things that in the past have caused us problems. At the same time, we’ve made changes throughout that we can be confident in and that we know will deliver improved performance.”

For example, he explained how the team changed the design of the piston cooling nozzles to regulate the oil flow, and less oil flow meant they could redesign the oil pump as well, reducing parasitic power loss. Along with the new generation of engine lubricants, the changes provide another 0.2% improvement in fuel economy.

“All of these things knit together into a system that works,” Proctor said.

But that incremental approach—fractional improvements that, when added together, become significant—is exactly the selling point used by the truck manufacturers to support “integration,” or the advantages that can be gleaned when a powertrain—engine, transmission, axles—is developed and built by a single company. How can Cummins, as an engine builder, compete with the OEM-branded systems?

“We’ve got a really good, collaborative partnership with Eaton—you can see the way this package is working. It’s as seamless as an I-Shift or a DT-12 (Volvo’s and Daimler’s automated manual transmissions, respectively). We’re also working very closely with Dana on axles,” Proctor said. “It clearly presents some challenges for us, but one of the opportunities we have is to build partnerships with the best in the industry, as opposed to just who happens to be part of our organization—that’s a strategic advantage, to be selective.”

[kscarbel2]

Cummins connecting new features to its new engines

Fleet Owner  /  July 25, 2016

Oil analysis program, over-the-air calibration updates, and predictive cruise control aim to boost value of “next generation” engine family.

The new “next-generation X family” of 2017-compliant diesel truck engines introduced by Cummins during a media event here at the 4,500-acre Transportation Research Center (TRC) proving grounds features a new array of soon-to-be-available options aimed at making these new 15-liter and 12-litre engines more efficient while lowering cost of operation and lifecycle expense.

For example, the 15-liter X15 Efficiency Series will offer a 50,000 mile extended oil drain interval for typical line-haul applications, depending on duty cycle, which can be lengthened to as much as 80,000 miles for trucks running at 6.5 mpg or higher with its new “OilGuard” service – an oil analysis program crafted by the OEM based in part on the 9 million miles of field testing its new X family of engines underwent, explained Tim Proctor, technical leader for heavy-duty engineering.

That testing, which not only included ongoing “trend line analysis” of the engine oil, also witnessed use of “degraded oil” within the test engines to highlight areas where different materials to prevent bearing surface pitting, for instance, would allow for longer drain intervals, Proctor noted.

On the electronic front, every X15 and X12 engine will be “factory-ready” to enable over-the-air (OTA) engine programming and customization when connected to a telematics system, which will allow for the use – at the fleet’s discretion – of the new “Connected Calibrations” service Cummins plans to offer.

Steve Hammer, director of data enhanced services for Cummins’ distribution business division, told Fleet Owner that “Connected Calibrations” will act much like an operating system update to a smartphone or tablet computer – with the key difference being that the fleet decides whether or not to download that update.

The encrypted software package will be delivered to each customer’s truck where it will wait in a virtual “holding area” until the driver signals the truck is in safe position – typically parked for the evening – to receive the update, Hammer said. Once safe, the fleet manager “pushes a button” to commence the download – a download that usually takes five minutes to complete and that can occur for every truck in the fleet or only for select units.

“Why is this important? About every one to two years we’ve gathered enough data to realize a certain calibration change can improve performance, fuel economy, even extend engine life,” he said. “Doing this OTA means all of the updates are done in a day, rather than pulling each truck into a shop and connecting it to a computer for the download over a three month period – a stretch of time where a fleet may forget which trucks it’s updated and which ones it hasn’t.”

Cummins added that there is a “fail safe” mode for such OTA updates, meaning that the engine will revert to its original settings if a problem with the download occurs.

Cummins executives explained that new calibrations delivered through a fleet’s telematics to its engines are held “off line” until the download process begins – so as not to interfere with a truck while it is operating – and that the “old” calibrations are kept by the engine’s electronic control module (ECM) until the new download is determined to be successful. If any issue develops, the ECM automatically resets itself back to the previous calibration, Cummins pointed out.

“Connected Tuning” is a subset of “Connected Calibrations” that Cummins is now testing and hopes to make available to X15 engine family customers “soon,” Hammer noted.

