The twelve-valve Cummins, formally the Cummins 6BT, is the motor at the base of the family tree of diesel motors (at any rate in pickup trucks). Its basic, clear outline is an image of unwavering quality, strong designing and tractor-style torque. The motor was initially produced for use in Case tractors, before it was full into the motor compartment of the Dodge Ram in 1989. In those days the motor came stuffed with 160 hp and 400 lb-ft. of torque. None of those novel semi-conductors on this motor. Simply iron, steel and aluminum. It’s quite cool that this motor is sufficiently independent to keep running without anyone else. Simply keep the fuel coming and it just continues running. When you do need it to stop, there’s an electric solenoid that discharges a bar, which disturbs the fuel supply to the motor. On the off chance that that solenoid goes out, you can kill the key, however the motor continues running. On the off chance that this happens, you simply venture into the motor compartment and push a lever down the way out forefathers would have done it and it’ll stop. This is straightforward dependability. Less parts implies less wear and less to break. With twelve valves, as opposed to twenty-four, the 6BT has 24 less moving parts. Twelve-valves and 12 tappets are forgotten. Obviously, as with all Cummins B and ISB motors, the cams are driven specifically with gears, not timing chains. This is a piece of what makes the Cummins such a dependable motor. The first era of the 6BT (1989-1993) used a rotating style Bosch VE infusion pump. These pumps are extremely dependable and give brilliant efficiency. In any case, they originated from the manufacturing plant working near most extreme limit, so it’s hard to get significantly more than 375 hp out of them. Second era 6BTs came fitted with an inline Bosch P7100 infusion pump, which is an extraordinary pump. It was utilized for business applications and came detuned from the production line when fitted on the Ram motors. The P7100 pump can be worked to supply enough fuel for more than 1000 hp. The injectors on 6BT motors are for the most part mechanical. They are spring-stacked and fire when the infusion pump pushes fuel to every injector. The present motors are forced down with EPA emanations limitations. The twelve-valve is exceptionally proficient, similarly. With bring down strength and verses their high torque yield, basic efficiency in twelve-valve trucks is 14-18 mpg in the city and 19-25 on the thruway, contingent upon how the truck is set up. 6BT motors have a superior reputation than ISB (twenty-four-valve and regular rail) motors. The 6BT will ordinarily outlive the twenty-four-valve, and the twenty-four-valve will more often than not outlive the regular rail motors. The twelve-valve utilizes interfacing bars that are produced using two bits of cast steel. The top of the bar that goes on the base of the crankshaft is thrown independently from whatever is left of the bar. The top consolidates with whatever remains of the pole and is amassed with jolts. The twelve-valve 6BT is essentially calmer than the twenty-four-valve ISB in light of the fact that there are less moving parts. We think the twelve-valve has a pleasant smooth diesel bang when contrasted with the louder, choppier rattle of the twenty-four-valve motor. Neither the twelve or twenty-four-valve can be called calm when contrasted with the refined basic rail motors.