In today’s world, a Caterpillar diesel in a tank seems like a naturally good idea. In World War II, however, diesel-powered tanks were not common. Certainly not with American ground forces. There are many reasons why and we’ll touch on them here a little, before highlighting an engine developed to dieselize the armored forces.
In the mid-1990s, tightening particulate matter emissions standards gave birth to the hydraulically actuated electronic controlled unit injector system we all know as HEUI. One of the engine’s to debut the new injection technology, which Caterpillar leased to Navistar, was the 7.3L Power Stroke.
The second installment in this underdog diesel series brings us to the VP44-fueled, 24-valve 5.9L ISB Cummins that powered second-gen trucks from ’98.5-’02. Aside from the way it compared, stock, to the outgoing 12-valve it replaced in 1998, the 24-valve Cummins has never really received its due credit for horsepower potential.
How The 5.9L Cummins Changed The Diesel Pickup Segment Forever
It’s the mid 1980s and you’re on the hunt for a new -ton or larger truck... The only manufacturers offering diesels are Ford and GM—and while they’re torquey, the indirect injection, non-turbo power plants don’t quite keep pace with the larger gas engine offerings of the day. Now fast forward to today. Here’s how the Cummins change the world as we know it.
How many of us have bought a truck thinking, “I’ll just do exhaust and a chip?” How many of us have actually stopped there? Collin Casstevens from Middletown, Indiana, had the same idea when he bought his 2007 GMC Sierra 2500—until he caught the diesel performance bug and saw the possibilities.
By the mid-1930s, Caterpillar had only been a company for ten years but were dominating the crawler market. They had also become a leading innovator of diesel engine technology. Soon after developing their own diesel, CAT re-laid their foundation on diesel power and doubled down on the bet.
