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Cummins ISC-285 Specifications
| Engine Model: Cummins ISC-285 |
| Engine Type: 4-cycle 6-cylinder CAPS or common-rail fuel injection liquid-cooled diesel |
| Total Displacement: 505 cu.in (8.3 L) |
| Rated Engine Power: 285 Hp (213 kW) at 2200 rpm |
| Aspiration Type: Turbocharged and aftercooled |
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| General Technical Data |
The Cummins ISC-285 is an electronically controlled, turbocharged and aftercooled inline six-cylinder diesel engine engineered for medium-duty trucks, buses, vocational equipment, agricultural machinery, and construction platforms. Positioned within the Cummins ISC/ISL midrange engine family, the ISC-285 focuses on efficiency, reliability, and torque-rich performance for demanding mixed-duty cycles.
With a 285-horsepower rating, the engine
delivers robust torque output, smooth throttle response, and consistent
power across broad operating conditions. Its advanced electronic
management, high-pressure fuel system, and durable cast-iron
construction support long service life and reduced operating cost. The
ISC-285 is widely used in municipal fleets, regional haul trucks, school
and transit buses, refuse vehicles, and medium industrial machines.
The ISC-285 is a four-stroke, inline six-cylinder diesel engine with a
displacement of approximately 8.3 liters (505 cubic inches). Bore
measures 114 mm (4.49 inches), and stroke measures 135 mm (5.31 inches),
creating a long-stroke design ideal for torque production at low engine
speeds. Compression ratio varies with emissions calibration but
typically ranges from 16.5:1 to 17.5:1. Rated power output is 213 kW
(285 horsepower) at approximately 2200 rpm.
Peak torque typically ranges between 900 and
1100 Nm (664–811 lb-ft), commonly available at 1300–1500 rpm. Idle speed
is generally maintained around 750 ± 50 rpm. Firing order is
1–5–3–6–2–4. Turbocharging and charge-air cooling enhance combustion
stability, reduce smoke generation, and improve acceleration. The
electronic control module (ECM) manages timing, injection events, boost
pressure, and protection strategies.
The cast-iron cylinder block is engineered for high durability under
continuous load. Reinforced ribbing minimizes distortion and vibration.
The forged-steel crankshaft is supported by seven generously sized main
bearings designed for long-term reliability and reduced torsional flex.
Precision-machined oil galleries distribute lubrication to crankshaft
bearings, connecting rod journals, and camshaft bearings.
Cast-in coolant jackets ensure uniform heat
transfer across the block. Piston cooling jets are incorporated into the
lower block to maintain piston crown temperatures under severe-duty
operation. Mounting pads support installation into multiple chassis and
machinery frames, including PTO drives, alternators, compressors, and
hydraulic pump adaptors.
The cast-iron cylinder head incorporates optimized combustion chamber
geometry suitable for high-pressure fuel injection. Four valves per
cylinder–two intake and two exhaust–promote efficient airflow and
combustion performance. Valve actuation occurs via rocker arms and
pushrods driven by a block-mounted camshaft. Hardened valve seats and
high-strength valve guides tolerate high temperatures associated with
turbocharged combustion.
Depending on the specific engine version, hydraulic lash adjusters may be included to reduce maintenance. Integrated coolant passages minimize thermal stress and prevent cracking or gasket degradation. Air–fuel swirl patterns are optimized to reduce particulate formation and improve fuel efficiency.
| Fuel System |
The ISC-285 uses an electronically controlled high-pressure fuel system. Depending on production year, the engine may be equipped with CAPS (Cummins Accumulator Pump System) or high-pressure common-rail (HPCR). A lift pump draws fuel from the tank through primary and secondary filtration stages. The high-pressure pump supplies fuel to the injectors or common-rail accumulator at pressures typically exceeding 1400–1600 bar (20,300–23,200 psi).
