Not sure how applicable it is to the 07 Ram's, but I would think we'd get the new ISB motors....

Cummins Announces Midrange On-Highway Engines For 2007

TAMPA, Fla. (Feb. 12, 2006) - Cummins Inc. (NYSE:CMI) announced today that its MidRange on-highway engine product line for 2007 will offer enhanced performance while using proven, reliable technology to meet the U.S. Environmental Protection Agency (EPA) and California Air Resources Board (CARB) emissions standards for 2007 during the American Trucking Associations Annual Leadership Meeting in Tampa, Fla.

Cummins MidRange product line for 2007, including the enhanced ISL, ISC and ISB engines, will use Cummins proven cooled Exhaust Gas Recirculation (EGR) technology with the addition of exhaust aftertreatment provided by the integrated Cummins Particulate Filter and a crankcase ventilation system to deliver certified and compliant power. By using this common emissions solution across all on-highway engines, Cummins leverages its proven technology to meet 2007 emissions standards while at the same time delivering superior reliability and increased performance.

According to Dave Crompton, Cummins Vice President and General Manager of MidRange Engine Business, "Cummins Midrange engines have demonstrated every advantage for our customers - proven reliability, fuel economy, minimum maintenance and lowest cost of ownership. The number of customers running Cummins MidRange engines continues to grow, demonstrating their confidence that Cummins has the best solution for medium-duty and vocational trucks."

According to Jeff Weikert, Cummins 2007 MidRange Program Leader, "Our 2007 MidRange and Heavy-Duty field test units have already completed over 2.5 million miles in field testing that encompasses all altitudes, temperatures and conditions, and over 20,000 abusive test cell hours. We have shared our experience across platforms to create a very solid lineup. We believe customers will really like the increased performance of these engines."

The Cummins Particulate Filter and crankcase ventilation system are fully integrated with the engine to meet 2007 emissions standards. The Fleetguard® Enviroguard™ coalescing filter captures and filters crankcase emissions. Cummins is the only engine company with the key in-house technologies that enable the engine and aftertreatment system to be totally integrated for optimal reliability, performance, fuel efficiency and low cost of ownership. Both the engine and aftertreatment are controlled by a single ECM (Electronic Control Module).

The entire Cummins MidRange line will continue to use High Pressure Common Rail fuel systems - enhanced for 2007 with higher injection pressures to optimize fuel economy and increase performance. All engines will use the patented sliding-nozzle Variable Geometry Turbocharger (VG Turbo), which doubles as an exhaust brake with increased braking power in 2007. Also new in 2007, the VG Turbo features a new electric actuator with faster response and improved precision in adjusting airflow to the engine.

The ISB for 2007 will see displacement increase from 5.9 L to 6.7 L, providing more horsepower, more torque and, more importantly, more performance for customers. Enhanced electronic engine controls will increase the number of injection events per combustion cycle, so the ISB will continue its position as the fuel economy leader with the lowest total cost of ownership in its class. An automatic Oil Level Sensor option eliminates the need for daily oil level checks. And, a new 18-quart oil pan option allows for standard oil drain intervals to be increased to 20,000 miles (32,000 km).

The ISL, ISC and ISB all share an enhanced ECM with greater speed, memory and flexibility. The ISL and ISC both offer an optional compression brake.

Enhanced top horsepower/torque ratings for 2007 include: ISL 365/1250 (272 kW/1695 N•m); ISC 330/1000 (246 kW/1356 N•m); ISB 325/750 (242 kW/1117 N•m).

Customers will continue to benefit from Cummins superior ability to integrate critical subsystems for total performance and low cost of ownership. For 2007, fuel consumption and maintenance intervals are unchanged.

Cummins Inc., a global power leader, is a corporation of complementary business units that design, manufacture, distribute and service engines and related technologies, including fuel systems, controls, air handling, filtration, emission solutions and electrical power generation systems. Headquartered in Columbus, Indiana (USA), Cummins serves customers in more than 160 countries through its network of 550 company-owned and independent distributor facilities and more than 5,000 dealer locations. Cummins reported net income of $550 million on sales of $9.9 billion in 2005.

Link is here: http://everytime.cummins.com/every/news/release73.jsp

 

Well I like the VGT but i thought the HP would be higher. I'll keep my 03 HO. They can keep their multiple "event" injection, EGR engine

 

Sounds scary...Cool design and all, but the new emissions standards are evil....I wonder how hard it is going to be to mod out these new engines?