It’s aimed letting customers specifically “tune” each of their trucks by adjusting the 400 or so “parameters” within each calibration package, he pointed out; “tuning” that can occur on a daily, weekly, or monthly basis, depending on what kind of duty cycle the vehicle is engaged in.

“Let’s say one week you are hauling toilet paper and the next steel coils,” he said. “You can ‘tune’ the engine to match the requirements for hauling those loads to get the best fuel economy and/or performance possible.” And it’s all done from central headquarters via the fleet’s telematics system, Hammer stressed.

He added that “Connected Tuning” is currently in early validation trials so no release date is being set for it yet.

Finally, Cummins is rolling out a new “predictive cruise control” feature for its new engines that will be able to “look ahead” up to two miles down the road so the engine and transmission can “plan” together better in order to maximize fuel economy.

That cruise control feature will be added to Cummins’ existing ADEPT offerings SmartTorque2 and SmartCoast. Those two functions alone can help a truck in highway operation achieve up to a 3% increase in fuel economy, noted Cummins engineer Dan Dempsey. Combined with predictive cruise, that ADEPT suite can offer the potential for up to a 6% gain in fuel economy, he said.

Dempsey that an aftermarket “package” offering all three of those electronic features will be made available in the fourth quarter of this year, which will allow truck owners with older Cummins engines to add those electronic features to their units.

“It’s improving fuel efficiency over specific routes for trucks,” he said.

[kscarbel2]

Cummins: New X15 Engine Offers High Performance, Economy, Reliability

Heavy Duty Trucking  /  July 24, 2016

Cummins officials say their next-generation X15 heavy-duty diesel series will offer new value through economy, performance, reliability and support when it replaces existing ISX15 models in January 2017. A year later, a new X12 will supersede the current ISX12.

Executives unveiled and demonstrated the new models at the Transportation Research Center in central Ohio Friday and Saturday. “Uptime” was a central theme in their presentations, and they said engineering and development teams devoted four years and almost 9 million test miles to be sure the engines will deliver on that promise.

Some individual trucks and engines racked up more than 500,000 miles, said Jim Fier, vice president of engineering. 2016-model diesels already meet federal greenhouse gas (GHG) and fuel-efficiency standards, and the 2017s will exceed those limits with further improvements in fuel economy.

The X15 engines will be up to 3% better in fuel economy than 2016 models, and as much as 20% better than 2012 models, officials said. Other benefits include extended service intervals and enhanced performance across a 400- to 605-hp ratings range.

Support will be available at more than 3,500 Cummins service locations in North America, said Amy Boerger, vice president of sales. Enhanced extended coverages for up to 6 years and 650,000 miles will be offered to original and second owners. Cummins recently realigned its support organization into eight operating regions for better administration efficiency.

Performance, Efficiency engines

The X15 will include two configurations, Performance and Efficiency, with hardware and software emphasizing the two requirements. Included are optimized compression ratios, air handling systems and cam profile to increase both fuel efficiency and performance capability.

The X15 Performance series, rated at 485 hp to 605 hp, provides power for heavy-haul, vocational and emergency vehicles. An upgraded high-flow air-handling system gives faster pedal response, for enhanced driveability at full payload and steep-gradient climbing. Peak torque of 1,650 to 2,050 lb-ft is delivered across a wide engine rpm range, so less shifting is needed and less fuel is used.

Engine brakes develop over 450 retarding horsepower at just 1,500 rpm and up to 600 hp at 2,100 rpm.

For line-haul and regional applications, the X15 Efficiency series offers ratings of 400 to 500 hp and 1,450 to 1,850 lb-ft. Peak torque is available at 1,000 rpm. When integrated with the Cummins and Eaton SmartAdvantage powertrain, the company says, it achieves high fuel economy by precisely adjusting to grade, vehicle weight and driver input via throttle position.

Single-module aftertreatment

A single-module aftertreatment system with in-line components replaces the multi-turn system now used. The oxygen catalyst, diesel particulate filter, and exhaust fluid injector and dosing chamber are close together so high temperatures needed for efficient operation are maintained, said Jim Nebergall, part of the engineering team that developed it.

