Attention: TDR Forum Junkies 
I emailed Cummins a few days ago with some general questions about the cat installed on the newest ISBe. This is these are the questions I asked.
The new 2004 1/2 Dodge Rams with the ISB 325/600 have a rather large catalytic converter. I am curious how this converter works. Specifically, is it a particulate trap/burner or just a catalyst? Is it necessary, legality wise, to leave this converter installed on the truck? Will removing it and replacing it with an aftermarket exhaust void the warranty? How much backpressure does the cat create, if any?
Finally, what are the properties of the substrates and their application? IE, is there a catalytic reduction process of NOX as well as CO and HC conversion? Again is there any kind of particulate treatment?
Thanks overall for engineering the ISB325 to pass 50-state US emissions without the need for EGR!
Here is the reply.
--------------
Thanks for your email Chris.
"Specifically, is it a particulate trap/burner or just a catalyst?"
No traps or burners yet; expect that on some of our products in 2007, possibly the Ram engines also.
"Is it necessary, legality wise, to leave this converter installed on the truck?"
To be EPA legal, you need to keep the stock emissions control system intact. The fines are like $25K
per occurrence or per day or something so high you won't want to get caught.
"Will removing it and replacing it with an aftermarket exhaust void the warranty?"
You'll have to talk with Dodge about warranty; they warrant the engines that we design and build for them. But the
effects of less back pressure are not adverse, given that the turbo extracts much of the exhaust energy when the engine is really working.
"How much backpressure does the cat create, if any? Finally, what are the properties of the substrates and
their application? IE, is there a catalytic reduction process of NOX as well as CO and HC conversion? "
We can't get into those details from Powermaster and some are considered proprietary, competition-sensitive info.
"Thanks overall for engineering the ISB325 to pass 50-state US emissions without the need for EGR! "
We've engineered the engines in a variety of configurations and options for various customers who have various needs.
In the heavy-duty world, we had 300 HP ISB engines that were 50-state engines after October 2002, but - as you've noted -these engines had cooled EGR and also variable-geometry turbocharging (VGT).
Thanks for your business and your enthusiasm for Cummins Power.
We thank you for your interest in Cummins products. Please let us know if you need assistance in locating the nearest
Cummins-authorized Dealer or Distributor Service Provider. For assistance in locating a Service Provider, feel free to
use Cummins North America Dealer Locator, which can be found on Cummins website:
http://www.cummins.com/service_locator/index.cfm
Please let us know if you have other questions and if away from your computer or have a time-critical request that needs
more urgent attention, feel free to call us toll-free (from North America) at 1-800-DIESELS (343-7357). Customers may
also call Cummins switchboard 1-812-377-5000 (worldwide toll call) and ask for the 800-DIESELS Call Center for
assistance.
Email direct: -- email address removed --
Regards,
--
Powermaster
Customer Assistance Center
Cummins, Inc.
Columbus, Indiana, USA
--------------------------
Consider ourselves lucky that the Cummins in our Rams does not require an EGR system to pass emissions (yet, anyway). The newest 590 Ft Lts (Code LLY) Duramax has cooled EGR and a catalyst. The Dmax cat is quite small compared to the monster under a new 04. 5 ISB325.
As much negative publicity the catalytic converter has garnered over the past few decades, today's technology allows engines to perform more efficiently and with as much or more power than pre-emissions (gassers specifically) did. It's neat that we find ourselves in the middle of a diesel HP/Torque war between the Dodge/Chevy/Ford trucks... pretty freakin' cool if ya ask me!
The new 2004 1/2 Dodge Rams with the ISB 325/600 have a rather large catalytic converter. I am curious how this converter works. Specifically, is it a particulate trap/burner or just a catalyst? Is it necessary, legality wise, to leave this converter installed on the truck? Will removing it and replacing it with an aftermarket exhaust void the warranty? How much backpressure does the cat create, if any?
Finally, what are the properties of the substrates and their application? IE, is there a catalytic reduction process of NOX as well as CO and HC conversion? Again is there any kind of particulate treatment?
Thanks overall for engineering the ISB325 to pass 50-state US emissions without the need for EGR!
Here is the reply.
--------------
Thanks for your email Chris.
"Specifically, is it a particulate trap/burner or just a catalyst?"
No traps or burners yet; expect that on some of our products in 2007, possibly the Ram engines also.
"Is it necessary, legality wise, to leave this converter installed on the truck?"
To be EPA legal, you need to keep the stock emissions control system intact. The fines are like $25K
per occurrence or per day or something so high you won't want to get caught.
"Will removing it and replacing it with an aftermarket exhaust void the warranty?"
You'll have to talk with Dodge about warranty; they warrant the engines that we design and build for them. But the
effects of less back pressure are not adverse, given that the turbo extracts much of the exhaust energy when the engine is really working.
"How much backpressure does the cat create, if any? Finally, what are the properties of the substrates and
their application? IE, is there a catalytic reduction process of NOX as well as CO and HC conversion? "
We can't get into those details from Powermaster and some are considered proprietary, competition-sensitive info.
"Thanks overall for engineering the ISB325 to pass 50-state US emissions without the need for EGR! "
We've engineered the engines in a variety of configurations and options for various customers who have various needs.
In the heavy-duty world, we had 300 HP ISB engines that were 50-state engines after October 2002, but - as you've noted -these engines had cooled EGR and also variable-geometry turbocharging (VGT).
Thanks for your business and your enthusiasm for Cummins Power.
We thank you for your interest in Cummins products. Please let us know if you need assistance in locating the nearest
Cummins-authorized Dealer or Distributor Service Provider. For assistance in locating a Service Provider, feel free to
use Cummins North America Dealer Locator, which can be found on Cummins website:
http://www.cummins.com/service_locator/index.cfm
Please let us know if you have other questions and if away from your computer or have a time-critical request that needs
more urgent attention, feel free to call us toll-free (from North America) at 1-800-DIESELS (343-7357). Customers may
also call Cummins switchboard 1-812-377-5000 (worldwide toll call) and ask for the 800-DIESELS Call Center for
assistance.
Email direct: -- email address removed --
Regards,
--
Powermaster
Customer Assistance Center
Cummins, Inc.
Columbus, Indiana, USA
--------------------------
Consider ourselves lucky that the Cummins in our Rams does not require an EGR system to pass emissions (yet, anyway). The newest 590 Ft Lts (Code LLY) Duramax has cooled EGR and a catalyst. The Dmax cat is quite small compared to the monster under a new 04. 5 ISB325.
As much negative publicity the catalytic converter has garnered over the past few decades, today's technology allows engines to perform more efficiently and with as much or more power than pre-emissions (gassers specifically) did. It's neat that we find ourselves in the middle of a diesel HP/Torque war between the Dodge/Chevy/Ford trucks... pretty freakin' cool if ya ask me!
Last edited by a moderator:
