I worked for Cummins for 9 years and it was the best company I worked for, i am still proud today to have been part of that company. Willy Smets Belgium.
Absolutely AWESOME! I did my apprenticeship on N14 and the early ISX engines but this new LNG tech is really pushing the boundaries and proving a solid, much cheaper alternative to expensive Diesel. VERY well done Cummins!!!!!!!!
Been driving a CNG last four years absolutely no pulling power truck runs like a scared rabbit on a flat Road it's not turned down speed-wise they say it has 400 horsepower but even a small hill there is absolutely no power in these motors
Odd that you have that misconception. Diesel has nearly 150% the energy density of CNG or LP. The only advantage LP and CNG have over diesel is price. And that advantage exists because the price of diesel is artificially jacked up. EGR and DPF are the worst possible ways to clean up a diesel's exhaust. In truth I think they make them run dirtier. If someone bothered to actually do a study on this I'm betting they will find that the gross NOx emissions produced by a truck equipped with them is greater than if the systems were removed. Common sense will tell you an ounce of prevention is worth a pond of cure. Cooler intake = cooler combustion = cooler exhaust temps. Larger, more efficient, intercoolers and cool air intakes are the answer not EGT and DPF.
***** EGR and DPF are half measures made to satisfy the EPA that something is being done, compared to my engine, the new engines are extremely inneficient getting less than 10 MPG, whereas my 5.9 can get 25 MPG. However the emissions are MUCH MUCH less, I am a diesel mechanic, and I can tell you the exhaust on the big trucks that are only using moderate emissions controls will fill the shop up quickly and make it hard to breath, but the new trucks that have large after treatment systems, you can run them all day in the shop and you wouldnt even know they're there, is it better? Well theres a lot of fuel and energy lost just to lessen emissions.
samus989 I have several rigs, but my favorite is my 67 Loadstar. Its outfitted with a MaxxForce DT, Allison 2500 PTS, NP205, Dana Super 60 Front [3.31 ring and pinion], Dana Super 80 Rear [3.31 ring and pinion], riding on a set of 22" American Force 'King' rims and 235/50r22 tires. The engine and transmission are sourced from a IC CE-300 bus. The Axles came from a '12 F450 King Ranch. Tax auctions are so much fun. I got both of them though title boxes. They claim the contents are random, filled with whatever title documents they didn't have time to process. But I think they filter out all the real gems, then stuff the rest in those boxes and seed them with a couple goodies just to keep people interested. But I'm not complaining. Thats how I make my money. Paperwork is a bear sometimes, but... I digress. Back to the truck. By virtue of the truck being a 67 rig, I was able to legally delete the EGR and DPF system. With some electronic black magic I got rid of all the computer issues that caused, and gained the ability to select between high output and high economy injection characteristics. With a larger, dual stage intercooler [pre/post], VGT control tuning, cool air intake, 4" intake, downpipe, and exhaust pipes, and minor tweaking to the fuel injection system, I able to upped the hp to 500+ @ 2800 rpms, 950 @ 1600-2800 rpms. With a 6th gear of .64: and a final drive of 3.31 I'm able to cruise right along at 65 mph while turning at 1500 rpms. Even with the HO switched on I don't see even the slightest puff of smoke. My EGTs with HO on are never over 1250F at the turbo inlet, and when its off they much lower. With HO on I get about 22 hwy, with it off I beat your mileage by 3, with 28 mpg. Will I ever recoup all the money I'm spent on building this rig....Bah, ha, ha! You got to be kidding me! Well, come to think of it, if you take into consideration the money I didn't spend on parts, along with the money I got from selling the leftovers from the donor vehicles, I might be pretty close. And before you ask, and I know someone will, I parted out the '12 King Ranch because I already have an early MY 03 F-350 King Ranch with the legendary 7.3 powerstroke. Its already setup the way I want it.
samus989 I'm a diesel mechanic too and it is nice that we can run them inside without having problems but on top of losing efficiency too I'm sure you know all about the servicing of these systems like removing and cleaning DPF filters and all of the egr problems from things clogging which Cummins I've seen is actually bad for, not only the inefficiencies and and wasted energy the money is ridiculous that is spent keeping up with these systems.
