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Cummins ISM-370 Specifications
| Engine Model: Cummins ISM-370 |
| Engine Type: 4-cycle inline 6-cylinder HPCR or Celect fuel injection liquid-cooled diesel |
| Total Displacement: 661 cu.in (10.8 L) |
| Rated Engine Power: 370 Hp (276 kW) at 2000 rpm |
| Aspiration Type: Turbocharged |
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| General Technical Data |
The Cummins ISM-370 is a high-performance, electronically controlled, turbocharged and aftercooled inline six-cylinder diesel engine developed for heavy-duty trucks, buses, vocational machinery, and industrial platforms requiring reliable torque delivery and robust long-term service life. Positioned within the ISM/ISM11 engine family, the ISM-370 offers a 370-horsepower rating tailored for demanding duty cycles such as regional haul, vocational work, construction service, and municipal applications.
It incorporates advanced electronic fuel
management, a durable cast-iron block, high-efficiency turbocharging,
optimized combustion geometry, and strong torque characteristics that
make it suitable for environments requiring consistent power and low
operating cost. Its serviceability, emissions capability, and strong
parts availability contribute to its continuing global use.
The Cummins ISM-370 is a four-stroke, inline six-cylinder diesel engine
with an approximate displacement of 10.8 liters (659 cubic inches). Bore
is typically 125 mm (4.92 inches) and stroke is 147 mm (5.79 inches),
forming a long-stroke architecture optimized for torque output at
moderate engine speeds. Compression ratio varies by calibration but
generally falls between 16.5:1 and 17.0:1. Rated output is approximately
276 kW (370 horsepower) at around 1800–2100 rpm. Peak torque ranges
between 1350 and 1650 Nm (996–1217 lb-ft), commonly achieved near
1100–1400 rpm.
Idle speed is generally set between 650 and 700
rpm. The firing order is 1–5–3–6–2–4. Turbocharging and charge-air
cooling enhance air density, ensuring efficient combustion, altitude
compensation, and responsive acceleration. Electronic control algorithms
adjust fuel timing, injection pressure, and turbo boost for emissions
compliance and power optimization.
The cylinder block is cast from high-strength gray iron or compacted
iron depending on version. Reinforced ribbing reduces block flex and
supports elevated peak firing pressures. The forged-steel crankshaft is
supported by seven large main bearings designed to reduce torsional
vibration and accommodate continuous heavy-duty operation. Wet or
replaceable liners provide improved cooling characteristics and simplify
engine overhaul. Internal oil galleries supply lubrication to crankshaft
bearings, connecting rods, and camshaft bearings.
Cast-in coolant jackets ensure uniform thermal
distribution. Integrated piston cooling jets direct oil to the underside
of each piston to manage thermal load during high-output operation.
Threaded mounting bosses support installations requiring PTO systems,
alternators, air compressors, A/C compressors, and hydraulic pumps.
The cast-iron cylinder head incorporates refined combustion chamber
geometry designed for high-pressure electronic injection. Four valves
per cylinder–two intake and two exhaust–maximize airflow efficiency,
support clean combustion, and improve torque characteristics. Valve
actuation uses rocker arms and pushrods driven by a camshaft located
within the block.
Hardened valve seats and high-temperature-resistant guides withstand high thermal loads typical of turbocharged and EGR-equipped diesel engines. Hydraulic lash adjusters may be used depending on configuration to reduce maintenance intervals. Integrated coolant passages minimize thermal hotspots, improving gasket life and preventing head warping. Multilayer steel head gaskets are engineered to withstand high firing pressures.
| Fuel System |
Depending on production year, the ISM-370 uses either Cummins Celect Plus electronically controlled unit injection or a high-pressure common-rail (HPCR) fuel system. Fuel is drawn from the tank using a lift pump through primary and secondary filtration stages. In HPCR configurations, the high-pressure pump supplies fuel to the rail at pressures typically exceeding 1400–1600 bar (20,300–23,200 psi).