Electronically actuated injectors provide precise dose control with multiple injection events–including pilot, main, and post injections–for improved emissions, torque, and cold-start behavior. The ECM continuously monitors crankshaft and camshaft position, rail pressure, boost pressure, intake temperature, coolant temperature, and fuel temperature to optimize injection timing and fuel delivery.
| Lubrication System |
The lubrication system is a full-pressure wet-sump arrangement. A gear-driven oil pump draws oil through a pickup strainer and moves it through a full-flow filter before entering the lubrication gallery. Oil is distributed to main bearings, connecting rod bearings, camshaft bearings, rocker arms, turbocharger bearings, and auxiliary drives. Piston cooling jets assist in thermal regulation.
Typical operating oil pressure ranges from 300 to 500 kPa (44–72 psi). Idle pressure typically ranges between 100 and 150 kPa (15–22 psi). Oil capacity ranges from 20 to 25 liters (21.1–26.4 US quarts). Engines utilizing aftertreatment systems require low-ash oil to protect downstream emissions components.
| Cooling System |
A closed-loop liquid cooling system maintains thermal stability. A belt-driven centrifugal water pump circulates coolant through block and head passages. The thermostat begins opening near 82°C (180°F) and becomes fully open around 95°C (203°F). Cooling system pressure typically ranges from 90 to 110 kPa (13–16 psi).
Coolant capacity typically ranges from 25 to 35 liters (26.4–37.0 US quarts) depending on installation. Charge-air cooling (air-to-air or air-to-water) reduces intake temperature, improving torque and reducing NOx formation. Maintaining proper coolant chemistry prevents corrosion, scale, and cavitation.
| Other Systems |
The ISC-285 turbocharging system improves intake air density and torque output. Depending on emissions tier, the engine may use a wastegated turbocharger or VGT (variable-geometry turbocharger). Air intake systems include heavy-duty dry-element filtration with optional multi-stage filtration for dusty environments. The exhaust system may incorporate DOC, DPF, SCR, and EGR components depending on emissions tier.
Electrical systems operate on 12- or 24-volt configurations, with alternator ratings commonly between 60 and 120 amperes. ECM diagnostics provide real-time monitoring, fault coding, derate strategies, and programmable performance parameters.
| Dimensions and Weight |
Length: 1150–1350 mm (45.3–53.1 inches)
Width: 750–900 mm (29.5–35.4 inches)
Height: 1050–1350 mm (41.3–53.1 inches)
Dry weight generally ranges from 650 to 800 kg (1433–1764 lbs),
depending on turbocharger type, accessories, and cooling configuration.
| Maintenance Data |
Oil and filter changes are recommended every 500 hours or at manufacturer-specified mileage intervals. Fuel filters should be replaced every 500 hours; water separators must be drained regularly. Air filter maintenance varies from 250 to 500 hours based on dust exposure. Coolant replacement generally occurs every two years.
Valve lash inspection may be required on engines without hydraulic adjusters. Aftertreatment systems require periodic inspection, cleaning, and regeneration depending on usage. ECM logs assist predictive maintenance and diagnostics.
| Tightening Torques |
Cylinder head bolts: 180–210 Nm (133–155 lb-ft)
Main bearing caps: 150–180 Nm (111–133 lb-ft)
Connecting rod bolts: 70–90 Nm (52–66 lb-ft)
Flywheel bolts: 220–260 Nm (162–192 lb-ft)
Crankshaft pulley bolt: 240–280 Nm (177–207 lb-ft)
Injector hold-down: 20–25 Nm (15–18 lb-ft)
Glow plugs/intake heaters (if equipped): 10–15 Nm (7–11 lb-ft)
Oil drain plug: 30–40 Nm (22–30 lb-ft).
| Vehicle Applications |
The ISC-285 is widely used in vocational trucks, regional haul trucks, municipal service vehicles, school buses, transit coaches, agricultural tractors, construction machinery, wheel loaders, cranes, industrial pumps, compressors, and generator systems. Its balance of power, durability, and serviceability makes it suitable for a broad range of commercial environments.
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