The main reason pure hydrogen isn't in common use as a fuel in combustion engines is that it takes more energy to produce it than you get back from it. Then there are the issues with storing it. And there is that issue with accelerated engine decay caused by hydrogen embrittlement. And lastly, hydrogen burns at such a high temp, it would melt the engine in short order, not to mention generate undesirable levels of NOx emissions. Nope, hydrogen is a pipe dream.
Once again another person that has bought into that enviro-nutter myth. Let me explain it in simple terms. Oil companies are a myth, they don't exist. They never have. The enviro-nuts want you to believe in them, but they don't exist. The existence of Oil Companies is a lie, its propaganda, its a tool used to blind you to reality. Why they invented this lie is a larger topic that has little to do with why no one is developing a hydrogen engine. Simply put, Big Oil doesn't exist. What does exist is Big E. Because those companies you buy your fuel from are Energy Companies. The Energy companies don't care if the energy you buy is Gas, diesel, hydrogen, propane, natural gas, bio gas, bio diesel, coal, or (you guessed it) electricity. They don't care where the energy comes from. Whether its nuclear, wind, algae, fossil fuels, wave, hydroelectric, fuel cells, soy beans, doesn't mater. All they care about is their bottom line. They spend billions every year developing the next technology that will power your device. They do this to ensure they own part of the patent, so they get a slice of the profits. They don't bury technologies, because patents only last 20 years, so that a 20 year window for them to make the most money. After that it becomes generic technology. And anyone can develop their own version. So if hydrogen had any potential, they would have exploited it long ago!
I worked for Cummins for 9 years and it was the best company I worked for, i am still proud today to have been part of that company. Willy Smets Belgium.
Absolutely AWESOME! I did my apprenticeship on N14 and the early ISX engines but this new LNG tech is really pushing the boundaries and proving a solid, much cheaper alternative to expensive Diesel. VERY well done Cummins!!!!!!!!
How come you don't have any new videos in 2020
Been driving a CNG last four years absolutely no pulling power truck runs like a scared rabbit on a flat Road it's not turned down speed-wise they say it has 400 horsepower but even a small hill there is absolutely no power in these motors
And always breaking down in the winter
I agree the diesel ISX vs the CNG version is night and day
@@williammcphail5581 high hp no torque
a direct or multi port injection would be nice on the cng/lng.
Wow. I'm going to be working on n/g powered Cummins (garbage trucks). Looking for how to vids till I start.
This is a great thing emissions like egr and dpf are getting us no where but losing efficiency and fuel mileage we need to change the fuel itself
Odd that you have that misconception. Diesel has nearly 150% the energy density of CNG or LP. The only advantage LP and CNG have over diesel is price. And that advantage exists because the price of diesel is artificially jacked up.
EGR and DPF are the worst possible ways to clean up a diesel's exhaust. In truth I think they make them run dirtier. If someone bothered to actually do a study on this I'm betting they will find that the gross NOx emissions produced by a truck equipped with them is greater than if the systems were removed.
Common sense will tell you an ounce of prevention is worth a pond of cure. Cooler intake = cooler combustion = cooler exhaust temps. Larger, more efficient, intercoolers and cool air intakes are the answer not EGT and DPF.
***** EGR and DPF are half measures made to satisfy the EPA that something is being done, compared to my engine, the new engines are extremely inneficient getting less than 10 MPG, whereas my 5.9 can get 25 MPG. However the emissions are MUCH MUCH less, I am a diesel mechanic, and I can tell you the exhaust on the big trucks that are only using moderate emissions controls will fill the shop up quickly and make it hard to breath, but the new trucks that have large after treatment systems, you can run them all day in the shop and you wouldnt even know they're there, is it better? Well theres a lot of fuel and energy lost just to lessen emissions.
samus989 I have several rigs, but my favorite is my 67 Loadstar. Its outfitted with a MaxxForce DT, Allison 2500 PTS, NP205, Dana Super 60 Front [3.31 ring and pinion], Dana Super 80 Rear [3.31 ring and pinion], riding on a set of 22" American Force 'King' rims and 235/50r22 tires.
