Powertrain International 2023-2

Powertrain 

INTERNATIONAL 

The gentle 

EVOLUTION 

In UK, where JCB tested hydrogen machines - AGCO Core 75 - 

e-way: the tractors scenario and Eleo’s battery plant opening - 

H2: NGV, Liebherr, Prinoth&FPT - Comparisons: 11 liter engines 

VADO E TORNO EDIZIONI 

www.vadoetorno.com 

www.powertraininternationalweb.com 

www.dieseloftheyear.com 

ISSN 0042 

Press Register n. 4596 – April 20th 1994 

Poste Italiane Inc. – Mail subscription 

D.L. 353/2003 (mod. in L. 27/02/2004 n° 46) 

Art. 1, subsection 1, LO/MI 

POWERTRAIN-Diesel SUPPLEMENT 

March 2023 

1

MARCH 2023 

powertraininternationalweb.com 

CONTENTS 

GENERIC 

ICE 

H2 HYDROGEN 

kWe ELECTRIC 

GAS 

06 

FOLLOW POWERTRAIN INTERNATIONAL ON: 

DIESEL OF THE YEAR 

06. SCANIA DW6 

50% efficiency is the ID of DOTY 2023 

ICE 

10. AGCO POWER 

Core75 is the new Finnish 7.5 litre diesel engine 

EVENTS 

14. CONEXPO-CON/AGG 

Some previews from the powertrain side 

ELECTRIFICATION 

16. TRACTORS 

Let’s take stock of the electrics between the fields 

36. YANMAR 

The opening ceremony of Eleo’s battery plant 

H2 

20. JCB 

European AG Technology Day 

22. HYVOLUTION PARIS 

8.7-litre NGV Powertrain engine. With FEV 

26. LIEBHERR 

Everything is “home-made” 

32. FISH-EYE 

Prinoth Leitwolf: snow groomer with FPT Industrial 

COMPARISONS 

28. 11 LITERS INDUSTRIAL 

AGCO, Liebherr, MAN, mtu, Scania, Volvo 

14 

32 

COMPONENTS 

40. ZAPI 

Together with 4e-consulting is a system integrator 

44. BOSCH REXROTH 

From Bauma Munich to Las Vegas 

46. ALLISON & DANA 

e-transmissions for construction sites 

COLUMNS 

4. Editorial 8. Newsroom 10. Automotive 38. PG: Linz 

Electric 48. Sustainable Techno 50. Himoinsa 

Editorial: Litmus test 

“In the next issue you will find the report from 

ConExpo. For more definite answers about the 

future, read on. Or consult a fortune teller.” 

3

EDITORIAL 

by Fabio Butturi 

KOHLERENGINES.COM 

LITMUS TEST 

MARCH 14-18, 2023 | LAS VEGAS 

SOUTH HALL 4 / BOOTH S84406 

T 

he trade fair ecosystem is in full swing, construction 

comes from years of vitality that have 

consigned the depression of the post-2008/2009 

crisis to the file of unpleasant memories. It seems 

logical, therefore, to wonder about the curve of this industry. 

The trade fair ecosystem is the place where this 

curve meets market expectations and the unknowns 

linked to decarbonisation. Let’s take a step back to the 

recent past. At Bauma Munich, around 3,200 exhibitors 

from 60 countries and more than 495,000 visitors from 

over 200 countries. In 2019 there were 3,684 exhibitors 

from 63 countries and 627,603 visitors. However, these 

figures are above expectations, considering the variables 

of the pandemic resurgence in China, the war in Ukraine 

and the now endemic supply chain shortage. Alexander 

Greschner, Chief Sales Officer at Wacker Neuson Group, 

commented: “Visitors flocked to our stand, and we had 

a lot of very good discussions”. Domenic Ruccolo, CSO 

of Wirtgen Group and Senior Vice President of Sales, 

Marketing and Product Support for Global Construction 

Equipment at John Deere, confirmed: “The interest in our 

company and our innovative and sustainable products 

was simply overwhelming.” And what about the present? 

