Diesel engine maker Cummins Inc. said it will team with Achates Power, the developer of an opposed piston engine, to develop and build an advanced technology engine for military use under a $47.4 million contract with the U.S. Army.

The companies said Monday the engine would be for future U.S. combat vehicles as well as the present Bradley fighting vehicle models.

The engine will be a four-cylinder, 14.3-liter, opposed-piston diesel producing 1,000 horsepower and 2,400 pound-feet torque, Achates spokesman Andrew Schreck told Trucks.com.

While designed and intended for military use, it could have future commercial applications in heavy trucking, Schreck said.

Achates led development of the initial prototype with Indiana-based Cummins under an earlier design-and-testing contract, he said.

The so-called OP diesel engine is cleaner and more efficient that standard diesels. It is based on the Atkinson-cycle engine developed in 1882.

The modern Achates OP deign places two pistons in a single cylinder, each connected to its own crankshaft.

The design eliminates cylinder heads and valve trains, greatly reducing the complexity of the engine and its vulnerability to damage in the adverse climate and terrain conditions in which modern fighting vehicles must often operate.

“The goal of the project is to significantly improve the performance, survivability and range of ground combat vehicles, while reducing fleet fuel use,” the companies said in their statement.

Specifications call for the production engine to reduce waste heat by 21 percent, improve power density by 50 percent and cut fuel use by 13 percent compared with current “typical combat vehicle engines,” the companies said.

While Achates was lead on the prototype development, Cummins is charged with the production engine contract, which was awarded by the National Advanced Mobility Consortium.

The engine will be manufactured by Cummins using Achates’ engine architecture and technical assistance, said Schreck.

Read Next: Cummins Outlines Future Plan at NA Commercial Vehicle Show

About The Author

John O'Dell

John O'Dell is a Trucks.com contributing writer, green technology expert and editor of TheGreenCarGuy.com. He previously wrote for Edmunds.com and the Los Angeles Times, and served on the National Research Council committee that authored the seminal report “Transitions to Alternative Vehicles and Fuels.”

3 Responses

  1. Don Goldberg

    Opposed Diesels are not a new idea, the Fairbanks Morse 38 8-1/8 diesel engine was used in WW2 in many ships, also the Germans had an opposed Diesel engine in a sea plane Bv 138 by Blohm & Voss.

    Reply
  2. Jose Vargas

    To whom it may concern.

    These question shall be answered on a separate sheet. This sheet shall be enclosed, when sending the Guidelines and the proposal to Volvo
    1. Is the invention patented ? If so, please enclose a copy of patent documentation.

    Yes already patented
    So Not so fast. Decide if you have interest or not.

    2. Briefly, describe the invention, preferably with drawing figures.

    As you can tell i have made them, these were the 8 th and 9 th designs not the final patented version these alone achieved a bobtail Volvo up to 22 mpg bobtail on a 240 mile run.

    Yes several modifications had been done to this truck all the way from cooling system and intercooler intake. Charging system. The total charging system had a total of 700 actual charging amps. The new units have been made smaller. If you all are just producing 2 gallons a minute you are by no means any where near my invention so I dont know what to tell you.
    This is mounted on the truck not bench testing.
    With well over thousands of test hours in real world environment.

    3. Which problem is the invention intending to solve ? Within which area ? (for example engine, transmission, safety..)

    Your goal and many others are shooting to eliminate fuel usage in 8 yrs hydrogen generators have existed since 1838 but still has not been perfected why who cares ,We have done it. Diesel will burn completely reducing emissions. So any new engine designs and old will work if you are going to go 100% hydrogen just need to change the piston to have a convex top and add a thicker head gasket to take advantage of the combustion.

    So it will solve

    Emissions

    Fuel mileage

    Horse power
    Which allow for smaller engines which will produce more horse equal to their larger competition

    Distribution
    Also no need to create these rediculous fueling stations

    Safety
    Oh forgot it burns it as it produces it so no need for storage therefore no danger

    Anything diesel
    generators ,tractors, boat engines easily cross the Atlantic with almost nothing of diesel

    Oh well I am sure you get the picture if you don’t you definitely lack imagination, which I doubt you all lack it.

    4. Which solutions are known today?

    The best out there is 200 hours and they decompose. They are no where near our advances we are at an easy 1000 hours and was still running. We tested all the up to Calgary Canada in the winter. And let it freeze and it was still working no leaks and no ruptures.

    5. What are the advantages compared to the solutions known today ?

    Longevity. And we have a patent no else does.
    Also increase engine life.

    My questions for your R&D ?

    How much air does the engine consume at idle and what rpm is idle. And how much air does it consume at 1400 rpm?

    How much amperage does the truck consume in the winter on a stormy night while driving?

    The answers to those two questions are important i have an idea but i wonder if they know exactly.

    Why have you all not put a heat deflector on the exhaust pipe under the cab?

    Reply
  3. Jose Vargas

    Pictures dont show so will have to explain it is a hydrogen generator works with water 10 gallons on 24 hours of running.

    Reply

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