The engine and transmission are sourced from a IC CE-300 bus. The Axles came from a '12 F450 King Ranch.
Tax auctions are so much fun. I got both of them though title boxes. They claim the contents are random, filled with whatever title documents they didn't have time to process. But I think they filter out all the real gems, then stuff the rest in those boxes and seed them with a couple goodies just to keep people interested.
But I'm not complaining. Thats how I make my money. Paperwork is a bear sometimes, but... I digress.
Back to the truck.
By virtue of the truck being a 67 rig, I was able to legally delete the EGR and DPF system. With some electronic black magic I got rid of all the computer issues that caused, and gained the ability to select between high output and high economy injection characteristics.
With a larger, dual stage intercooler [pre/post], VGT control tuning, cool air intake, 4" intake, downpipe, and exhaust pipes, and minor tweaking to the fuel injection system, I able to upped the hp to 500+ @ 2800 rpms, 950 @ 1600-2800 rpms.
With a 6th gear of .64: and a final drive of 3.31 I'm able to cruise right along at 65 mph while turning at 1500 rpms.
Even with the HO switched on I don't see even the slightest puff of smoke. My EGTs with HO on are never over 1250F at the turbo inlet, and when its off they much lower.
With HO on I get about 22 hwy, with it off I beat your mileage by 3, with 28 mpg.
Will I ever recoup all the money I'm spent on building this rig....Bah, ha, ha! You got to be kidding me!
Well, come to think of it, if you take into consideration the money I didn't spend on parts, along with the money I got from selling the leftovers from the donor vehicles, I might be pretty close.
And before you ask, and I know someone will, I parted out the '12 King Ranch because I already have an early MY 03 F-350 King Ranch with the legendary 7.3 powerstroke. Its already setup the way I want it.
samus989 I'm a diesel mechanic too and it is nice that we can run them inside without having problems but on top of losing efficiency too I'm sure you know all about the servicing of these systems like removing and cleaning DPF filters and all of the egr problems from things clogging which Cummins I've seen is actually bad for, not only the inefficiencies and and wasted energy the money is ridiculous that is spent keeping up with these systems.
Get rid of that egr
X15 efficiency is gutless junk
you guys should start using hydrogen
The main reason pure hydrogen isn't in common use as a fuel in combustion engines is that it takes more energy to produce it than you get back from it.
Then there are the issues with storing it. And there is that issue with accelerated engine decay caused by hydrogen embrittlement. And lastly, hydrogen burns at such a high temp, it would melt the engine in short order, not to mention generate undesirable levels of NOx emissions.
Nope, hydrogen is a pipe dream.
it would be worth pursuing
If it was possible, it would have been commercialized long ago.
I don't think so it would destroy oil companies, and anything is possible, all it would take is funding and good engineers
Once again another person that has bought into that enviro-nutter myth.
Let me explain it in simple terms. Oil companies are a myth, they don't exist. They never have. The enviro-nuts want you to believe in them, but they don't exist.
The existence of Oil Companies is a lie, its propaganda, its a tool used to blind you to reality.
Why they invented this lie is a larger topic that has little to do with why no one is developing a hydrogen engine.
Simply put, Big Oil doesn't exist. What does exist is Big E. Because those companies you buy your fuel from are Energy Companies.
The Energy companies don't care if the energy you buy is Gas, diesel, hydrogen, propane, natural gas, bio gas, bio diesel, coal, or (you guessed it) electricity.
They don't care where the energy comes from. Whether its nuclear, wind, algae, fossil fuels, wave, hydroelectric, fuel cells, soy beans, doesn't mater.
All they care about is their bottom line. They spend billions every year developing the next technology that will power your device. They do this to ensure they own part of the patent, so they get a slice of the profits.
They don't bury technologies, because patents only last 20 years, so that a 20 year window for them to make the most money. After that it becomes generic technology. And anyone can develop their own version.
So if hydrogen had any potential, they would have exploited it long ago!
What is next for Cummings now EV trucks are caming no more engines
Cummins* ^^
@@kylekey65 clessie Cummins
@@5.43v Yep, he also created the engine compression break or "jake brake" .