Cummins ISGe5 Specifications
| Engine Model: Cummins ISGe5 |
| Engine Type: 4-stroke in-line 6-cylinder turbocharged liquid-cooled diesel |
| Total Displacement: 720 cu.in (11.8 L) |
| Rated Engine Power: 400-510 Hp (294-380 kW) at 2300 rpm |
| Fuel System Type: Common rail direct injection |
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0The Cummins ISGe5 represents a family of
heavy-duty, in-line six-cylinder diesel engines engineered to comply
with Euro 5 emission standards. Predominantly based on an 11.8-liter
displacement platform, this engine series is distinguished by its robust
construction, high-pressure direct fuel injection, and advanced
electronic management.
Designed for demanding on-highway applications such as line-haul trucks
and vocational vehicles, the ISGe5 prioritizes durability, fuel
efficiency, and high torque at low engine speeds. The series
nomenclature usually includes a numerical suffix denoting the horsepower
rating, with common variants including the 400, 460, 490, and 510. The
engine integrates a sophisticated Selective Catalytic Reduction (SCR)
system to achieve stringent emission targets without compromising power
output or operational reliability.
The ISGe5 engine configuration is an in-line, 6-cylinder, 4-stroke
compression-ignition unit. Its total displacement measures 11.8 liters
(11,800 cc), equivalent to 720 cu.in. The bore and stroke specifications
are 132 mm (5.20 in) by 144 mm (5.67 in) respectively. The compression
ratio is engineered to optimize combustion efficiency and durability,
operating within a range suitable for high-output diesel applications.
The firing order follows a standard in-line six-cylinder sequence of
1-5-3-6-2-4.
The engine employs a water-cooled cooling method and is aspirated via a
turbocharger with an integrated charge air cooler, commonly referred to
as an intercooler. This arrangement ensures high-density air intake,
supporting superior combustion and power density. The fuel system is a
high-pressure direct injection system, which is electronically
controlled to deliver precise fuel quantities across all operating
ranges.
Power and torque outputs vary according to the specific model
designation. The ISGe5-400 delivers a net power of 294 kW (400 hp). Its
peak torque is rated between 2,000 and 2,100 Nm (1,475-1,549 lb-ft). The
ISGe5-460 produces 460 hp (343 kW) with a peak torque of 2,300 Nm (1,696
lb-ft). The ISGe5-490 generates 360 kW (490 hp) with a peak torque of
2,300 Nm (1,696 lb-ft). The ISGe5-510 achieves 510 hp (380 kW) at 2,300
rpm, with its peak torque similarly managed within the high-output range
characteristic of this displacement class. The engine’s electronic
governing ensures consistent performance across variable load cycles.
The cylinder block is constructed from high-strength gray cast iron,
contributing to the engine’s structural rigidity and noise attenuation.
This material selection ensures resistance to thermal and mechanical
stresses encountered in heavy-duty applications. The block features a
deep-skirt design with cross-bolted main bearing caps, enhancing the
rigidity of the rotating assembly and minimizing vibration.
The open-deck configuration facilitates efficient coolant flow around
each cylinder bore. Cylinder bores are induction-hardened or fitted with
replaceable wet-type liners depending on the variant, providing a
durable surface for piston ring travel and allowing for serviceability
during overhaul. The block incorporates integrated oil galleries for
efficient lubrication distribution and is engineered to support the high
clamping loads generated by the cylinder head fasteners.
The cylinder head is manufactured from high-grade cast iron, designed to
withstand the thermal cycles and combustion pressures associated with
high-output diesel operation. It features a cross-flow design to
optimize air charge and exhaust gas flow. Each cylinder is serviced by
four valves: two intake and two exhaust. The valve arrangement promotes
a central injector location, enabling optimal fuel spray pattern and
combustion efficiency.
The valve train is actuated by an overhead camshaft system, with valve
bridges ensuring simultaneous actuation of the paired valves. Valve stem
seals are engineered for long-term oil control. The cylinder head is
secured to the block using a multi-layered steel (MLS) head gasket and
high-strength fasteners to maintain sealing integrity under peak
cylinder pressures.
The fuel system is a high-pressure common rail (HPCR) design, operating
at injection pressures exceeding 1,600 bar (23,206 psi). This system
comprises a high-pressure fuel pump, a common rail accumulator, and
electronically controlled injectors. The pump delivers fuel to the rail,
where it is maintained at a constant pressure before distribution to the
injectors.
Each injector is actuated by the Electronic Control Module (ECM),
allowing for multiple injection events per combustion cycle. These
events include pilot, main, and post injections, which are calibrated to
reduce combustion noise, optimize power output, and manage exhaust gas
temperatures for aftertreatment regeneration. The system incorporates a
fuel cooler and a filtration module with water separation capabilities
to ensure fuel quality and injector longevity.
The lubrication system is a forced-feed, full-flow filtration design
utilizing a gear-type oil pump. The pump is mounted within the engine
and driven directly from the crankshaft gear train, ensuring immediate
oil pressurization upon startup. The system delivers lubricant to
critical components including the crankshaft main bearings, connecting
rod bearings, camshaft bearings, and valve train.