ConExpo-Con/Agg will host over 1,800 exhibitors 

on 250,000 square metres of exhibits. Would you like 

some anticipations? Hyundai previews hydrogen power 

excavator concept, Bobcat unveils an all-electric compact 

track loader, Deere’s 145 X-tier electric excavator 

is part of the strategy to introduce more than 20 electric 

and hybrid-electric construction equipment models 

by 2026. And we’re talking about a few OEM previews 

(you will find a powertrain coverage in the paper that 

you will see at ConExpo). If at Bauma Munich electrification 

took centre stage, the roadmap of new products 

at ConExpo swings between combustion engines, onboard 

electric modulations and the first approaches on 

hydrogen (just take a look at how much JCB is investing 

in this technology). On POWERTRAIN International 

you will find ICE (AGCO Power, Euro 7, Scania and the 

11-litre industrial engine comparison), electric (Allison, 

Bosch Rexroth, Comer Industries, Dana, Eleo-Yanmar, 

ZAPI Group), hydrogen (JCB, Hyvolution Paris, Liebherr, 

NGV and FEV, FPT Industrial and Prinoth). In the 

next issue you will find the report from ConExpo. For 

more definite answers about the future, read on. Or consult 

a fortune teller. 

THE POWER 

TO BUILD 

HERE. 

We are not afraid of heights or confined spaces. We work on 

the tallest buildings and in the deepest quarries. And we love it. 

KOHLER® KDI engines were designed to guarantee safety and 

durability. Our engines will not be retiring anytime soon. 

4 

The power to bring you here.

DIESEL OF THE YEAR 

#SCANIA #13LITERS #EFFICIENCY #ICE 

SCANIA DW6 

SIMPLY 

THE 

BEST 

A SUPER ENGINE: FOR TRUCKS 

“Developing a new engine platform of this magnitude is 

a once-in-a-lifetime opportunity for most engine platform 

engineers,” explains Magnus Henriksson, Chief Engineer 

and the person who has been heading the five-year 

development process of the Super, the Scania truck engine 

platform. What has changed? The compression ratio is 

23:1, intake and exhaust are calibrated to improve the 

gas flow through the engine, as is the turbo and manifold 

connection. The peak pressure inside the cylinders can now 

reach 250 bars. “By injecting a first dose of AdBlue in the 

close-coupled position to the turbo charger, immediately 

after the Exhaust Brake Flap where the exhaust gases are 

still very hot, we dramatically increase the total efficiency 

of the after-treatment system. The second dose is then 

injected in the usual position inside the after-treatment 

system. But by then the task is easier, since the peak 

NOx level has already been reduced. The DPF, which is 

positioned between the two SCR catalysts, is regenerated 

without post-injecting extra fuel to the exhaust system.” 

Henrik Nilsson, Scania’s Director of Product Management, Power Solutions: 

“Our mindset throughout the development of the new platform has been to ease 

the transition for our customers while positively impacting fuel efficiency and 

product performance.” 

pend on the extent and speed of the 

haemorrhage of investment in endothermic 

engines). The key yardstick 

for this award, however, continues to 

be the principle of innovation. And 

the DW6 performs this in the best 

possible way. In Södertälje they have 

optimised the cylinder of the 13-litre, 

(BxS 130x160 mm) and overturned 

Scania DW6 13-litre 

engine was awarded 

Diesel of the Year 

2023. It is the first 

industrial engine to 

break the “sound 

barrier” of 50% 

efficiency 

You think of Scania and link 

that brand to the “premium” 

identity of a truck, especially 

the heavy long-haulers. You 

think back to Scania trucks, lift the 

bonnet and find one of the trio: 9-, 

13- and the “ethernal” 16-litre V8. 

From 2023 onwards, when you take 

a moment to think about Scania, your 

thoughts will also have to turn to the 

Gryphon’s status among industrial 

applications. The DW6, an evolution 

of the DC13, was awarded the 18 th 

Diesel of the Year. For the very first 

time, Scania has entered its name on 

the palmares, overturning an ostracism 

that is not due to any prejudice, 

but to the simple fact that until now 

the Diesel of the Year has rewarded a 

newly designed engine block (in the 

present and near future much will dethe 

engine block, which has achieved 

a prestigious result, until now inaccessible 

to competitors, among industrial 

applications: the 50% efficiency 

target. Even for Weichai, which was 

the first to cross this threshold, later 

adjusting it upwards, together with 

Bosch. A record, however, limited to 

the roadside. 

