It has GPS maps loaded into the computer, and with the aid of terrain mapping and inclinometers built into the engine and transmission, PCC looks about 2 miles ahead to get a picture of what’s coming. There were a few modest 2-3% grades en route to get a sense of how it all worked. One of the few external changes to the ISX for 2017, the crankcase breather is much smaller and now maintenance-free.įor each truck, we ran about 40 miles south of Cummins’ hometown of Columbus, Ind., on I-65. ADEPT is designed to work with the SmartAdvantage powertrain only, featuring an Eaton AMT.
The performance version of the engine I drove did not have ADEPT because it had a manual transmission. Previous versions of SmartCoast dropped the engine to a 600-rpm idle, but for 2017 Cummins is so confident in faster transient response from the new air handling system that it’s comfortable letting the engine drop to 500 rpm with no worries about rapid re-engagement. Coupled with SmartCruise, customers can set their own droop settings (between 3 mph below and 6 mph above cruise set speed) for reengagement and engine brake activation on grades so they can harvest the maximum amount of momentum from a hill. It disengages the engine from the transmission on modest downgrades for almost drag-free coasting with the engine at idle. SmartTorque has been around for a few years, but the latest evolution, ST2, provides additional torque when sensors in the transmission detect the vehicle is on an uphill grade.
Cummins will have its own PCC package for 2017 and it will be available across all OEs. The 2017 version also had Cummins’ own predictive cruise control (PCC) feature, currently available only on Paccar products. If for some reason you aren’t using cruise control, the 2017 version will deliver peak torque all the way down to 975 rpm.īoth of the fuel-efficient versions of the engines I drove had the ADEPT suite (Advanced Dynamic Efficient Powertrain Technology) featuring SmartCoast and SmartTorque2 (ST2). Interestingly, the 2016 engine would lug – if we can still use that term (it hardly applies anymore) – down to 1,070 rpm before making a downshift on a grade, whereas the 2017 dipped down to 1,040 before giving up a gear, starting from a cruise rpm of between 1,100 and 1,125. The close ratio-step between 9th and 10th is meant to keep the engine close to its fuel efficiency sweet spot for as much time as possible.
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