“The single aftertreatment module is simpler and exhaust flow is consistent no matter what the application,” he said. “So sensor readings are more reliable. We actually removed a temperature sensor because there’s less variation throughout the system.”

End caps can be side-entry and -exit or straight-through, or a combination of the two, to accommodate customer wishes and packaging demands. Side-entry/exit caps can be “clocked” or turned to line up with inlet and tail pipes to best suit an installation.

Efficiency and Performance engines can be up- and down-rated within their series by reprogramming their electronic controls. However, hardware differences – piston designs, for instance – preclude practical turning of an Efficiency engine into a Performance type or vice versa.     

Smart electronics

The X15 Efficiency series incorporates Adept, SmartCoast and Predictive Cruise Control (PCC) functions, to gain a further 3% fuel economy improvement over current ISX models. Low-rpm braking power is as much as 400 hp, and like any engine brake, retarding force rises with engine rpm’s.

X15 in-service reliability will be fully validated by over 9 million miles of real-world driving before the start of full production in January 2017. It’s the most extensive field-test program ever undertaken by Cummins, executives said.

Connected Diagnostics will be standard on all X15s, and will allow re-calibrations via telemetry and without having to visit a dealer. In practice, a calibration is transmitted to the truck and downloaded onto the engine’s control module; the driver is notified that it’s there, and accepts it by pushing a button, but only after he’s pulled off the road and parked, engineers explained. If the update is not successful, the controls revert to existing programming.

Higher engine efficiency

The X15 features an optimized cam profile to minimize inherent parasitic loss during combustion, in essence breathing easier, and thus increasing thermal efficiency. Applied to the X15, it results in the highest compression ratio in the industry, enabled by the Cummins VGT Turbo and XPI fuel system, to improve engine response and reduce fuel consumption.

Additional engine efficiencies have been gained by minimizing friction losses throughout the X15, including the water pump, gear train, lube system, piston and exhaust gas recirculation (EGR). The big-bore advantage of the 15-liter platform allows the highest level of performance without compromising durability, and has an important influence on maintaining the highest residual value of the truck, Cummins executives said.

Maintenance costs are expected to be reduced by almost half over an engine’s first 500,000 miles, compared to the 2010 engine, Fier said.

Oil-drain intervals for typical line-haul applications are extended up to 50,000 miles, depending on duty cycle, and will be able to extend to as much as 80,000 miles for trucks running at 6.5 mpg or higher with OilGuard – an oil analysis program to be introduced by Cummins. Fuel filter change intervals are also extended up to as much as 50,000 miles, and the crankcase breather filter is now maintenance-free.

A key X15 design goal was to increase uptime by reducing the number of components and simplifying systems wherever possible. A series of durability-focused upgrades were also made to components throughout the engine, including the camshaft lobes, piston cooling nozzles and air-handling system.

Cummins' variable-geometry turbocharger gets a stronger actuator and impeller, to boost transient response and substantially improve engine braking at lower rpms, engineers said. The exhaust-mounted fuel injector has been removed and thermal control is now activated inside the cylinders. A simple thermal recirculation device has been added to combat fuel waxing or gelling.

The X12 is a practically new engine, but will not enter the American and Canadian markets until 2018 because Cummins is concentrating on Mexico, Central America and other foreign areas where medium-bore diesels are more popular, a Cummins development technician said.  

First Impressions

Driving some of the 2017 models on the TRC’s various tracks showed improved throttle response and snappier acceleration, particularly with the Performance engines, compared to current ISX15s. Retarding by the X15 engine brakes was especially strong, but less so on the single X12 engine available for driving. 

One demonstration with a bobtail tractor showed smooth reaction to X15 throttle inputs where one might expect some jerkiness with no trailer to “cushion” abrupt power and torque applications or reductions.

[kscarbel2]

This is why I predict the end of Cummins, at least in the heavy truck engine segment.

Here they are, rebranding their old engines, in a product launch that is VERY important to them at a time when their customers are migrating to truckmaker-built engines, and they did NOT prepare a single sales marketing video for the launch.