Let us quote Henrik Nilsson, “Our 

mindset throughout the development 

of the new platform has been to ease 

the transition for our customers 

while positively impacting fuel efficiency 

and product performance.” 

The enhanced gas exchange system, 

reduced internal friction, and 

increased turbocharger efficiency 

all have a positive impact on the fuel-efficiency. 

The specific consumption 

curve is drawn in such a way as 

to enhance the sobriety of the combustion 

cycle. Road tests, carried 

out on trucks on commercial routes, 

not conceived for the simple use of 

marketing data sheets, confirmed the 

values recorded on the test bench: 

the reduction in consumption can be 

accounted for, on average, between 

8% and 10%. The time between 

overhauls is up to 25,000 hours. The 

13-litre engine has a power range 

from 368 kW to 450 kW and delivers 

up to 11 percent more power and 21 

percent more torque than DC13. 

Let me now say a brief, deliberately 

provocative statement. Does it make 

sense to reward a diesel cycle engine 

when the ghost of a ban on the ICE 

is looming over Europe? The answer 

can only be one: of course! Because 

the guidelines of the policy makers 

and part of public opinion clash 

with infrastructure and reality. The 

diesel engine has a long life ahead 

of it, with the burden of providing 

the best possible efficiency. Environmental 

concerns and the budgets 

of OEMs and end users require it. A 

starting point that allows us to engage 

the reasons for DOTY 2023. As 

I mentioned, this award is first and 

foremost an acknowledgement of 

Scania’s massive investment. We are 

certain that the shipyard and power 

generation OEMs will have the 

chance to meet and appreciate the 

frugality of an engine that aims to 

reduce CO 2 

impact without the need 

for huge infrastructural investment 

and regulations alchemy. The specific 

curves stand up to a peer-to-peer 

comparison (we have already proven 

this with an 11-litre diesel engines 

comparison. Scania’s plan has in fact 

included a modular, scaled-down 

5-cylinder version). Rise is promising, 

making it easier to approach both 

translation and peak loads. The engine 

configuration, features and specific 

performances are fit to face a triple 

challenge, for the survival of ICE in 

a holistic perspective: to accomplish 

the future Euro 7 and Stage VI parameters 

(if there will be any); to “digest” 

HVO and biogenic and paraffinic fuels; 

to embrace electrification. 

And here the Gryphon flies upon the 

wings of the wind: in fact, the Scania 

Power Solutions electric module 

dates back to November 2021. If it’s 

roses, they will flourish, and we are 

confident that it will be a spring revival. 

Not only in Södertälje. 

6 

7

NEWSROOM 

#DEUTZ #DAIMLERTRUCK #RENAULT #PUNCHTORINO #VOLVOCE #MANITOU 

DEUTZ & DAIMLER TRUCK 

LOOKING 

AHEAD 

RENAULT GROUP AND PUNCH TORINO DRIVE EURO 7 

The Euro 7 regulations have not yet 

been officially defined by the EU, but 

car makers are still looking for solutions 

to meet the extreme challenge to combustion 

engines for on-road applications 

in Europe. Renault Group, and Punch 

Torino, announced in January 2023 the 

signature of a binding MoU concerning 

their cooperation on Renault 4-cylinder 

diesel engines for light commercial 

vehicles. Under the terms of the agreement, 

Punch will be able to purchase, 

use and sell the current and future Renault 

4-cylinder diesel engines. This 

partnership will be brought by Renault 

Group to the Horse project business announced 

during its Capital Market Day. 

In the framework of “Horse project”, 

Renault Group engineering teams will 

keep developing low-emission diesel 

engines for LCVs and also collaborate 

with resources from Punch engineering. 

Both companies will join forces for the 

development of the Euro 6 and Euro 7 

variants of Renault 4-cylinder diesel engines 

for light commercial vehicles, for 

production starting in 2025. Production 

of engines for the partners needs will be 

based at Renault Group’s Cléon plant in 

Normandy, France. 

