Watch the 2 millionth Cummins engine for the Ram being built

starjumper wrote:
I have a 2003 Ford Powerstroke 6.0, have had no problems, but there is just something about a Cummins!

I'm in agreement; I've driven them but haven't owned one (yet) and whether you're a Ford, GM, or Ram fan it's hard to deny there's a certain mystique about a straight-six diesel that's essentially a small-scale version of the same motors out there in class 8 rigs hauling tens of thousands of pounds for hundreds of thousands of miles.

GM fans can argue that the Duramax is its equal and they have a compelling argument, but most neutral parties will admit there is a "je ne sais quoi" about that heavy slow-turning I-6 that's been around a long, long time.

I have a 2003 Ford Powerstroke 6.0, have had no problems, but there is just something about a Cummins!

Somebody asked earlier where this engine ended up at...I work for Cummins (but not at that particular plant) and asked a fellow engineer at the CMEP plant where engine was built and they said it was shipped to Chrysler where it will be put on display.

Cummins12V98 wrote:

travelnutz wrote:
Of course because the Cummins only has 6 connecting rods while the other 2 have 8! On top of that, your mighty Cummins you speak of is always the last in performance so what good does those 6 larger connecting rods do? Hold it back and using the most fuel per mile trying to move the extra un-needed weight? The other 2 have not had any issues with their "smaller" sized eight connecting rods!

Turn up the power on the two 8's and you will need new connecting rods.

Turn up the power to the levels that require stronger rods on the V8s and the Cummins block needs to be longitudinally reinforced to prevent twisting.

The Cummins will be still pulling the grades when the other two are in the scrap pile.

Your weak opinion, and no facts to back it up. However, that could easily be any of the big three, history shows that a GM, or a Ford chassis will do it longer.

How many people do you know that drop anything into another brand other than Cummins.

Look around. People repower all sorts of things with a Duramax. I even seen a Ford Mustang with a Duramax.

Big market for Cummins in Ford.

I don't need the fastest up the hill just the one that will do it the longest.

You have mentioned the Cummins as having the biggest connecting rod, so if we are not worried about raising power levels then why is connecting rod size such an issue? I have noticed there are aftermarket programmers for the Cummins, so apparently there are people who are unsatisfied with being last.

It will go down the grades 28K combined load without touching the brakes.

So will the GM, and Ford trucks with the factory installed engine brake.

Go th the Campgrounds that have a lot of full timers, mostly Ram's a lot of GM's and few Fords. Same with hotshotters and RV haulers.

Out on the highway where real work is being done I see a regular mix of all three manufacturers.

Bottom line be happy with what you have, if not get something else!

And if not create a post like this one to blast the two brands that you didn't buy.

Oh yea, if you buy a F650-750 it won't have a Ford engine but it may have a Cummins 6.7.

Because an F650/750 is so well suited to every RVer's needs.

You look like a fool when you make these sorts of posts. In half the production time as the Cummins the pre-DPF Duramax has proven to be as reliable as the 5.9L Cummins. Lots of Duramax trucks making it to the million mile mark, thedieselplace.com is full of examples. Post DPF the Duramax has proven to give its users less trouble than the 6.7L Cummins. We shall see on the 6.7L Ford.

Cummins12V98 wrote:

travelnutz wrote:
Of course because the Cummins only has 6 connecting rods while the other 2 have 8! On top of that, your mighty Cummins you speak of is always the last in performance so what good does those 6 larger connecting rods do? Hold it back and using the most fuel per mile trying to move the extra un-needed weight? The other 2 have not had any issues with their "smaller" sized eight connecting rods!

Turn up the power on the two 8's and you will need new connecting rods.

The Cummins will be still pulling the grades when the other two are in the scrap pile.

How many people do you know that drop anything into another brand other than Cummins.

Big market for Cummins in Ford.

I don't need the fastest up the hill just the one that will do it the longest.

It will go down the grades 28K combined load without touching the brakes.

Go th the Campgrounds that have a lot of full timers, mostly Ram's a lot of GM's and few Fords. Same with hotshotters and RV haulers.

Bottom line be happy with what you have, if not get something else!

Oh yea, if you buy a F650-750 it won't have a Ford engine but it may have a Cummins 6.7.

6.7 Powerstroke made 884hp, 1660lb/ft of torque at the 35" rear wheels and the rods held up. That's good enough for me. :B

My question for you can your stock 68 tranny hold that kind of power? :E I think we know the answer! :W

Reckon what kind of coffee them folks was drinking? Must have a lot of caffeine to get them moving around like that.

travelnutz wrote:
Of course because the Cummins only has 6 connecting rods while the other 2 have 8! On top of that, your mighty Cummins you speak of is always the last in performance so what good does those 6 larger connecting rods do? Hold it back and using the most fuel per mile trying to move the extra un-needed weight? The other 2 have not had any issues with their "smaller" sized eight connecting rods!

Turn up the power on the two 8's and you will need new connecting rods.

The Cummins will be still pulling the grades when the other two are in the scrap pile.

How many people do you know that drop anything into another brand other than Cummins.

Big market for Cummins in Ford.

I don't need the fastest up the hill just the one that will do it the longest.

It will go down the grades 28K combined load without touching the brakes.

Go th the Campgrounds that have a lot of full timers, mostly Ram's a lot of GM's and few Fords. Same with hotshotters and RV haulers.

Bottom line be happy with what you have, if not get something else!

Oh yea, if you buy a F650-750 it won't have a Ford engine but it may have a Cummins 6.7.

thomasmnile wrote:

Hannibal wrote:

thomasmnile wrote:
2 million built for Ram. Pretty good. Wonder how many ISB's (same engine architecture IIRC) in total have been produced over the years for use in mining, agriculture, medium duty truck and other applications.....

Looks like as of 2011, 8 million B series engines have been built.

http://cumminsengines.com/8-million-cummins-b-series-and-counting-

Sound like the engine family is Cummins' bread and butter, and versatile to boot. :B

The 14L engine that the ISB is based off of has as much, or more versatility. That engine started life just after WWII and evolved into the class 8 line haul engine used in OTR trucks running today.

I had two Freighliner trucks with the Big Cam III NTC-350. Both engines had over a million miles on them.

With all of the experience Cummins gained by developing the 5.9L from the 14L you have to expect that the 5.9 to be a solid engine.

hone eagle wrote:
Not the connecting rod thing again.
x- power thru 30% less 'rods' mean they HAVE to be 30% bigger,and no bigger (heavier) is not better.

Yep... The old connecting rod theory. :)

Got to say you won't find a Duramax or a Powerstroke in a Dodge branded truck... Maybe a 5.9 in a RAM branded truck :h

Hannibal wrote:

thomasmnile wrote:
2 million built for Ram. Pretty good. Wonder how many ISB's (same engine architecture IIRC) in total have been produced over the years for use in mining, agriculture, medium duty truck and other applications.....

Looks like as of 2011, 8 million B series engines have been built.

http://cumminsengines.com/8-million-cummins-b-series-and-counting-

Sound like the engine family is Cummins' bread and butter, and versatile to boot. :B