Difference Between 555 & 6X0
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From: Houston, TX
I believe that there are a number of changes, both mechanical and electronic. Different turbo, wastegate, exhaust, pistons, rods, computer controls, etc.
Cummins propaganda sheet for the 600:
http://www.cummins.com/na/pages/en/p...urbodiesel.cfm
Cummins propaganda sheet for the 600:
http://www.cummins.com/na/pages/en/p...urbodiesel.cfm
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Originally Posted by PsRumors
What is the difference between the 555s and 6x0 engines? Is it all electronic or are there mechanical differences?
Lots of difference from the 555 engine because of that. Good thing is no EGR like Ford and Chevy, bad thing is worse fuel economy from retarded timing and post injection.
Only going to get worse in January of 2007
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From: Hippie
Originally Posted by RamWheelsBy4
I believe that there are a number of changes, both mechanical and electronic. Different turbo, wastegate, exhaust, pistons, rods, computer controls, etc.
Cummins propaganda sheet for the 600:
http://www.cummins.com/na/pages/en/p...urbodiesel.cfm
Cummins propaganda sheet for the 600:
http://www.cummins.com/na/pages/en/p...urbodiesel.cfm
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Joined: Aug 2004
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From: Houston, TX
Originally Posted by LinearX
New pistons and rods as well? The rest of the stuff I can believe, but I can't imagine that they'd have to change the pistons and rods unless they went to a different piston that required a different length rod. Ah well...I love my 555.
The 2004 Cummins 600 Turbo Diesel builds upon this durability with:
In-cylinder combustion and diesel oxidation catalyst solution requires no exhaust gas recirculation components.
Gallery cooled high-strength aluminum pistons for durability and long life to overhaul.
Premium high strength inconel exhaust valves and high-cobalt stellite exhaust valve seats for durability and long life to overhaul.
High strength exhaust manifold with multi-layer gasket between head and manifold.
Forged steel fracture-split connecting rods.
Cummins applied its technology to provide an in-cylinder solution along with a diesel oxidation catalyst. Cummins developed a new piston combustion bowl and a high flow electronically-controlled wastegated turbocharger to better match boost pressure to engine needs to reduce emissions.
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From: Hippie
Originally Posted by RamWheelsBy4
Just reading the propaganda sheet about the 600s. Maybe I did not understand the part about rods and piston bowls, so maybe that is a stretch. But it looks to me to be a very different engine than the 555.
The 2004 Cummins 600 Turbo Diesel builds upon this durability with:
Average of 350,000 miles to overhaul.
Proven technology: most components are carry-over, including the Bosch high pressure common rail fuel system optimized by Cummins controls.
In-cylinder combustion and diesel oxidation catalyst solution requires no exhaust gas recirculation components.
Gallery cooled high-strength aluminum pistons for durability and long life to overhaul.
Premium high strength inconel exhaust valves and high-cobalt stellite exhaust valve seats for durability and long life to overhaul.
High strength exhaust manifold with multi-layer gasket between head and manifold.
Forged steel fracture-split connecting rods.
Cummins applied its technology to provide an in-cylinder solution along with a diesel oxidation catalyst. Cummins developed a new piston combustion bowl and a high flow electronically-controlled wastegated turbocharger to better match boost pressure to engine needs to reduce emissions.
The 2004 Cummins 600 Turbo Diesel builds upon this durability with:
Average of 350,000 miles to overhaul.
Proven technology: most components are carry-over, including the Bosch high pressure common rail fuel system optimized by Cummins controls.
In-cylinder combustion and diesel oxidation catalyst solution requires no exhaust gas recirculation components.
Gallery cooled high-strength aluminum pistons for durability and long life to overhaul.
Premium high strength inconel exhaust valves and high-cobalt stellite exhaust valve seats for durability and long life to overhaul.
High strength exhaust manifold with multi-layer gasket between head and manifold.
Forged steel fracture-split connecting rods.
Cummins applied its technology to provide an in-cylinder solution along with a diesel oxidation catalyst. Cummins developed a new piston combustion bowl and a high flow electronically-controlled wastegated turbocharger to better match boost pressure to engine needs to reduce emissions.
The 555 engines had the oil cooled pistons like the 6x0 engines do. That was one of the differences between the SO and the HO engines. I would assume, then, that the rods are the same. I could be wrong, though.
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Originally Posted by LinearX
The 555 engines had the oil cooled pistons like the 6x0 engines do. That was one of the differences between the SO and the HO engines. I would assume, then, that the rods are the same. I could be wrong, though.
Yes, the pistons are noozle jetted instead of the SO's gallery cooling/lubricating. However, the piston bowl is tailored to the emissions package to avoid the EGR system.
The fracture split rods were actually copied from the D-max. I know, not what you wanted to here, but its true.
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From: Hippie
Originally Posted by bigblock2stroke
Both the pistons and the rods are different.
Yes, the pistons are noozle jetted instead of the SO's gallery cooling/lubricating. However, the piston bowl is tailored to the emissions package to avoid the EGR system.
The fracture split rods were actually copied from the D-max. I know, not what you wanted to here, but its true.
Yes, the pistons are noozle jetted instead of the SO's gallery cooling/lubricating. However, the piston bowl is tailored to the emissions package to avoid the EGR system.
The fracture split rods were actually copied from the D-max. I know, not what you wanted to here, but its true.
Sucks that Cummins is stealing designs from the D-Max, though.
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Originally Posted by LinearX
Doesn't hurt my feelings that things are different. I'd rather learn the truth than just continuing to wonder and, in this case, argue incorrectly.
Sucks that Cummins is stealing designs from the D-Max, though.
Sucks that Cummins is stealing designs from the D-Max, though.
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From: North of the Frost Line....near Priddis Alberta
OK, so why does the 610's oil get black so quickly? The 555's didn't have this 'feature'. Anyone know what the engine is doing to build up that soot so quickly in the oil? Maybe if they figured out how to burn this soot we'd get the 555's better miliage.
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From: The South
Originally Posted by Steve034x4
OK, so why does the 610's oil get black so quickly? The 555's didn't have this 'feature'. Anyone know what the engine is doing to build up that soot so quickly in the oil? Maybe if they figured out how to burn this soot we'd get the 555's better miliage.