Deutz and Daimler 

Trucks have set the 

stage for a partnership 

that will realize at the 

end of the decade. 

The keys may turn out 

to be strategic for both 

German companies 

The agreement between Deutz 

and Daimler Truck is one that 

has not gone unnoticed. An 

agreement that speaks German 

and embraces a horizon that we 

are yet to know. Deutz previously 

signed an agreement with Chinese 

OEM Sany, which officially marks 

Cologne’s comeback in truck applications. 

Currently, Deutz has an agreement 

with Liebherr for 9, 12, 13.5 and 

18-litre engines for industrial mobile 

applications. As far as current events 

are involved, we report the news from 

the Deutz official. Deutz and Daimler 

Truck signed agreements giving 

Deutz access to Daimler engines by 

end of the decade. These include both 

medium-duty engines (Daimler Truck 

MDEG series), which are suitable for 

use in applications such as construction 

equipment, and heavy-duty engines 

(Daimler Truck HDEP series), 

which can be used to power heavy agricultural 

machinery, for example. As 

a result, Deutz will be able to attract 

new customer groups, save on development 

costs, expand its range of 

modern internal combustion engines, 

and thereby lay the foundations for 

further growth in this business. 

The cooperation between the two 

companies, which is supported by the 

stake Daimler Truck takes in Deutz, is 

focused on two areas: 

1. Deutz will acquire the on-highway 

IP to Daimler Truck’s medium-duty 

MDEG engines so that it can further 

develop them itself, including for use 

in off-highway applications such as 

agricultural machinery and construction 

equipment. 

2. Deutz will acquire license rights 

from Daimler Truck so that it can further 

develop the heavy-duty Daimler 

Truck HDEP series for use in off-highway 

applications. It will also distrib- 

ute these engines independently. The 

cooperation provides for various production 

arrangements. The heavy-duty 

engines will continue to be built 

by Daimler Truck at the Mercedes- 

Benz plant in Mannheim and shipped 

to Deutz for final assembly, whereas 

the medium-duty engines will be 

completely produced at Deutz. The 

engine variants that will be marketed 

by Deutz are scheduled to go into 

production in 2028. The cooperation 

between the two companies is a first 

sign of Deutz’s recently announced 

Dual+ strategy, under which it will 

not only step up the development of a 

climate-neutral product portfolio but 

also optimize and further develop its 

classic engines. 

Andreas Gorbach, member of the 

Board of Management of Daimler 

Truck AG and responsible for Truck 

Technology: “In line with our strategic 

focus on transportation that is 

carbon-neutral at local level, we announced 

last year that Daimler Truck 

would not be investing any more of its 

own money in the further development 

of its medium-duty engines for the 

Euro 7 emissions standard.” 

VOLVO CE 

FOR ELECTRIC 

PRODUCTION OF 

ELECTRIC WHEEL 

LOADERS IN SWEDEN 

Volvo CE has announced an investment 

into the production of 

electric wheel loaders from its 

plant in Arvika, Sweden. This 

Swedish factory specializes in the production 

of medium and large wheel 

loaders and has already been successful 

in driving down its carbon emissions. 

The SEK 65 million ($6.3 million) investment 

from Volvo Group will allow 

for the phased production of electric 

wheel loaders. A milestone in the company’s 

ambition to be entirely fossil free 

by 2040, the move will also go a long 

way to fulfilling Volvo CE’s aim for 

35% of machines sold to be electric by 

2030. The investment will allow the Arvika 

factory to expand its facilities with 

a new building and allow for the phased 

introduction of new electric wheel loaders. 

Thanks to the investment, Arvika 

will erect a new building, approximately 

1,500 sq m, which will allow the facility 

to free up areas inside its assembly factory 

to be able to build electric wheel loaders. 

While it has not yet been announced 

which models will begin their electric 

transformation and exactly when, production 

of both electric wheel loaders 

and more traditional wheel loaders fitted 

with combustion engines will continue 

for now on the same production line. 

