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Cummins ISC-330 Specifications
| Engine Model: Cummins ISC-330 |
| 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: 330 Hp (246 kW) at 2200 rpm |
| Aspiration Type: Turbocharged and aftercooled |
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| General Technical Data |
The Cummins ISC-330 is a powerful, electronically controlled, turbocharged and aftercooled inline six-cylinder diesel engine developed for medium-duty trucks, buses, vocational vehicles, construction machinery, agricultural equipment, and stationary power units. Positioned within the Cummins ISC/ISL engine family, the ISC-330 is engineered to deliver strong torque output, fuel efficiency, long service intervals, and reliable performance in demanding commercial duty cycles.
Utilizing advanced electronic management,
high-pressure fuel delivery systems, modern combustion chamber design,
and durable cast-iron architecture, the engine provides smooth power
delivery, rapid throttle response, and excellent low-end torque. Its
330-horsepower rating enables it to serve a broad range of heavy
vocational and transportation applications, offering a balanced
combination of power density, durability, and serviceability.
The ISC-330 is a four-stroke, inline six-cylinder diesel engine with a
displacement of approximately 8.3 liters (505 cubic inches). Bore
typically measures 114 mm (4.49 inches), and stroke measures 135 mm
(5.31 inches), forming a long-stroke configuration optimized for strong
torque production. Compression ratio varies depending on calibration and
emissions level, generally between 16.5:1 and 17.5:1. Rated power output
is approximately 246 kW (330 horsepower) at around 2200 rpm.
Peak torque typically ranges from 1050 to 1250
Nm (774–922 lb-ft), most commonly available at 1300–1500 rpm. Idle speed
is generally set around 750 ± 50 rpm. The firing order is 1–5–3–6–2–4.
Turbocharging and charge-air cooling improve intake air density, promote
efficient combustion, enhance throttle response, and reduce emissions.
Modern ECM calibration optimizes performance under varying loads and
work conditions.
The cylinder block is cast from high-strength iron engineered to
withstand high combustion pressures. Structural reinforcement ribs
improve block stiffness and reduce flexing during heavy-duty operation.
The forged-steel crankshaft is supported by seven large main bearings
designed to ensure long service life and smooth rotation.
Wet or replaceable cylinder liners may be used
depending on the specific variant, enabling improved cooling and easier
overhaul. Internal oil galleries deliver lubrication to the crankshaft,
connecting rods, camshaft bearings, and piston cooling jets. Cast-in
coolant jackets maintain even cylinder cooling. Multiple threaded
mounting points support installation in trucks, construction equipment,
and industrial applications.
The ISC-330 features a cast-iron cylinder head with direct-injection
combustion chambers optimized for high-pressure fuel delivery systems.
Four valves per cylinder–two intake and two exhaust–promote efficient
airflow and combustion stability. Valves are actuated by rocker arms and
pushrods driven by a block-mounted camshaft. Hardened valve seats and
guides withstand high thermal loads associated with turbocharged and
EGR-equipped operation.
Some variants incorporate hydraulic lash adjusters, reducing valve lash maintenance. Integrated coolant passages reduce thermal stress, preventing cracking and gasket failure. The combustion chamber design supports swirl and efficient fuel-air mixing, enhancing torque and emissions performance.
| Fuel System |
The ISC-330 employs electronically controlled high-pressure fuel injection. Depending on production year, it may use CAPS (Accumulator Pump System) or high-pressure common rail (HPCR). The lift pump draws diesel from the tank through primary and secondary filters. The high-pressure pump supplies fuel to injectors at pressures typically exceeding 1400–1600 bar (20,300–23,200 psi).
Electronically actuated injectors provide precise dosing through multiple injection events–pilot, main, and post injection–improving fuel economy, reducing noise, and controlling emissions. The ECM monitors crankshaft position, camshaft position, rail pressure, intake temperature, coolant temperature, turbo boost, and exhaust temperature to optimize injection timing and fuel delivery. Filtration integrity is critical for injector longevity.
| Lubrication System |
A full-pressure wet-sump lubrication system ensures adequate lubrication under severe-duty conditions. A gear-driven oil pump circulates oil through a strainer, into a full-flow filter, and then into the main oil gallery. Lubrication is supplied to crankshaft bearings, connecting rod journals, camshaft bearings, rocker arms, and turbocharger bearings. Piston cooling jets regulate piston crown temperature.
Normal operating oil pressure ranges between 300 and 500 kPa (44–72 psi). Idle pressure normally falls between 100 and 150 kPa (15–22 psi). Oil capacity varies depending on the sump configuration but typically ranges from 20 to 25 liters (21.1–26.4 US quarts). Engines with aftertreatment systems require low-ash lubricants.
| Cooling System |
The cooling system includes a belt-driven centrifugal water pump, radiator, thermostat, coolant passages, and hoses. Coolant circulates through the block and head to remove heat from combustion. Thermostat opening begins at approximately 82°C (180°F) and reaches full opening near 95°C (203°F). Cooling system pressure is generally 90–110 kPa (13–16 psi).
Coolant capacity typically ranges from 25 to 35 liters (26.4–37.0 US quarts). Air-to-air charge-air cooling reduces intake temperature, increasing combustion efficiency and reducing emissions. Proper coolant chemistry prevents corrosion, scale formation, and cavitation in wet-liner engines. ECM-controlled derate strategies protect the engine from overheating.
| Other Systems |
Turbocharging improves air density and enhances torque and acceleration. Depending on variant, the ISC-330 may feature a wastegated turbocharger or VGT (variable-geometry turbocharger). VGT assists with improved transient response and optimized EGR flow. Intake systems include heavy-duty filtration options.
Exhaust systems on newer versions may include DOC, DPF, SCR, EGR valves, and ammonia slip catalysts depending on emissions tier. Electrical systems operate at 12 or 24 volts, with alternator output typically 60–120 amperes. ECM-integrated diagnostics, protection functions, and programmable calibrations ensure efficient operation and rapid troubleshooting.
| Dimensions and Weight |
Length: 1150–1350 mm (45.3–53.1 in)
Width: 750–900 mm (29.5–35.4 in)
Height: 1050–1350 mm (41.3–53.1 in)
Dry weight: 650–800 kg (1433–1764 lb), depending on configuration.
| Maintenance Data |
Oil/filter change intervals: every 500 hr or manufacturer-specified
mileage depending on duty cycle.
Fuel filters: replace every 500 hours.
Air filter: 250–500 hours depending on environment.
Coolant: replace every two years.
Valve lash: inspect on non-hydraulic-lifter versions.
Aftertreatment: periodic regeneration and cleaning depending on tier.
ECM data logs assist predictive maintenance.
| 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)
Intake heaters/glow plugs (if equipped): 10–15 Nm (7–11 lb-ft)
Oil drain plug: 30–40 Nm (22–30 lb-ft).
| Vehicle Applications |
The Cummins ISC-330 is widely used in medium-duty trucks, school buses, transit buses, vocational trucks, refuse vehicles, utility/service trucks, agricultural tractors, wheel loaders, excavators, cranes, industrial pumps, compressors, and generator systems. Its versatility, power density, emissions capability, and durability make it a preferred powerplant for diverse applications.
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