Apparently, politically correct babble about diversity (rather than simply hiring qualified and experienced applicants regardless of their sex and ethnicity), and running on-and-on about its LiveWell Center that engine sales pays for, is more important that promoting the company's new 2017 X-Series engines.

https://www.youtube.com/user/CumminsInc/videos

http://social.cummins.com/

Their survival in the heavy truck segment literally depends on customers demanding Cummins power.

Perhaps, after Cummins spend so much time and money being politically correct with nonsense “celebrations”, it didn’t have enough money left in its coffers to design a new cutting edge next-generation engine platform, and sales marketing videos to present it to the buying public.

http://social.cummins.com/celebrating-womens-history-month-positively-impacting-community/

http://social.cummins.com/celebrating-womens-history-month-fostering-inclusive-workplace-nursing-mothers/

http://social.cummins.com/celebrating-womens-history-month-effects-inclusive-work-environment/

http://social.cummins.com/celebrating-womens-history-month-maintaining-diversity-workplace/

http://social.cummins.com/celebrating-womens-history-month-fostering-acceptance-workplace/

http://social.cummins.com/celebrating-womens-history-month-valuing-inclusive-work-environment/

http://social.cummins.com/celebrating-womens-history-month-feeling-pride-inclusive-work-environment/

http://social.cummins.com/celebrating-womens-history-month-embracing-diverse-perspectives/

http://social.cummins.com/celebrating-womens-history-month-diverse-workplace/

http://social.cummins.com/celebrating-womens-history-month-commitment-core-values/

http://social.cummins.com/cummins-named-breastfeeding-friendly-workplace/

http://social.cummins.com/celebrating-black-history-month-importance-inclusive-workplace/

http://social.cummins.com/celebrating-black-history-month-fostering-acceptance-global-markets/

http://social.cummins.com/celebrating-black-history-month/

http://social.cummins.com/celebrating-black-history-month-working-inclusive-environment/

http://social.cummins.com/womens-conference-empowers-female-leaders-connect-inspire/

http://social.cummins.com/cummins-supports-united-nations-womens-empowerment-principles/

 

[TeamsterGrrrl]

Cummins is the only truck engine maker to be honored by Ethisphere for running an ethical organization, year after year. Looking at all the trouble VWAG has gotten themselves into and the ensuing loss of shareholder value, Cummins is a good example to emulate. And Cummin's product is more than competitive, Look at the upcoming X12 engine... It has the light weight of the old M11, up to 475 horsepower, and peak torque clear down to 1000 RPM. This makes Cummins competitive in the 11 to 13 liter marketplace again where the bulk of sales occur.

[Dirtymilkman]

My wife works for Cummins. They spend tons of cash on diversity and trying to be politically correct. They hire a lot of different ethnicities of people....... regardless of their knowledge or experience. As you can imagine this causes a lot of frustration. And costs a lot of extra money. 

[TeamsterGrrrl]

So if all this diversity is bad, how come Cummins is still in business?

[Dirtymilkman]

1 hour ago, TeamsterGrrrl said:

So if all this diversity is bad, how come Cummins is still in business?

It's slowly declining. Productivity is terrible, some people's attitude is "I can't get fired", they're behind on fulfilling contracts and so on. Diversity isn't bad, as long as the person doesn't get hired just because of their ethnicity or sex. People should be hired for their skills. 

[TeamsterGrrrl]

And Cummins is hiring people for their skills, there are no quotas at Cummins.

[kscarbel2]

9 hours ago, Dirtymilkman said:

My wife works for Cummins. They spend tons of cash on diversity and trying to be politically correct. They hire a lot of different ethnicities of people....... regardless of their knowledge or experience. As you can imagine this causes a lot of frustration. And costs a lot of extra money. 

You are 100 percent right. And that's why Cummins continues to lose market penetration. They've lost the US and European markets, and failed in China (now the world's largest market). Now, Cummins is not much more than a niche player.

[kscarbel2]

5 hours ago, TeamsterGrrrl said:

So if all this diversity is bad, how come Cummins is still in business?

C'mon man, Cummins business has had a downward trajectory for years now.

"If" Cummins had the best truck engines in the business, customers would have forced the US market truck brands to emphasize it in their trucks (i.e., "We want Cummins!"). 

