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By then, we were already building these engines with an additional 200 horsepower and NOT having any problems. I remember when Cummins built the first NTC 444 and Caterpillar had introduced their 3406-B with 425 hp – both companies said they would never build a larger engine.
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You can’t give these engines more power than what they were designed for.”ĭespite this negative attitude, many owner operators had faith in me and we never had the failures most in the industry said we would (we always installed turbo boost gauges and exhaust gas temperature gauges and taught the drivers how to use them). I was forbidden from belonging to some diesel engine organizations and was often told, “Oh, you’re that guy that turns up the engines – that’s going to come back and bite you. At first, this was not an easy path to follow. I always figured, if I could drive a high performance Corvette as my every day car, why couldn’t an owner operator have a performance diesel engine in his everyday truck? Thinking this way got me labeled as a “black sheep” in the diesel engine industry. Owner operators coming out of Pittsburgh would often have a double load of steel coils on their trailers and the extra power I could give them was always welcomed. As I built relationships in the industry, I found that most owner operators were gear-heads like me. In 1977, nobody in the industry had ever attempted to give extra fuel to a diesel engine, so I did. In those days, a Small Cam NTC 350 was considered a “big hammer” and the Big Cam NTC Cummins was just coming out. I have always loved working with my hands, so I was able to thrive in this business.īack in 1977, diesel engines were dirty, noisy and slow. Chuck Passmore wanted to move to Florida and start a new diesel shop, so I took over his small fuel injection shop in Pennsylvania and started working on diesel engines. Years later, the opportunity came along to get into the diesel engine side of the trucking industry and I was ready. I also did some dispatching in those early days, and in the evenings I had a race car shop called Mallinson Performance (I built and raced Corvettes). I got involved with the traffic management side of trucking when I was 19 years old. But it wasn’t always easy – especially in those early days. Today, my company (Pittsburgh Power Inc.) is a well-respected business and I am very proud of that fact. Eventually, the industry caught up with me and began to embrace my ideas about fuel efficiency and performance in diesel engines.
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For many years, in the early part of my career, I was labeled as a “black sheep” in the trucking industry because many of my ideas were a bit ahead of their time.