The vertically mounted injectors were also centered directly above the piston to help improve combustion and low-end torque, and they were positioned over pistons that were treated to revised bowls to further optimize combustion. The ISC gained a 24-valve cylinder head for improved airflow which, ultimately, increased horsepower and torque. For starters, the ISC was treated to a stiffer block with integrated fluid lines rather than utilizing external, wear-prone hoses. The 6CT to ISC changeover took place during the same period and many of the same technologies were implemented. If you’re familiar with the story of how Cummins replaced the 6BT 5.9L with the ISB 5.9L, the story between the 6CT and ISC 8.3L will definitely rhyme. It’s an engine that is much-celebrated in the motorhome segment, and one that continues to power countless RV’s down the road today. Here, we’re highlighting the ISC 8.3L Cummins, an engine that replaced the mechanical 6CT with an electronically controlled injection system and cleaner emissions. Used in everything from school buses to excavators (known as the QSC 8.3L in off-highway applications), and gen-sets to dump trucks to motorhomes, the 8.3L Cummins continues to enjoy a reputation for reliability, longevity, sufficient power, and ease of serviceability. What began as the 6CT 8.3L and then transformed into the electronically controlled, CAPS-fueled ISC 8.3L, followed by the high-pressure common-rail (HPCR) ISC 8.3L yielded three decades of one of the most durable medium-duty diesel power plants ever produced. In the long and storied history of Cummins engine lineage, it doesn’t get much more legendary than the 8.3L platform.
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