The engine has two names and two iterations. The ISV5.0 is the commercial version of the engine. Cummins is positioning this as a fuel-efficient alternative to big gasoline engines in applications such as school buses, walk-in vans, medium-duty trucks and RVs.
What has the pickup truck crowd abuzz is the fact that Cummins is also configuring this same platform as a diesel engine for the gasoline-dominated world of 1/2-ton and 3/4-ton pickup trucks and calling it the Cummins 5.0L V8 Turbo Diesel. This version will make its first appearance in the pickup truck world as an option on the Nissan Titan pickup starting in 2014.
The eight-cylinder power plant features a number of new technologies for Cummins, including a lightweight compacted graphite iron block, composite valve covers, and an advanced ceramic glow plug system. These glow plugs can deliver start times in under two seconds in temperatures as low as minus 25 degrees F.
Additionally, the engine features a forged steel crankshaft, high strength aluminum alloy heads, dual overhead camshafts, high pressure common rail fuel delivery and a variable geometry turbocharger. Cummins also designed the engine with multiple front-end accessory drive options to tie into the alternator, air compressor, AC compressor and hydraulic pump.
One of the key design criteria was to substantially reduce noise – one of the common complaints people voice about diesels. Practically speaking this means you don’t have to shut off the engine to be heard when you’re ordering at the takeout window.
The history of this engine dates back to the early 2000s, when Cummins and the U.S. Department of Energy collaborated on a jointly funded research project to explore the possibility of a light-duty, automotive diesel engine, says Michael Taylor, director of customer engineering and business development. Shortly afterward, Chrysler expressed interest in the possibility of a small diesel for its Ram brand 1/2-ton pickups and joined the effort.
