5.0L Cummins ISV5.0 V-8

Cummins introduced the ISV5.0 in 2013 for North American on-highway applications. The engine was originally pitched to Chrysler as a possible option for their Ram 1500 platform, but the company declined citing concerns that the engine did not meet their fuel economy benchmarks. Nissan later negotiated with Cummins and unveiled the 2016, 5.0L Cummins powered Titan XD in January 2015 at the North American International Auto show. Nissan would continue to offer the 5.0L Cummins in the Nissan Titan XD through the 2019 model year, but pulled the engine from the Titan XD platform for 2020. Retirement of the 5.0L Cummins was presumably due to weak sales and customer appeal.

Cummins ISV5.0 Specs, History, & Information

The Nissan Titan XD is often highlighted as a clumsy fusion of half ton and three-quarter ton pickup features that didn't resonate well in a market dominated by well established domestic pickup platforms accommodating a generally faithful customer base. The Titan XD platform, albeit unique, is often ridiculed for a heavy curb weight that doesn't translate into greater capability. On properly equipped models, the weight of a Titan XD approaches 7,500 lbs, which is well into 3/4 ton territory. However, its limited 2,000 pound payload rating is easily surpassed by 1/2 ton competitors and its 12,314 pound maximum tow rating narrowly edges out competing 1/2 ton models. A comparable 3/4 ton pickup can easily possess payload capacities in excess of 3,000 pounds and towing in the 18,000 to 21,000 range. While the 5.0L Cummins, Aisin transmission combination is impressive on paper, its 310 horsepower, 555 lb-ft rating is dampened by the Titan XD's heft; it's neither nimble nor nearly as easy on fuel as many of its fullsize competitors with properly equipped diesel engines. The Titan XD platform may have been high on appeal, but the consensus is that it was equally low on utility.

Holset M2 Sequential Turbocharger System

The Holset M2 sequential turbocharger found on the 5.0L Cummins is likely the most complex and advanced system produced for an OEM application. The system is based on the concept of twin turbocharging but utilizes a patented rotary valve to control the flowrate of exhaust gases between the two individual turbochargers. The system is comprised of a low pressure and high pressure turbocharger, the compressor side of which is plumbed in a sequential arrangement; ambient air is drawn through a large low pressure turbocharger that then feeds a smaller high pressure turbo. The exhaust side of this system is where the operation becomes interesting; a rotary valve controls the division of exhaust gases between the turbines of the high and low pressure turbochargers.

  1. At low engine speeds, the valve position allows exhaust gases to travel through the high pressure (small) turbine and then the low pressure (large) turbine. At this stage, the low pressure turbo contributes very little and the majority of energy available from the exhaust gases is extracted by the high pressure turbocharger. The result is quick turbocharger spooling and off-idle throttle response.
  2. As engine speed increases, the rotary valve increasingly diverts exhaust gases directly through the turbine of the larger turbocharger, bypassing the high pressure turbo. This is necessary as airflow demands increase with engine speed, as the high pressure turbo can only supply a limited volume of pressurized air.
  3. At high engine speeds, the rotary valve diverts almost all exhaust energy through the large turbine, bypassing the high pressure (small) turbo altogether. Since the high pressure turbo's contributions are negligible at this point, a valve on the compressor side of the system allows the low pressure turbocharger to bypass airflow around the compressor of the high pressure turbocharger in order to reduce restriction. At this point, the rotary valve also acts as a wastegate to prevent an over-boost condition.
  4. The rotary valve also functions as an aid to the active regeneration system, increasing the restriction in the exhaust system in order to reduce efficiency and increase heat in the exhaust system as necessary to facilitate cleaning of the DPF.

5.0L Cummins V-8 Specs | ISV5.0


Cummins ISV5.0


Cummins Inc.

Production Plant:

Cummins Engine Plant in Columbus, Indiana

Applications/Production Years:

2016 - 2019 Nissan Titan XD


305 CID (304.92 CID actual), 5.0 liters (4.996 liters actual)


90° V-8

B10 Life:

N/A - not rated

B50 Life:

N/A - not rated


3.701 inches (94 mm)


3.543 inches (90 mm)

Bore/Stroke Ratio:

1.044 (marginally oversquare)

Compression Ratio:

16.3 : 1

Firing Order:


5.0L Cummins ISV5.0 cylinder numbers

Engine Block Material:

Compacted graphite iron (CGI)

Cylinder Head Material:

Aluminum alloy

Injection System:

Direct injection, high pressure common rail (HPCR), Piezoelectric fuel injectors, 29,000 psi maximum injection pressure


Turbocharged & intercooled; Holset M2 two stage variable geometry turbocharger

Reciprocating Assembly:

Forged steel crankshaft


32 valve (4 valves per cylinder), dual overhead camshafts (DOHC)

Cold Start Aid(s):

Bosch lifetime ceramic glow plugs (1 per cylinder)

Engine Oil Capacity:

10 quarts with filter change

Engine Oil Spec:

See viscosity chart at: 5.0L Cummins service guide


Ultra-low sulfur diesel (ULSD) fuel with minimum 42 cetane rating in ambient temperatures > 32°; minimum 45 cetane rating in ambient temperatures < 32° F. Compatible with biodiesel blends up to B10.

Emissions Equipment:

Cooled exhaust gas recirculation (EGR), diesel particulate filter (DPF), selective catalytic reduction (SCR) system requiring diesel exhaust fluid (DEF)


310 hp @ 3,200 rpm (Nissan Titan XD)


555 lb-ft @ 1,600 rpm (Nissan Titan XD)

Governed Speed:

3,400 rpm

Engine Weight:

804 lbs dry (engine only), 899 lbs fully dressed w/ aftertreatment system