Cummins goes to 1075 lb-ft

[TFucili]

My first thought was a driveline brake, but that is highly unlikely.

 

[AH64ID]

My first thought was a driveline brake, but that is highly unlikely.

I have the same thoughts.

 

[JR]

That's the super flux capacitor to launch past the F word and Gubmint Motors on the Ike.

 

[TFucili]

That's the super flux capacitor to launch past the F word and Gubmint Motors on the Ike.

Hope it works!

 

[JR]

We have a similar brake on our 150 ton rough terrain cranes. They have traditional hydraulic service brakes at all 4 or 6 wheels but have a hydraulic parking brake on the driveshaft.

Maybe with the higher GVW they are getting away from a traditional parking brake?

 

[kthaxton]

It's odd that the DEF tank is outboard of the frame rail when it looks like it would fit inside.

 

[Elsbury]

It's odd that the DEF tank is outboard of the frame rail when it looks like it would fit inside.

Maybe so they can fit a bigger fuel tank inside? Only thing I don't like about my truck is that small fuel tank.

 

[Ltngdrvr]

Whatever the gizmo on the driveline is, all the extra u-joints to connect it up looks like a possible problematic thing to me...

 

[Wayne M.]

Whatever the gizmo on the driveline is, all the extra u-joints to connect it up looks like a possible problematic thing to me...

It’s a gizmo alright. My #140 post I guess went over everyone’s head. Here’s a video. I’ve worked on the DSNY truck in the video, and I’ve taken the training my ex Chief described.
https://www.bing.com/videos/search?...form=VDSHOT&shth=OSH.tN2O81ZgwzhLD3j7jxa%2Fnw

Don’t be surprised that the boost in output might be coming from the addition of this device. Power augmentation and hybridization is the future. Anything that can take the stress off the prime mover is being studied.

 

[Wayne M.]

Here’s more to think about.
So you might think you know what “Turbo compounding” means? It’s not just talking about twins anymore. I’ve gotten a touch of training on the Mack side of this system.

 

[JR]

We're talking about FCA here Wayne. The company that has bucked hybridization more than perhaps any other consumer vehicle manufacturer on the planet. Historically any new tech they have implemented has been on smaller scale vehicles. The HD line is typically the last to see something like that. But it's certainly possible in this day and age! Where do you reckon they would mount the accumulators and such? Do you think that's what is up by the trans/transfer case? Remember there's still likely a fuel tank missing - I highly doubt that one mounted aft of the rear axle is capable of holding 50 gallons of fuel....I think that's the main reason they moved the DEF tank outside of the frame rails.

 

[dieselshadow]

Interesting Wayne. P&W had a similar system on their R3350 radial engines. They were called PRTs. Power Recovery Turbines. They were essentially turbos that didn’t drive a compressor, but directly to the crank. The engine already has a supercharger, but with three PRTs, it was even more powerful and efficient for its day. Very impressive engine, even by today’s standards.

 

[TFucili]

Wayne, is there an overrunning bearing in that drive on the Volvo/Mack setup, or is it engaged all the time?

 

[Wayne M.]

Wayne, is there an overrunning bearing in that drive on the Volvo/Mack setup, or is it engaged all the time?

Not sure. I do have a contact at Mack. I just may ask.

I’m only calling what I see. The power unit for the HRB looks exactly like that bitty red mystery unit in the rear shafting. Others in this thread calling out the moving of tanks and other components missing tells me that we may be looking at an experimental image here.
I’m quite intrigued.

 

[Wayne M.]

Hey Shadow, that’s the wasp engine, right? That’s incredible. I’d be so intimidated by that thing.

 

[DonFitzwater]

Hey Shadow, that’s the wasp engine, right? That’s incredible. I’d be so intimidated by that thing.

‘Cmon Wayne, you’ll work on a Ford diesel but say you are intimidated by 1930’s technology?

 

[TFucili]

We had a tech working for us several years ago, who had an almost irrational resistance to working on anything outside his narrow wheelhouse. I'd always get his goat by saying, "Rick, it's just a motor"

 

[Wayne M.]

C’mon. That wasp is quite an engineering marvel. That might actually be tighter packed than a Ford 6.4 engine bay lol.

 

[dieselshadow]

Hey Shadow, that’s the wasp engine, right? That’s incredible. I’d be so intimidated by that thing.

The R3350 is a Wright Duplex-Cyclone. The ones I worked on in Fairbanks were very advanced. The were fuel injected directly into the cylinders, electronic ignition with scope in the engineers station, 2 speed superchargers, and equipped with the PRTs. They were rated at 3500hp each. For the 50s, they were like exotic cars, very advanced and on the bleeding edge of aviation technology at the time. Most aviation piston engines really haven’t advanced any further since these.

The Pratt R4360 Wasp Major made the R3350 look like a small engine and they were essentially direct competition with each other. We had a few sitting in the yard that were turbo compounded. In other words they were turbo and supercharged. 28 cylinders, 4 four rows of 7 cylinders, 56 spark plugs. The R3350 was a 18 cylinder engine, two rows of 9. It was easily 1/3 smaller or more with the same power and obviously less weight.

Still very cool stuff. I really liked working on round engines. They don’t leak oil.


They mark their territory..... lol


Sorry for the derail fellas.

 

[Wayne M.]

Shadow don’t be silly. I’m not the OP but I don’t mind at all!
I’m not 100% on these radials but I thought yours was a bit thin lol. The tech you describe for use in the ‘50’s is incredible.