But Cummins really is taking advantage of some serious stuff. The 2.8L Cummins inline motor is designed around E85. The E85 allows for much higher compression ratios that are further boosted via turbocharging. E85 has a substantially higher octane rating than even premium, and the ethanol actually cools the combustion chamber as it is injected, further preventing pre-ignition. That Cummins 2.8L puts out equivalent power to the 5.7L Hemi motor. Ricardo, a GM partner, has taken it even further. They took the 3.2L GM V6, really beefed up the guts, using extreme boosting via turbocharging, and feed it E85. The results thus far are equal power in both HP and torque to the 6.6L Duramax Diesel. It has been in testing in some 3500HD pickups. It can also use lower octane E10, but the computer adjusts accordingly and power output is substantially reduced. And both of these motors need nothing more than catalytic converter style emissions stuff that regular gasoline engines use. What is sad is going thru injectors so much. I took a Cummins N-14 to 1.4 million miles and all it got was one, count it, ONE, injector. A Cummins ISX, 968,000 and no replaced injectors. My current factory rebuilt Detroit Series 60 has 425,000 miles on the rebuild and no injectors needing replaced. What is going on with these smaller diesels in the pickups that they are eating injectors? The VM 2.8L diesel in my Jeep Liberty hasn't even needed a replaced injector in the cumulative 150,000 miles that I owned it and now my son has it.