Electronically actuated injectors control injection timing, duration, and pressure with multiple injection events such as pilot, main, and post injection to reduce emissions and noise. The ECM monitors crankshaft and camshaft position, rail pressure, boost pressure, intake temperature, coolant temperature, exhaust temperature, and EGR flow in compatible variants. Precise fuel metering improves torque output, reduces emissions, and enhances throttle response.
| Lubrication System |
A full-pressure wet-sump lubrication system uses a gear-driven oil pump to supply oil to all key components. Oil is drawn through a sump strainer and passed through a full-flow filter before entering the main oil gallery. Lubrication is delivered to crankshaft and rod bearings, camshaft journals, rocker assemblies, and the turbocharger bearings.
Piston cooling jets regulate piston crown temperatures. Typical operating oil pressure ranges from 300 to 500 kPa (44–72 psi). Idle pressure usually falls between 100 and 150 kPa (15–22 psi). Oil capacity varies by sump configuration but typically ranges between 27 and 33 liters (28.5–34.8 US quarts). Engines equipped with DPF and SCR require low-ash oil for long-term emissions system compatibility.
| Cooling System |
The cooling system features a belt-driven centrifugal water pump that circulates coolant through the block and head passages. Thermostat opening begins around 82°C (180°F) and is fully open near 95°C (203°F). Cooling system pressure typically ranges from 90 to 110 kPa (13–16 psi).
Coolant capacity typically ranges between 35 and 55 liters (37–58 US quarts), depending on vehicle radiator size and installation. Charge-air cooling, using air-to-air or air-to-water heat exchangers, reduces intake temperatures and helps achieve emissions compliance. Proper coolant chemistry prevents scale, corrosion, and cavitation at the cylinder liners.
| Other Systems |
The turbocharging system may use a wastegated turbocharger or variable-geometry turbocharger (VGT) depending on emissions tier and model year. VGT systems enhance boost control, improve transient performance, and support EGR function where applicable. Air intake filtration uses heavy-duty dry-element filters, with dual-stage filtration available. Exhaust systems may include EGR valves, DOC, DPF, and SCR aftertreatment depending on emissions tier.
Electrical systems operate at 12- or 24-volts and include alternators rated between 80 and 150 amperes. Sensors throughout the engine support ECM-controlled diagnostic and protection strategies including derates, coolant-loss shutdown, overspeed protection, and turbo overspeed prevention. PTO provisions and auxiliary drive options support vocational equipment needs.
| Dimensions and Weight |
Length: 1350–1550 mm (53.1–61.0 in)
Width: 800–950 mm (31.5–37.4 in)
Height: 1150–1450 mm (45.3–57.1 in)
Dry weight typically ranges from 900 to 1150 kg (1984–2535 lb),
depending on accessories, cooling configuration, and turbocharger type.
| Maintenance Data |
Oil and filter changes are typically recommended every 500 hours or at manufacturer mileage intervals. Fuel filters require replacement every 400–500 hours; water separators should be drained regularly. Air filter intervals vary from 200 to 400 hours depending on dust exposure. Coolant replacement occurs every two years.
Valve lash inspection may be required for non-hydraulic configurations. Aftertreatment components require periodic regeneration and cleaning depending on duty cycle. ECM logs assist in predictive maintenance, diagnostics, and calibration verification.
| Tightening Torques |
Cylinder head bolts: 220–260 Nm (162–192 lb-ft)
Main bearing caps: 180–220 Nm (133–162 lb-ft)
Connecting rod bolts: 90–120 Nm (66–89 lb-ft)
Flywheel bolts: 300–350 Nm (221–258 lb-ft)
Crankshaft pulley bolt: 280–320 Nm (207–236 lb-ft)
Injector hold-down: 25–30 Nm (18–22 lb-ft)
Intake heater or glow plug (if equipped): 10–15 Nm (7–11 lb-ft)
Oil drain plug: 40–50 Nm (30–37 lb-ft).
| Vehicle Applications |
The ISM-370 is widely used in regional-haul tractors, vocational dump trucks, refuse vehicles, city buses, fire engines, construction machinery, wheel loaders, cranes, agricultural equipment, industrial pumps, compressors, and generator platforms. Its torque, reliability, and emissions capability make it suitable for diverse heavy-duty applications.
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