Manitou retrofit 

Manitou and Kiloutou 

have signed an important 

strategic agreement about 

the supply of electrification 

kits for Manitou telehandlers, 

equipped with a combustion 

engine, already available 

in Kiloutou’s rental fleet. 

During 2023, the lift will 

be disassembled and 

reassembled with an 

electrification kit at the 

Manitou Group’s plant in 

Ancenis, France. This 

will be followed by testing 

under real conditions at the 

Kiloutou test centre near 

Lille, a French city close to 

the border with Belgium. 

8 

9

PREVIEWS 

#AGCOPOWER #FENDT #DIESEL 

AGCO POWER 

STRAIGHT 

TO THE 

CORE 

FENDT VARIO 728 - TOTY 2023 

Now in its seventh generation, the Fendt 700 Vario 

series remains a must in the medium-high power class. 

The main new additions to the Vario 728, Tractor of 

the Year 2023, include the Core75 engine and the 

Fendt Dynamic Performance, which provides up to 

20 extra horsepower in all conditions. Downstream 

is the VarioDrive transmission with hydraulic pump 

that powers two hydraulic motors, one for the front 

axle and one dedicated to the rear axle, automatically 

transferring drive torque as required. Other key 

features include a new transmission, a new hydraulic 

and cooling system and a safe cab filtration system 

(cat. 4). Again, separate hydraulic motors that drive the 

front and rear axles; automatically adjusted constant 

all-wheel drive for improved traction; pull-in turn to 

reduce the turning radius by up to 10 percent; Fendt iD 

low-speed concept; intelligent VarioDrive; integrated 

tyre pressure control system, the greatly reduced 

power-to-weight ratio, the new-generation front loader. 

Juha Tervala: “During Agco ownership, we have been growing mainly together 

with Agco. We have though quite fresh strategy to grow also with new thirdparty 

customers and we believe to be successful with that.” 

It was the year 2021, and AGCO 

Power was in full swing to deliver 

to the head company an engine 

platform that would freshen 

up the portfolio. We asked CEO 

Juha Tervala for more details. “We 

know that in high power heavy-duty 

applications, diesel engine will be 

the main power source in a long time 

and therefore we still see room for 

modern diesel engines. The family 

will include 4- and 6-cylinder versions 

and, since the beginning of the 

project, alternative fuels have been 

considered. We have many branches 

of research related to alternative 

fuels. Full electric is not for us, but 

we are already testing gas and hydrogen,” 

Tervala answered. And so 

it was. At bauma Munich we were 

able to touch the forerunner of the 

components, none is the same compared 

to previous models. The biggest 

difference is within the engine 

itself. This platform is designed to 

facilitate further developments for 

alternative fuels and to be ready 

for the specific future needs of agriculture 

and off-road business. At 

present, the engine is a high-performance 

HVO-compatible unit for offroad 

use. Together with HVO and 

high fuel efficiency we can cut usage 

of fossil fuels radically without 

any compromise for users or vehicle 

designers. We need this step in our 

technology journey towards carbon 

neutrality. It is fact that technology 

is not 100% ready for 100% carbon 

neutrality in market in general, but 

we need to take all technological 

steps to come closer to it. Fuel conrenewed 

AGCO Power family, the 

Core75. We also “heard” it at Eima, 

parading on the catwalk of the winners 

of the Tractor of the Year 2023 

(see box). At bauma we met Tommi 

Puomisto, Marketing Manager at 

AGCO Power. He told us that it was 

no longer a project, but a reality. 

“This engine is completely new!”, 

Puomisto said. “Among the main 

The Core 75 is the 

pioneer of AGCO 

Power’s new engine 

family. It is a 6-cylinder 

with a unit displacement 

of 1.26 litres, 223 kW 

and 1,450 Nm 

BRAND 

MODEL 

AGCO POWER 

CORE75 

I. D. 

B x S mm - S/B 110 x 132 - 1,20 

N. cil. - dm 3 6 - 7,52 

Maximum power kW - rpm 223 - 1.700 

Mep at max power bar 21,3 

Piston speed m/s 7,5 

Maximum torque Nm - rpm 1.450 - 1.200 

Mep at max torque bar 24,7 

% power at max torque (kW) 55,1 

Torque at max power Nm 1.254 

% power at max torque (kW) 81,8 (182) 

