I'm waiting for the Titan diesel..."
The ISV architecture mirrors modern V-engine truck and sport-utility diesels: Compacted graphite iron block with slightly oversquare dimensions, aluminum four-valve heads with encapsulated steel gaskets and torque-to-yield fasteners, valley-mounted turbocharger, Bosch common-rail injection running up to 29,000 psi, and Piezo injectors firing up to seven times per ignition cycle. Four chains drive the oil pump, high-pressure fuel pump and intake camshafts geared to exhaust cams, and an SAE standard No. 3 bellhousing pattern assures easy fitments to a wide range of transmissions.
The single turbocharger is a water-cooled variable-geometry unit capable of exhaust braking, something the Ram 1500's VM 3.0 does not offer. The ISV uses ceramic glow plugs (Cummins claims a 2-second wait-to-start at minus 30 C), two-stage fuel filtering to 4 microns, and a relatively easy-to-change water pump. Weight is estimated at 800 pounds, plus another 95 for the exhaust after-treatment components.
Nissan has already said the next Titan will put out at least 300 hp and 500 lb-ft. The four current ISV commercial ratings cover 200 to 275 hp at 3200 rpm with 520 or 560 lb-ft at 1600 rpm. With better cooling and less stringent emissions regulations, we figure the engine could deliver up to 400 to 450 horsepower in a boat, and it's designed to fit where any big-block does.
We can gather more insight into the engine's capabilities from the gross-vehicle-weight-rating (GVWR) figures of some test mules we briefly drove, from 15,100 pounds to 31,000 pounds..."
This thing is going to be a beast in a half-ton truck!