But Cummins doesn't, which made it easier for Volvo (Mack), Daimler (Detroit - Freightliner/Western Star), Paccar (DAF) and Navistar (MAN) to push in their proprietary European engines.

[Dirtymilkman]

2 hours ago, TeamsterGrrrl said:

And Cummins is hiring people for their skills, there are no quotas at Cummins.

Of course there's quotas. In the plants there's quotas too. And the attitude is now, when a worker reaches his/her quota they screw off for the remainder of the day. It's a big problem and it's not just there, it's that way in lots of industries. There's no people that wanna do anything "extra" or something that "isn't their job". The majority of millennials have no gumption, no drive, no work ethics and a BIG sense of entitlement. 

[TeamsterGrrrl]

There's a lot more to Cummins than just Class 8 truck engines, and the North American Class 8 truck market is just a sliver of their business. That's why Cummins is very reliably profitable- They make filtration, exhaust after-treatment that's used on a lot of engines besides their own, the B series for FCA pickups and everyone else, the V-8 for Nissan, generators and the engines to power them, alternative fuel engines, the first North American locomotive diesel to pass Tier 4, and a whole bunch of other good stuff. And back to Class 8 trucks, the upcoming X12 is going to eliminate any excuse to buy a proprietary 11 to 13 liter diesel engine from Daimler, Navistar, Paccar, or Volvo...

[kscarbel2]

5 hours ago, TeamsterGrrrl said:

There's a lot more to Cummins than just Class 8 truck engines, and the North American Class 8 truck market is just a sliver of their business. That's why Cummins is very reliably profitable- They make filtration, exhaust after-treatment that's used on a lot of engines besides their own, the B series for FCA pickups and everyone else, the V-8 for Nissan, generators and the engines to power them, alternative fuel engines, the first North American locomotive diesel to pass Tier 4, and a whole bunch of other good stuff. And back to Class 8 trucks, the upcoming X12 is going to eliminate any excuse to buy a proprietary 11 to 13 liter diesel engine from Daimler, Navistar, Paccar, or Volvo...

The North American Class 8 engine business used to be a big chunk of the Cummins pie. But due to incompetent strategies, it is just a sliver.

As BC Mack will tell you, Cummins was in a market-leading position at one time in Europe. None of the European truck enginemakers were even close. But Cummins dropped the ball. Now, they only have a sliver of the European truck market with the ISB and ISL.

Cummins Filtration is a lesson in failure. Donaldson and Mann+Hummel are FAR ahead of them in market share. I can't think of a single US, European or Chinese truckmaker that uses Cummins air cleaners.

When it comes to emissions control systems, Cummins is a generation behind the European suppliers.

Cummins success in the Dodge with the B and ISB is solely because of the American customer. 

Nissan Titan sales are dead in the water.....they can't give them a way. Nissan sells as many Titans in one year as Ford sells F-Series in 5 days.

The X12 is a rebranded ISX12, which was a rebranded ISX11.9, and is also known as the ISG12 in China.

Offering peak horsepower from 430 to 460, I personally think 11 liters is all typical haulers need. I don't expect the ISX12 to steal market share from the 11L and 13L. From 2010, it has failed in 6 years to do so.

[TeamsterGrrrl]

IIRC, the ISX12 was based on the ISX15 and carried it's weight penalty. The new '17 X12 has the weight and bulk of the old M11, and is nearly a thousand pounds lighter than the X15. Cummins lost share in the EU because the truck builders like ERF and Foden that used them got bought up and discontinued. As for the rest of Cummins successful products, read their 10K.

[kscarbel2]

20 minutes ago, TeamsterGrrrl said:

IIRC, the ISX12 was based on the ISX15 and carried it's weight penalty. The new '17 X12 has the weight and bulk of the old M11, and is nearly a thousand pounds lighter than the X15. Cummins lost share in the EU because the truck builders like ERF and Foden that used them got bought up and discontinued. As for the rest of Cummins successful products, read their 10K.

The ISX12 is based on the Dakota.

Cummin's UK customer base did crumble beneath it, but "one" reason is that it failed to provide a product superior to the European competition. They improved and passed Cummins.