Work range rpm 500 

DETAILS 

Specific power kW/dm 3 29,6 

Specific torque Nm/dm 3 192,6 

Areal spec. power kW/dm 2 39,12 

RULES AND BALANCE 

Dry weight kg 695 

L x W x H mm 

1.080x710x1.240 

Volume m3 0,95 

Weight/power kg/kW 3,1 

Weight/displacement kg/dm 3 92,3 

Power density kW/m 3 234,7 

Total density t/m 3 0,73 

Displacement/volume dm 3 /m 3 7,92 

sumption of the engine is in terms of 

SFC: 188g/kwh (we are very happy 

to compare that with any other competitor 

with their public datasheets. 

SFC values are often over 200g/ 

kwh). Customers have been also satisfied 

with the ability to cut emissions 

through an improved fuel economy. 

That will also save a lot of money for 

them by cutting high fuel costs. 

Core75 engine, that has a power 

output of 223 kW and a torque of 

1450 Nm, currently powers the newly 

launched multiple award winner 

(Tractor of the Year 2023 and the 

Farm Machine 2023, ed.) Fendt 728 

Vario. For now, it is found exclusively 

on this tractor, but we will market 

it further for other applications in 

the future. 

The interesting aspect of this tech- 

nology is that we can use 100% 

HVO fuels, already producing less 

greenhouse gas emissions. More importantly, 

in the future, depending 

on market trends and legislation, we 

shall have more options whether it 

is hydrogen, biogas, ethanol, methanol. 

We will then be able to follow 

new developments, relying on the 

baseline of this platform and only 

changing parts of it. The idea is to 

be able to meet customers’ needs 

more quickly. In general, in the market 

many engine manufacturers have 

not been producing completely new 

platforms for some time. We have 

different versions for agriculture 

and construction equipment applications. 

For example, this one has 

a flywheel made to exact specifications. 

In the end of 2022, it was first 

10 

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launched with Fendt, and soon it 

will be open to the global market in 

general, for OEMs of off-road applications. 

This engine is just the first 

in the Core family, as we haven’t released 

the later versions or models 

yet, In the next few years we will be 

talking more about it, not only will 

there be the 7.5-liter engine like this 

one, but we will have different sizes 

to meet different needs.” 

Why did AGCO Power engineering 

choose this displacement? 

“It is a choice derived from several 

needs. The bore is bigger due to the 

removal of the cylinder liners, yet 

the engine is made more compact. 

In general, we aimed to reduce the 

size of the motor while maintaining 

12 

high pressures and achieving higher 

torque, higher performance, and 

higher reliability. And we did it. We 

are working with Bosch for the injection 

and Proventia is one of our 

partners with after-treatment systems. 

We confirmed the whole after-treatment 

module, which is necessary 

to be Stage V compliant. As 

a special note, this is an EGR-free 

Agco has invested 

over 100 million 

euros in the Linnavuori 

plant, where there is 

a completely new 

single-line assembly 

plant for the Core75 

engine. With EGR-free design and 

HLA, it is a service-friendly engine. 

Also, a clever placing for filters, and 

well-thought service accessibility is 

a big benefit for the users and saves 

time and money for the customers.” 

What about the new plant? 

“Over the past decade, Agco has invested 

over 100 million euros in the 

Linnavuori plant. There is a completely 

new single-line assembly 

plant for the Core75, and our R&D 

has had big investments for investigating 

and developing future technologies. 

Agco Power Linnavuori 

plant is the most sophisticated and 

up-to-date plant you can find and 

is ready to diversify production according 

to the market demands.” 

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EVENTS 

#CUMMINS #DANA #FPT #KUBOTA #JCB #LIEBHERR #MTA #VOLVO #ZAPI 

CONEXPO-CON/AGG 

VIVA 

LAS 

VEGAS 

COMPONENTS @ CONEXPO 

The standard-bearer for electrification will be Zapi Group, 

whose interview with Executive Director Claes Avasjö you 

will read in this issue. Dana Incorporated, on the other 

hand, is building a bridge between electric and hydrogen 

with a hydrostatic driveline for telehandlers. The system’s 

modular architecture enables customers to easily transition 

to a hydrogen or battery-electric vehicle design. Developed 

for telehandler applications lifting up to 12,000 pounds, 

Dana’s new driveline comes equipped with a compact 

Spicer 312 dropbox for high-power hydrostatic motors. 

