Detroit Diesel Corporation’s Series 60 engines are “definitely ready for EPA ’07,” says Carsten Reinhardt,
president and chief executive officer.
The 2007 version of the engine features an advanced fuel system, next-generation DDEC VI electronics, and of course a diesel particulate filter (DPF) on top of a revised EGR system. The company says it will meet the new emissions standards with no negative impact on fuel economy or performance.
Three models with peak-power ratings of 425, 445, and 515 hp produce 1450 lb ft of torque; another three with 455, 490, and 515 hp will be available, each producing 1550 lb ft of torque; and there will also be a 470/1650 version. Note that these horsepower ratings are at 1800 rpm. All these engines will run to 2100 rpm, but power drops off sharply after 1800 — none of them achieve more than about 360 hp at 2100. All torque figures are rated at 1200 rpm, and the torque curves are absolutely flat from 1100 to at least 1500 rpm. That means driveability. One model, the 515/1450, is still producing peak torque way up at 1800 rpm.
The engine’s exhaust aftertreatment system replaces the muffler with a DPF and an oxidation catalyst (a system packaged, incidentally, by ArvinMeritor). During normal operation, exhaust heat and the catalyst work together to oxidize soot trapped in the filter in what is called ‘passive’ regeneration. If engine temperatures
aren’t high enough, that oxidation is helped along by a small injection of diesel fuel that reacts with the catalyst, a process called ‘active’ regeneration. Both processes will normally be invisible to the driver, but there will be cases, Detroit says, when a stationary active regen is required. The driver will be warned to initiate this by a lamp on the dash.
Every 200,000 miles or so, the DPF will need to be removed and cleaned by a service shop, which will take two to three hours. In severe cases, the filter will need a special washing treatment. That will be done on a core/exchange basis.
The Series 60’s EGR system has been newly designed, now featuring a high-capacity, tube-and-shell EGR cooler that’s said to be more rugged than the previous model.
DDC says the ’07 engine will feature “nearly 40 percent lower” oil consumption because of a new piston design, changes in oil control ring geometry, and a smoother bore finish on the cylinder liner.
The 2007 Series 60 is equipped with an electronically actuated, variable geometry turbocharger that
automatically adjusts its boost across the operating range, and delivers quick lift on the low end, where turbo lag would otherwise occur. Ironically, it’s made by Holset, the Cummins subsidiary.
The new fuel system includes dual-solenoid electronic unit injectors that enable independent injection pressure
The next-generation electronic control system, DDEC VI, has a more powerful microprocessor, increased memory, and enhanced diagnostics.
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