Edit: THE TORQUE NUMBERS SURE ARE PRETTY THOUGH!

 

I hope Cummins has better luck with EGR valves than Jeep does on their Liberty CRD's......own one; been there*done that.
Greg

 

I noticed they mentioned even higher injection pressures. Just what we need, a reason for injector problems to come back with a vengeance. I hope they have the injectors under control.

 

DUN DUN DUN DUN!!!! Oh well. lets hope they have it all as perfected as they say they do. Hopefully we wont have any VP44! Lol!

 

Cummins has a very low injector problem with the ISB , also , the EGR valve on these engines have a very good life because they are mounted on the cold side of the EGR cooler, I'll bet the horsepower of the Dodge ISB will be higher and the torque will be lower. there will be no way out of the multiple injection programming.... it will be needed to keep the particulate filter clean. Gotta remember the EGR ISB has been out since 02. be interesting to see what the rail press. will be on the engine. last engine we had for field testing we were using 2100 bar rail pressure with CP3

 

Just curious. What application has the ISB been running EGR? Not being an owner yet I have to take the brochures word for it when it claims that the ISB 5.9 meets the current EPA mandates without an EGR.

 

All the non Dodge 3rd gen ISB/QSB engines have been running EGR for some time now.

325/750 may seem disappointing until you realize that is the industrial spec. The current industrial ISB spec is 275/300/700 iirc, so 325/750 is a nice step up. In Dodge trucks you'll probably see 350-375 and as much torque as they can get a transmission to handle.

The torque is the issue. The current 325 is making 600ftlbs at 2900 to get there. To get to 350-375, torque needs to be 650-700 at the same RPM, so the transmission is everything.

Dodge has a much harder time with transmissions because the Cummins makes its torque everywhere in the powerband whereas the 6.0L is pretty peaky and only makes its rated torque at one place. Ford can keep the transmission from experiencing that torque on a regular basis by shifting before it gets there. Dodge cannot.

The other thing is with 0.8 extra litres, exhaust temps will drop for a given HP/torque compared to the same 5.9L engine.

375/700 would make a phenomenal pickup truck engine.

 

If it meets EPA specs for the light trucks, Dodge should just take the engine exactly as it is and use it. No changing computer interfaces, rpm ranges, etc. That way, if you prefer to take your truck to a Cummins shop for non-warranty work, they can work with it. These current trucks already have plenty of power for what they can tow. I would much rather see this change give us less focus on HP/torque and be almost 100% reliable. When you think of Dodge / Cummins, you think reliable. Is that so anymore?

 

I'm drooling ......... I see a new company dually coming late Fall !!!

 

My guess is Dodge will have its own unique hp and torque numbers because of drivetrain limitations.

Hopefully they'll do their homework on the automatic transmission. They've done a good job with the 48re, but to stay competative, they're going to have to add more gears. What no body ever notices in comparing performance to the competition is that the Ford and Allison trannys have a lower first and second gear than the Mopar. This allows them to run a tighter converter and still have the torque necessary to get loads up and rolling from a standstill along with higher top end gearing for good mileage. In every pull-off I've ever seen, the Dodge has lost in a standing start contest. Even though the Cummins has good low end torque it can't overcome the advantage lower gearing gives the competition, except if the Dodge is running with a loose torque converter. And anybody who's ever installed a lockup switch will attest to the performace increases it gives when the converter locks.

 

I believe I will let that one be out on the market for atleast a year or two before I jump on that one. All I hurd about the new duratrash is more power, more hp, better mpg. Well gess what. Less mpg. My buddies that ran down and had to have one are wishing they had kept there old ones. The power is not the big thing. You can add a chip to the ones now to get all the power you need. Let's not forget the huge price increase just to say you own the new 6.7.

 

Well, from what I have read they new 6.7 is supposed to be mated to a 6 speed AISIN tranny. It is supposed to have a broader plate or something like that ( cant remember exactly) but it is the same size transmission case, packing a whole lot more punch.

 

I see a RV Hauler with a 6.7 in my future.

This engine in a Medium Duty Truck like a 4500 or 5500 could send Ferd to put something other than the choke motor in there 450 and 550's. GMC has a good looking hauler, but it suffers from lack of engine with Maxi Pad having to rely on a 5:13 rear, as ferd does, to do the work.

With the 6.7 I would think a 4:10 would be all you need, as long as you can get a tranny that will hold it. Fuel mileage should be good as well.

Dave