This Cummins 2.8L four-cylinder uses premixed charge compression ignition (PCCI) combustion and high charge flow (boost), which we described in our "The Future of the Cummins 6.7L" article (Feb. '10). Generation 3 piezo injectors and a common-rail fuel system (possibly from a supplier other than Bosch) help make this possible. Variable-valve actuation (VVA) is currently in the single-cylinder testing phase and is projected to be adapted to this engine. This Cummins 2.8L four-cylinder uses premixed charge compression ignition (PCCI) combustio You’ve heard the rumblings of a ½-ton diesel pickup coming to the United States since we wrote “New Cummins V-6 and V-8 Diesel Engines” (Dec. ’06). Our optimism has peaked and been dashed during the last five years as all of the ½-ton pickup manufacturers hinted at—and in some cases announced—and then cancelled their plans to offer a compression-ignition engine in a ½-ton truck. So far, we’ve been promised much (including a mini-truck diesel from Mahindra), but as of today, nothing’s been delivered. The good news is as fuel prices continue to climb, so does the consumer thirst for diesels. Once one manufacturer puts a hole in this dike of demand, we’ll see a flood of efficient diesel pickups finally refresh the United States market. Barring another economic collapse, our crying wolf about ½-ton diesels is about to be a thing of the past. Design features for this downsized diesel include: lightweight steel pistons, reduced cylinder block weight, and a lower deck height. An Aluminum cylinder head (with variable swirl system) and forged crankshaft also help create more power density. This engine will use light-viscosity oil (possibly 0W-20) to further help fuel economy. Design features for this downsized diesel include: lightweight steel pistons, reduced cyli DOE, Cummins, and Nissan Recently released Department of Energy (DOE) documents describe developing a 2.8L four-cylinder Cummins diesel for ½-ton trucks using a Nissan Titan. There’s been no announcement from Nissan to offer this engine yet, but the DOE and Cummins-run test is scheduled to be completed by 2014. The fruits of this project are estimated to produce 220 hp and 380 lb-ft of torque, while meeting Tier 2 Bin 2 emissions standards and achieving 28 mpg. The budget is $30 million, with the DOE chipping in half the cash. According to Cummins, “a fuel efficiency increase in light trucks and SUVs of 40 percent would reduce United States oil consumption by 1.5 million barrels per day.” High- and low-pressure EGR on Cummins 2.8L four-cylinder. The Cummins four-cylinder diesel destined for the Nissan Titan is based on the ISF architecture. This combination is projected to reach 28 mpg. That’s a 40 percent fuel economy increase over Nissan’s 5.6L gasoline V-8. The Cummins four-cylinder diesel destined for the Nissan Titan is based on the ISF archite The Johnson Matthey company is the supplier of the passive NOx adsorber (PNA), which stores NOx at low temperatures and releases it as the catalyst temperature increases. As you can imagine, a great deal of emissions are released during engine start-up (before the engine has time to reach operating temperatures). This passive emissions system decreases the fuel economy penalty we’ve come to despise from the active emissions systems we’ve seen on diesel engines since 2007. The Johnson Matthey company is the supplier of the passive NOx adsorber (PNA), which store The high- and low-pressure exhaust gas recirculation (EGR) loops help fight NOx emissions. Cummins does this by introducing oxygen-depleted air to the combustion chamber, which cools the reaction. Here’s how it works: Fresh air enters the engine via a traditional air filter. The intake air is then mixed with cooled EGR coming from after the diesel particulate filter (DPF). The intake charge is then drawn into the variable-geometry turbocharger. Next, air goes through the charge-air cooler (CAC), which will be liquid-cooled, because it’s projected to be mounted to the engine (as are the urea doser, diesel oxidation catalyst, DPF, and two EGR coolers). A traditional high-pressure EGR loop is the next stage of the flowchart. The high- and low-pressure exhaust gas recirculation (EGR) loops help fight NOx emissions. On the new 2.8L Cummins diesel engine the exhaust ports will be insulated for faster warm up and less fuel economy penalty for emissions equipment. A fabricated steel exhaust manifold will replace the traditional cast-iron piece. A NxtGen non-catalytic syngas generator produces syngas (hydrogen and carbon monoxide) from diesel fuel exhaust gas and helps the aftertreatment function better. On the new 2.8L Cummins diesel engine the exhaust ports will be insulated for faster warm The liquid-cooled charge-air cooler is mounted on the engine instead of up front where many are positioned today. Twin electric fans decrease parasitic losses on the downsized engine. In order to increase aftertreatment efficiency, this four-cylinder runs at increased loads and increased exhaust gas temperature. The liquid-cooled charge-air cooler is mounted on the engine instead of up front where man SOURCES Johnson Matthey N/A www.matthey.com NxtGen 604-688-7841 www.nxtgen.com Department of Energy www1.eere.energy.gov Cummins Box 3005 Columbus IN 47202 1-800-343-7357 www.cummins.com By Jason Thompson Enjoyed this Post? Subscribe to our RSS Feed, or use your favorite social media to recommend us to friends and colleagues!