Actually the entire 30 series line uses the 3-cylinder turbo engine. This is how they get the tier-III rating for emissions.
The series PDF brochure for the 25 series shows various info depending on which model you look at. I think Mahindra needs to do some updating on those, however if you look at the larger tractors in the 25 series they are showing the same 152.4 cu. in. 3-cylinder used in the 30 series.
The 35 series line shows a 115 cu. in. 3-cylinder for the 3535 and 4035 and the 5035 shows a 153.9 cu. in. 4-cylinder.
The 7060 has the same 152.4 cu. in. turbo 3-cylinder as the 30 series.
and the 8560's show a 203.2 cu. in. turbo 4-cylinder.
I think some of the brochures for the smaller tractors are out of date. All of the ones showing the turbo engines actually say "Tier III" in the title and I think these are up to date.
Confusing, eh?
I agree about cubic inches. That was a saying I learned many years ago in my hot rod days..."there is no substitute for cubic inches". However, when it comes to a diesel, and especially a diesel tractor engine, things get a little different.
First, tractor engines are generally very simple in design. You typically don't find all the fancy HP making head, combustion chamber, valve designs like you do on road going engines. This helps keep costs low because you have a lot of steel in the chassis, etc and steel ain't cheap these days. Tractors don't run HP that would seem equivalent to a comparably sized road vehicle. For example, the 7060 is a bit of a beast for a tractor its size. It weighs about the same as my '04 ram 2500 diesel 4x4, yet the tractor only has 67 HP, my truck makes 325 HP. Imagine dropping that Cummins in a 7060 chassis...whooo!
A turbo on a diesel engine that needs to make HP is practically a necessity, unless you want a huge engine that weighs a LOT (not that diesels aren't heavy anyway). A turbo helps a diesel burn a lot cleaner (hence their use for the newer tier III emissions requirements on tractors). Prior to tier III normally aspirated diesels were just fine on tractors in the class we are looking at because it's easy to make the HP ratings without the turbo.
Cons for the turbo are turbo lag, which means low end grunt is lost until the turbo spools up. Secondly, the turbo, especially on the small tractor engines, is probably spinning up to 200,000+ RPM under load. This means it's going to be sensitive to oil quality and flow. More maintenance. Since tractors tend to operate in dirty or dusty environments, good air filtration is needed also (along with increased maintenance on it as well).
Pros for the turbo include cleaner emissions, higher HP from smaller, cheaper engines and less cavitation erosion due to lower compression ratios. The latter is definitely a pro on the wet sleeved engines. Just ask a Ford Super Duty owner about having to put additive in the coolant to help prevent this
Since the Cummins is parent bored, it doesn't suffer issues due to cavitation erosion nearly as much and thus, no additive needed.
Either way, turbos are most likely here to stay on anything diesel because of the emissions requirements. Sadly, a well tuned diesel (turbo or not) will smoke like a freight train. Diesels aren't stoichiometric like a gas engine, so basically the more air and fuel you can shove in it the more power it makes without as much regard for the mixture ratios.
The Cummins in the Dodge pickups is horribly de-tuned. That engine is capable of 1500-2000 HP, but talk about smoke!!! Wheeehaw!
The series PDF brochure for the 25 series shows various info depending on which model you look at. I think Mahindra needs to do some updating on those, however if you look at the larger tractors in the 25 series they are showing the same 152.4 cu. in. 3-cylinder used in the 30 series.
The 35 series line shows a 115 cu. in. 3-cylinder for the 3535 and 4035 and the 5035 shows a 153.9 cu. in. 4-cylinder.
The 7060 has the same 152.4 cu. in. turbo 3-cylinder as the 30 series.
and the 8560's show a 203.2 cu. in. turbo 4-cylinder.
I think some of the brochures for the smaller tractors are out of date. All of the ones showing the turbo engines actually say "Tier III" in the title and I think these are up to date.
Confusing, eh?
I agree about cubic inches. That was a saying I learned many years ago in my hot rod days..."there is no substitute for cubic inches". However, when it comes to a diesel, and especially a diesel tractor engine, things get a little different.
First, tractor engines are generally very simple in design. You typically don't find all the fancy HP making head, combustion chamber, valve designs like you do on road going engines. This helps keep costs low because you have a lot of steel in the chassis, etc and steel ain't cheap these days. Tractors don't run HP that would seem equivalent to a comparably sized road vehicle. For example, the 7060 is a bit of a beast for a tractor its size. It weighs about the same as my '04 ram 2500 diesel 4x4, yet the tractor only has 67 HP, my truck makes 325 HP. Imagine dropping that Cummins in a 7060 chassis...whooo!
A turbo on a diesel engine that needs to make HP is practically a necessity, unless you want a huge engine that weighs a LOT (not that diesels aren't heavy anyway). A turbo helps a diesel burn a lot cleaner (hence their use for the newer tier III emissions requirements on tractors). Prior to tier III normally aspirated diesels were just fine on tractors in the class we are looking at because it's easy to make the HP ratings without the turbo.
Cons for the turbo are turbo lag, which means low end grunt is lost until the turbo spools up. Secondly, the turbo, especially on the small tractor engines, is probably spinning up to 200,000+ RPM under load. This means it's going to be sensitive to oil quality and flow. More maintenance. Since tractors tend to operate in dirty or dusty environments, good air filtration is needed also (along with increased maintenance on it as well).
Pros for the turbo include cleaner emissions, higher HP from smaller, cheaper engines and less cavitation erosion due to lower compression ratios. The latter is definitely a pro on the wet sleeved engines. Just ask a Ford Super Duty owner about having to put additive in the coolant to help prevent this
Since the Cummins is parent bored, it doesn't suffer issues due to cavitation erosion nearly as much and thus, no additive needed.
Either way, turbos are most likely here to stay on anything diesel because of the emissions requirements. Sadly, a well tuned diesel (turbo or not) will smoke like a freight train. Diesels aren't stoichiometric like a gas engine, so basically the more air and fuel you can shove in it the more power it makes without as much regard for the mixture ratios.
The Cummins in the Dodge pickups is horribly de-tuned. That engine is capable of 1500-2000 HP, but talk about smoke!!! Wheeehaw!
Straight from high school. Got my A&P certificates the first year I was old enough. I was going to be a corporate pilot, but didn't like where they waited and ate while waiting on their bosses. I would rather just fly and not be a pilot. Dad flew B-17s and B-24s in the Great War and that was always my inspiration. While growing up I told him I would buy a B-17 and he could teach me to fly it.
I had a friend in CAP. His Dad was a Col. with a V tail Bonanza.
Not the engines, but the new add on emission stuff. Kinda like the 2007 Cummins sooting up and having sensor problems, along with R&Ring new fangled turbos.........there's that five letter word again..........turbo.
Makes me glad I didn't buy a 2007 Cummins and instead bought a 2007 Mahindra 6520!!!