[kscarbel2]

 

[kscarbel2]

Cummins Adds 450-HP ISX12 Ratings

Heavy Duty Trucking  /  August 25, 2016

Cummins Inc. announced the availability of two new 450-hp ISX12 ratings for linehaul and regional-haul truck markets.

The 450 hp with 1650 lb.-ft. of peak torque and 450 hp with 1450/1650 lb.-ft. of peak torque are the newest ratings for the ISX12. The 450 hp with 1650 lb.-ft. of peak torque provides performance on the same level as 15.0L and 13.0L engines but at a much lighter weight, which means more payload capacity, according to Cummins. The 450-hp 1450/1650 lb.-ft. SmartTorque rating is ideal for such applications as tank and bulk haulers that transport heavy material on the way out, but return with a light or empty load. SmartTorque technology modulates torque output to deliver the adequate amount of torque needed for the work being done.

Since its release in 2010, the ISX12 has performed well across a wide range of trucking applications, from regional-haul and bulk-haul to refuse and mixer. The engine, with its power take-off (PTO) capabilities, continues to benefit customers who demand more from their medium-bore engines. 

The ISX12 has been a dependable product for many customers across North America since its release, according to Cummins. Williams Tank Lines, based in California, hauls petroleum products and operates predominately ISX12-powered trucks.

"The maintenance is a lot lower with the medium-bore ISX12, we've had [fewer] breakdowns, it's more dependable, more consistent. We have some that are approaching a million miles, and they haven't been overhauled," said Mike Williams, president of Williams Tank Lines.

Along with these new ratings for regional-haul trucks, Cummins is continuing to work on expanded ratings for vocational trucks, to provide even greater productivity in ISX12-powered cement mixers, refuse, and vacuum trucks.

The ISX12 will continue to be Cummins vocational and regional/bulk-hauling champion through 2017, and will be available through the end of 2018, with Cummins launching the next-generation X12 at the beginning of 2018.

[Timmyb]

I've not driven any of these newer Cummins' but if they are anything like the pre egr isx I would never lug them below 1400rpm. They just seem to fall flat on its face. 

Above 1400, they make unbelievable power and economy. 

[1965]

14 minutes ago, Timmyb said:

I've not driven any of these newer Cummins' but if they are anything like the pre egr isx I would never lug them below 1400rpm. They just seem to fall flat on its face. 

Above 1400, they make unbelievable power and economy. 

Been driving 08 with 550hp

seems to pull good; I've been shifting at 14 to 1500rpm on hills

[Timmyb]

5 hours ago, 1965 said:

Been driving 08 with 550hp

seems to pull good; I've been shifting at 14 to 1500rpm on hills

I'm driving a c15 now days, but when I was driving  an isx I'd split  gears at 1500-1400 but on big hills I'd do a full gear at 1400-1300. 

I wonder how these new ones are compared to the old ones?

[kscarbel2]

Cummins' New Little Brother: X12

Today’s Trucking  /  August 26, 2016

Are smaller displacements the engine trend of the future? Cummins seems to be hedging its bets on that question. The Columbus, Ind.-based global engine manufacturer now has very capable product at both ends of the spectrum: the 14.9-liter X15, and this new engine the 11.8-liter X12.

Recent engine introductions from other engine makers suggest there's an appetite for smaller block engines that can deliver Class 8 power for regional and urban applications as well as the vocational market. With ratings up to 475 horsepower and 1,700 lb-ft of torque, the X12 will be running with the big boys. The X12 is also nearly 1,000 lb lighter than the X15, so weight sensitive fleets will be looking very closely at this engine.

The X12 is derived from the ISG platform first introduced in 2013 as global engine platform. It made its first appearance a year later in a joint venture with the world’s largest independent engine maker, Beiqi Foton Motor Co. Ltd. of China. Foton now uses the ISG diesel in a new truck series developed with Daimler of Germany. Cummins says the engine in ISG trim already has more than 1 billion miles under its belt, and is ready to take on North American truck fleets. The X12 will be ready for market here in 2018.

We got a close look at it and brief test drive in July when Cummins launched it 2017 X15 lineup. From what we saw, it looks like Cummins will have a full slate of orders for the X12 in no time at all.

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[kscarbel2]

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