Cummins engine that never was..

[Renze]

He was looking to buy a Cummins VT8-430 to put in a Freightliner cabover, and Weller said they had several takeouts, and they were cheap.

From what i gather, the VT8-430 was the tutbocharged variant of the 1960-67 V-950 V8 for class 8 trucks, and the VT8-460 was the militarized version of the VT8-430 for the M50 Sherman upgrade. The current VT-903-660 in the Bradley is a version with slightly shorter stroke, enabling it to run 2800rpm at acceptable mean piston speed..

HE didn't but one, but later he did buy a Mercedes V8 or V10 that he tried to get running for a couple of years, but never did.

The Mercedes OM400 V series V6/8/10/12 were good engines, despite the earliest oddfire 90 degree V6 idled very rough. MTU still produces that design for special applications, though Mercedes itself has replaced them with the more modern inline 6 OM470 series emgines, also produced at Detroit Diesel.

 

[BravoXray]

A local aggregate hauler had a fleet of short nosed KW tractors pulling dump trailers back in the 70s and 80s with V903s in them. I don't remember if hey were turbocharged or not, was a long time ago, nut I do remember the drivers called them 90 nuthins.

If I remember correctly, the VT430 engines had the exhaust ports, manifolds and turbochargers on the inside of the V, but the naturally aspirated version had the conventional arrangement with the intakes on the inside of the V. I think they used the same heads, just a different camshaft to configure for that arrangement.

And then there were the bigass Cummins KTA19 engines.

 

[Renze]

I don't remember if hey were turbocharged or not, was a long time ago, nut I do remember the drivers called them 90 nuthins.

Krupp built million km two stroke diesels, that were outdated in Europe in the 60s. The Cummins V785 they started to build under license had cam and lifter issues, which Krupp engineers solved but their reputation was already damaged.. apparently all Cummins V8 engines had derogatory nicknames...

And then there were the bigass Cummins KTA19 engines.

I know them from.the Hitachi EX1200. Weight 2200kg, at 760hp it will last 30.000 hours between overhauls.

 

[pmsmechanic]

I just saw a Generator with a V-8 Cummins last week.

I was told that the only place a Cummins V8 lasted was on generators and boats. Constant speeds and constant loads. I really don't know why Cummins ever bothered with a V8.

 

[Renze]

I really don't know why Cummins ever bothered with a V8.

Short stroke, high rpm diesel to replace gasoline engines in medium trucks in the late 50s and 60s, when some customers that used gasoline engines before, were afraid of turbochargers, did not want to pay the upfront cost of a heavy duty diesel engine vs a big block gasser, or manufacturers who wanted an engine that could operate at higher engine speeds and lower torque, so that they could offer a diesel in front of their existing transmission and axle ratio.

In Europe it never caught on at all, because we didnt have big block gas powered trucks anyways. Diesel was standard on anything above 5 ton from the 50s onwards.

Many US Army surplus 5 ton REOs were beefed up with heavier springs, a liner stuffed inside the chassis rails, and a Daf diesel fitted, untill they ran out of REOs in the late 60s.

 

[Hay Dude]

I was told that the only place a Cummins V8 lasted was on generators and boats. Constant speeds and constant loads. I really don't know why Cummins ever bothered with a V8.

Haha
You opened a can of worms there
It's because like most other HD diesel manufacturers know:
In line 6 configurations are cheaper to produce, have stronger bottom ends, better longevity, better fuel economy, less moving parts, cheaper to fix and generally package better under most equipment hoods.

 

[Sawyer Rob]

Haha
You opened a can of worms there
It's because like most other HD diesel manufacturers know:
In line 6 configurations are cheaper to produce, have stronger bottom ends, better longevity, better fuel economy, less moving parts, cheaper to fix and generally package better under most equipment hoods.

Apparently, CAT doesn't think so for their two biggest dozers, D10 and 11.

SR

 

[Hay Dude]

Apparently, CAT doesn't think so for their two biggest dozers, D10 and 11.

SR

Nevermind what CAT thinks. They are in business to make money off customers, not give them what is best for the customers bottom line. CAT is most expensive diesel to own/operate.
Plenty of other brands of huge dozers, tug boats and locomotives running much bigger in lines.

HD

 

[Renze]

In line 6 configurations are cheaper to produce, have stronger bottom ends, better longevity, better fuel economy, less moving parts, cheaper to fix and generally package better under most equipment hoods.

That all is true for the economy diesels sold in the USA next to the heavy duty inline 6es:
Cat had a 3208 and a 3406. Cummins a V903 and an 855. V555 and L10. Those were all oversquare designs redlining at 2600 to 3000rpm, usually not with wet cylinder liners, built as a cheaper alternative to their undersquare inline 6 counterparts.

Other V8 diesels such as the Mack E9, Scania DS16, Cat 3408, 3508, 3608, are built like the Volvo D16, Cat C18 inline sixes: All undersquare designs designed to be rebuilt and live on, unlike the aforementioned oversquare economy engines.

In over the road markets, V8 diesels got a bad name because they were designed to be a cheap and disposable alternative to the inline sixes. In the industrial market, the V8 was built asgood as any inline 6 so the V8 didnt get that reputation...

 

[Renze]

Plenty of other brands of huge dozers, tug boats and locomotives running much bigger in lines.

The Cummins KTA 23 is the biggest high speed diesel out there... and its already a square design (bore as large as the strokr is long) to keep piston speed in check. Cat C27 is two C13 cylinder banks on a common crankshaft (V12)

The 70 ton Komatsu D-375A uses a license built Cummins KTA23 inline 6, the 100 ton D-475 uses a license built Cummins QSK30 V12.
The 70 ton Liebherr PR776 uses a V12 as well, which uses an MAN block. It was developed by MAN in cooperation with Mercedes, and therefor shares bore and stroke with the Mercedes OM501 V6 and OM502 V8

The Fiat Allis FD50 uses a Cummins VT-1710 V12 which is a double NT855..

I honestly dont know any other manufacturers building D10 and D11 sized dozers...