A full-flow spin-on oil filter is employed to remove particulate
contaminants. An integrated oil cooler, utilizing engine coolant,
maintains lubricant within optimal temperature ranges to preserve
viscosity and film strength. Oil capacity varies with chassis
configuration, but the sump is designed to sustain lubrication during
extended operating intervals and under varying vehicle attitudes.
The cooling system operates on a water-cooled principle with a
centrifugal water pump driven by the engine. Coolant circulation is
regulated by a thermostat that maintains optimal operating temperature,
between 88 and 98°C (190-208°F). The system directs coolant flow through
the cylinder block, cylinder head, and integral oil cooler before
routing to the radiator and charge air cooler.
The engine is engineered with optimized coolant passages to prevent
localized hot spots, particularly around the cylinder head fire deck and
exhaust valve bridges. A coolant conditioner or extended-life coolant is
recommended to inhibit cavitation, corrosion, and scale formation. The
cooling fan, which is often viscostatic or electronically controlled,
provides additional airflow for low-speed, high-load conditions.
The ISGe5 is governed by a fully integrated Electronic Control Module
(ECM). This unit manages fuel delivery, injection timing, exhaust gas
recirculation (EGR) flow, and aftertreatment functions. The ECM
communicates via a Controller Area Network (CAN) bus with vehicle
systems, enabling features such as cruise control, engine braking, and
remote diagnostics.
The engine utilizes a cooled EGR system to reduce nitrogen oxide (NOx)
formation. A portion of the exhaust gases is diverted, cooled through an
EGR cooler, and reintroduced into the intake manifold, lowering
combustion temperatures.
The exhaust aftertreatment system incorporates a Diesel Oxidation
Catalyst (DOC), a Diesel Particulate Filter (DPF), and a Selective
Catalytic Reduction (SCR) system. The SCR system injects Diesel Exhaust
Fluid (DEF) into the exhaust stream to convert NOx into nitrogen and
water vapor. This architecture ensures compliance with Euro 5 emission
standards.
Engine braking is provided by an integrated compression brake, often
referred to as the Cummins Brake. This system modifies exhaust valve
timing to convert the engine into a power-absorbing device, enhancing
vehicle control on descending gradients and reducing service brake wear.
The dry weight of the ISGe5 engine is 1,020 kg (2,248 lb). Overall
dimensions vary based on specific vehicle installation configurations
and accessory drives. Length measures 1,300 mm (51.2 in) from the front
accessory drive to the flywheel housing mounting face. Width is 950 mm
(37.4 in), measured across the widest points including the exhaust
manifold and ECM mounting. Height is 1,100 mm (43.3 in), measured from
the bottom of the oil pan to the top of the rocker cover.
Oil and filter change intervals extend to 50,000 km (31,069 mi) or 600
engine hours under favorable conditions.Fuel filter replacement is
generally scheduled at alternate oil change intervals, though
water-in-fuel sensor monitoring may necessitate more frequent service.
The DPF requires periodic regeneration; passive regeneration occurs
during normal highway operation, while active regeneration is initiated
by the ECM during lower exhaust temperature conditions.
DEF consumption is 2 to 3 percent of fuel consumption by volume. Valve
lash adjustment is specified at intervals up to 500,000 km (310,686 mi),
provided consistent engine operation within design parameters. Coolant
replacement is recommended at extended intervals consistent with the use
of extended-life coolants, up to 600,000 km (372,823 mi) or six years.
Cylinder head bolts are tightened in a multi-stage process: an initial
torque of 150 Nm (111 lb-ft) followed by an angular tightening of 90
degrees, plus an additional 90-degree pass. Connecting rod bolts are
torqued to 100 Nm (74 lb-ft) plus an angular rotation of 120 degrees.
Main bearing cap bolts receive an initial torque of 180 Nm (133 lb-ft)
followed by a 90-degree angular rotation. Flywheel housing bolts are
torqued to 150 Nm (111 lb-ft).
The crankshaft damper bolt requires a torque of 500 Nm (369 lb-ft) plus
an additional angular rotation of 90 degrees. Exhaust manifold bolts are
torqued to 50 Nm (37 lb-ft). Injector hold-down bolts are set to 25 Nm
(18 lb-ft) plus a 120-degree angular rotation. All torque specifications
assume clean, lubricated threads where specified, and adherence to the
correct sequence is mandatory for assembly integrity.
The ISGe5 engine is primarily designed for heavy-duty on-highway
applications. It is extensively utilized in class 8 line-haul trucks,
regional haulers, and vocational vehicles such as dump trucks, concrete
mixers, and refuse vehicles. The engine’s power and torque
characteristics make it suitable for applications requiring sustained
high loads and frequent start-stop operations.
In addition to truck applications, the ISGe5 platform is employed in
large bus and coach configurations where reliability and emission
compliance are paramount. While the 11.8-liter (720 cu.in) ISGe5 serves
as the dominant heavy-duty offering in the Euro 5 product range, the
broader Cummins Euro 5 portfolio includes smaller displacement engines
such as the ISBe5 (4.5-liter and 6.7-liter configurations) and the ISLe5
(8.9-liter) for medium-duty applications, ensuring comprehensive
coverage of commercial vehicle requirements.
The ISGe5’s combination of high torque at low engine speeds, robust
construction, and electronic integration supports operational efficiency
and extended service life, with many variants engineered to achieve
overhaul intervals exceeding 1,000,000 km (621,371 mi) under proper
maintenance regimes.
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