1,000 hp Advanced Combat Engine (ACE) to debut at Land Forces Expo in Melbourne

Engine rendering

Four-cylinder Cummins combat engine features opposed-piston technology

The 1,000 hp Advanced Combat Engine (ACE), developed by Cummins in partnership with the U.S. Army, will be showcased at Australia’s Land Forces Exposition in Melbourne from Sept. 11-13.

Incorporating advanced technologies not currently available in diesel combat engines, the compact four-cylinder ACE is designed for infantry fighting vehicles and main battle tanks.

The 14.3-liter, two-stroke engine features opposed-piston technology and is equipped with dual Holset® variable geometry turbochargers and a gear-driven supercharger for high power density and peak torque of 2424 lb-ft.

“Compared with existing best-in-class combat engines, ACE provides a 50 percent increase in power density and a 13 percent increase in fuel efficiency,” said Sam Jones, manager of Cummins Asia Pacific’s defense business.

“Being able to debut this engine at the Land Forces Exposition provides a great opportunity for defense personnel and Original Equipment Manufacturers (OEMs) to gain an insight into the performance capabilities of the next generation combat vehicles.”

The engine on display at Land Forces will be the 1000 hp, four-cylinder version, with maximum power delivered at 2600 rpm and peak torque of 2424 lb-ft at 1600-2000 rpm.

engine rendering

ACE’s modular design also allows it to be configured in three-cylinder and six-cylinder arrangements to deliver power ranging from 750 to 1,500 horsepower.

Compactness is an obvious advantage of ACE, particularly crucial for combat vehicles with their restricted installation space. Cummins has collaborated with Achates Power on the opposed-piston technology which eliminates the need for a valve train and cylinder head. Another advantage of the design is low heat rejection which enables a smaller radiator which frees up space and weight in the vehicle.

Whilst being a four-cylinder engine, ACE actually has eight pistons – two in each cylinder that are connected to separate crankshafts and travel towards one another to create compression.

ACE is engineered for operation in full desert conditions using all specified military fuels. Moreover, it is viewed as a facilitator for hybrid electric powertrains in the next generation combat vehicle.

At the US Army’s Yuma Proving Ground in Arizona, ACE recently passed a series of rigorous tests powering the Advanced Mobility Experimental Prototype (AMEP).

ACE is scheduled to go into production in late 2027 and while developed for military applications, its adaptability extends to commercial uses that require high power with limited available space.

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Cummins Custompaks are being used for water management as Thailand struggles with its water crisis

CustomPak on site

Water crisis

Sixty Cummins Inc. CustomPaks are in service in Thailand as part of a critical water management plan aimed at easing the country’s water crisis – a crisis that has caused enormous economic and social damage and stirred conflict among communities.

Over the past several decades, Thailand has continually faced water problems caused by severe drought. Water reserves in dams and reservoirs are insufficient while water resources are often contaminated with toxins caused by urban communities and the industrial and agricultural sectors.

Severe flooding is a threat, too, at a time when the realities of climate change are hanging over the country.

As a result, the allocation of precious water resources, which must be shared among various stakeholders including new and existing industry, large and small agriculture, and cities and villages has become a flashpoint.

Kittithanapat Engineering Co. (KTP), has been involved in the water management system since 1996, working closely with authorities such as the Royal Irrigation Department, Department of Water Resources, Bangkok Metropolitan Authority and others.

CustomPaks on site

600 hp CustomPaks

To help KTP meet its often urgent requirements, Cummins DKSH (Thailand) has recently supplied 60 Australian-built CustomPaks – 45 powered by Cummins’ X15 engine rated at 600 hp, and 15 powered by the QSL9 rated at 325 hp. These fully self-contained powerpacks are emissions certified to Tier 3.

The CustomPaks are coupled to hydraulically-driven, large-volume submersible water pumps sourced by KTP from US company Moving Water Industries (MWI); KTP is the exclusive distributor in Thailand for these MWI Hydroflo pumps.

Prior to Cummins’ involvement, KTP was using another diesel engine brand but service support wasn’t up to the standard required.

Long-serving KTP engineer Kittisak Thanasoot says Cummins DKSH’s reputation for technical and aftersales support along with the reliability of the Cummins product were a key reason behind KTP’s decision to specify the CustomPaks for the Royal Irrigation Department.

The ability of Cummins DKSH to respond to short delivery times was also important.

“Supplying large quantities of high horsepower diesel engines for emergency situations such as flash flooding can be a challenge for KTP,” says Kittisak Thanasoot.

“Responding to the needs of the government agencies to manage such problems in a timely manner and with least impact on communities, KTP has found the answer in our partnership with Cummins DKSH.”

Power, pride and passion

Parked semi truck

The switch back to Cummins power has been beneficial for iconic New Zealand company Uhlenberg Haulage. It's all about whole-of-life costs.

Uhlenberg Haulage is closing in on 60 years in business, having been founded in 1966 by Mike and Carol Uhlenberg.

Based in Eltham, Taranaki, in New Zealand’s North Island, the operation is today owned and operated by their sons Chris, Daryl and Tony Uhlenberg.

Describing the Uhlenbergs as “old school family truckies”, Daryl talks about the company’s time-honored journey with a definite tone of pride, especially the work of his parents in laying the foundations for what is today an iconic fleet in its own right.

Cummins Inc. made its debut in the Uhlenberg fleet in 1971 with an NH250 powering a second-hand Kenworth K923 used in logging. A second Kenworth, a new W924 with a Cummins NTC335, followed soon after hauling an LPG tanker.

The Uhlenberg operation today comprises 40 prime movers and a variety of trailing gear to cater for the myriad of a jobs the fleet is involved in.

A number of Peterbilts feature in the fleet although Kenworth is now the brand of choice with six new units to be delivered over the next 12 months to cater for business growth.

Cummins’ X15 Euro 5 engine rated at 550 or 600 hp is the preferred power specification, with 18 red engines currently in the fleet.

Uhlenberg family in front of truck

Whole-of-life support

“The switch to Cummins has been a very good experience for us. We have nothing but praise for the Cummins organization,” says Daryl.

“The whole-of-life picture is the key thing for us and we’ve got that nailed with the support we get from Cummins – parts availability, scheduled maintenance, life expectancy and in-frame rebuilds.

“So the red engines turn up, we run them to life, which is 900,000 to 1.2 million kilometers, and then Cummins does an in-frame overhaul in a timely manner. If there’s an issue, parts and support are close by.

“The support we get from Cummins Palmerston North is fantastic, second to none.”

Daryl recently looked under a Kenworth that was in the workshop for a service and was surprised to see no oil leaking from the one-million-kilometer X15. “I remember when I was a fitter we had to wear a raincoat when working under a truck,” he jokes.

Fuel agnostic

Acknowledging that the push to decarbonize is now “very real”, Daryl likes the idea of Cummins’ fuel agnostic concept where one base internal combustion engine, optimized to run on diesel, can also be customized to run on ultra-low and zero-carbon fuels like renewable natural gas and hydrogen.

“My father was a pioneer of linehaul trucking in New Zealand and he always embraced new technology. He was never scared of it,” he says.

“I tend to be a little more cautious but I can see where a 500 hp natural gas or hydrogen engine would work for us in short haul applications,” he admits. “We’re certainly willing to look closely at these alternative fuel technologies when suitable infrastructure is in place.”

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