4.5 and 6.7 Cummins Overview
Cummins isde180-30 4.5lt and iSDe6.7 Common Rail engines these are the future of diesel conversions in OZ
These are not a 4BT or 6BT these are a real Common Rail beast, neither are they just a B-series block bored out the 4.5 and 6.7 these are a complete redesign but having said that they do owe their basic design to the B-series. Like the B-series they are not a wet sleeve this saves a lot on weight as the casting doesn’t need to be as heavy cooling is more efficient as well with excellent coolant gallery design.
The isde180-30 are 183 HP and 650 nm governed to 2700rpm standard however as our 4×4 client base are for the most part into motorsport or at least playing in the Bush the possibilities of more grunt are enormous and these have the build to become bitumen shredding torque monsters. We have developed 2 new ECU options the first is the 200hp 750nm governed to 3400rpm and the motorsport ECU 270hp governed to 3700rpm and around 850nm, as with most motor sport engines there is no warranty due to the prolonged high RPM and high torque loadings involver in the race industry.
The basic 4.5lt engine is a 4cyl 107mm bore 124mm stroke with a 16 valve head and central vertical injection turbocharged high pressure common rail engine with 17.3:1 compression ratio no glow plugs the main design is based on the modern 6.7 truck engine with rear timing gears so they do weigh in at 380 to 390kg with the SAE#2or 3 housing so don’t rest it on ya toes but this is close to the td4.2 or Cruiser donks as most applications will be without the SAE housing, heavy flywheel and air compressor. .
The 6.7lt is the same engine just 2 more cylinders and a 24 valve head with max power rated @ 296HP 1100nm and 2700rpm it uses the same timing gear and rear housing this means the adapter plate system we have developed for the 4L80e auto transmission bolts right up.
As the 4.5 has an SAE2 or 3 housing many medium weight truck transmissions like the SAE pattern Allison will bolt right up to the housing so no need for adaptors.
The 4 valves per cylinder gives design gives a much higher flow potential to the head however the plenum like all Cummins heads could do with some mods but this is just standard work for any high performance Cummins build as such we have started to design a high flow head and plenum.
As the pistons, con-rods, crank and most internal parts are from the 6.7 with rated standard torque of 1100nm there is more than adequate inbuilt strength there and to keep this all that bit stiffer they have added a steel girdle in the skirt. Still for race builds I would go with race rods and pistons Mahle or CP-Corrillo but there are lots on the market for the Dodge Ram 6.7 that will fit right in.
While we are talking builds before going wild with boost a bit of strength will never go astray like 12-14mm head studs upgraded bottom end bolts and studs are always a nice addition to any engine.
The timing is via a geared drive train at the rear of the engine this drives the Cam, fuel pump and accessory gear like an on-board air-compressor and power steering pump that is standard. we can also supply a new girdle that ties the mains and skirt together with 12 or 14mm ARP studs.
Also with this being among the strongest blocks and cranks made by cummins in the light to medium range why not add some fuel and create some real grunt, so we are developing a P-Pump mechanically injected version with some extra boost.
As the timing gears are encased by the front of the cast alloy SAE#3 0r 2 flywheel housing or adaptor plate gear noise is reduced vastly compared to the old front gears of the B series that used a tin cover that acted like an acoustic amplifier. Also with full gear drive no more timing belts or chains to be concerned with.