MTA transfers the know-how applied to the European 

market to the American audience. Examples include the 

BHP19 (for the US market) and BHP22 (for Europe) onboard 

battery chargers for electric and plug-in hybrid 

applications in the off-highway world) and the MEC 97, 

a plug & play control unit designed for installation in the 

engine compartment and made with printed circuit board 

(PCB) logic and press-fit mode. The name Agri SIC is not 

misleading. It is an integrated vehicle platform that brings 

all the computing power together in a central unit capable 

of managing and controlling the instrument panel and 

displays in the cab. 

Not even five months separate 

the two pyrotechnical construction 

ecosystems on both 

sides of the Atlantic, Bauma 

Munich and ConExpo-CON/AGG in 

Las Vegas. So the stage setting and 

market orientation will change, but 

what about the mood of the OEMs? 

At Bauma we witnessed the triumph 

of electrification, at least in declarations 

of intent. Will the “plug-in” replicate 

on the Nevada desert catwalk? 

Judging by early rumours, it would 

seem not, at least not unequivocally. 

Cummins is playing at home, even 

though the 2,000 miles or so between 

Columbus and Vegas is no walk in the 

park. Remember the IAA in Hanover, 

where we reported on the 15-litre 

converted to hydrogen? Well, we 

will see it again in an industrial suit. 

Call it “agnostic” though: in addition 

to hydrogen, it is compatible with biogas 

and advanced biofuels, including 

HVO. The engine block is the same, 

the cylinder heads and fuel systems 

change. The 15-litre hydrogen will be 

available with power from 294 to 390 

kW (400 to 530 hp) and 2600 Nm. 

Virtually unchanged are the powers 

for applications fuelled by renewable 

biogas: just twenty less horsepower 

for maximum output, 375 kW, and a 

Some previews about 

Cummins, Dana, 

Deere, FPT, JCB, 

Kubota Liebherr, MTA, 

Volvo, Zapi 

torque of 2500 Nm. More exuberant 

is the diesel version, from 331 to 478 

kW, corresponding to the 450 to 650 

hp range, with a peak torque of 3,200 

Nm. We talked about JCB in our coverage 

of the February 15 th event at the 

UK headquarters. We saw the hydrogen 

engine at work in the quarry under 

the bonnets of a backhoe loader and a 

telehandler. Richard Pirkl, Managing 

Director of Technology and Development 

at Liebherr Components 

Deggendorf, explained the specific 

features of the H2 injection system: 

“To achieve the same drivability with 

a H2 system as with a diesel, the 

hydrogen injection system must be 

optimally aligned with the engine’s 

torque and power. This means that 

during the transition from idle to 

full load, the necessary amount of 

fuel and the corresponding system 

pressure must be made available as 

quickly as possible. The H2-DI system 

is designed to operate without an 

electronic pressure release valve. The 

idea behind it is to keep the system as 

simple as possible, whilst avoiding 

the release of any hydrogen gas into 

the atmosphere during operation. On 

the functional test bench, we were 

able to show good controllability of 

the injection speed at different pressure 

levels. The required minimum of 

2.5 mg per stroke is achieved at 145 

psi (10 bar) rail pressure.” 

In the spotlight is John Deere Power 

Systems. Two stars on stage: the JD4, 

3.9 litres capable of 116 kW and 670 

Nm and fluid change intervals of 700 

to 1,000 hours. Together, John Deere 

and Kreisel are working to optimally 

integrate vehicle and powertrain designs 

around high-durability battery 

packs while leveraging technology to 

build out the charging infrastructure 

required for customer adoption. The 

newest addition to the John Deere 

electronics lineup is a GB Ethernet 

Switch. This module manages the 

transfer of controls information, high 

quality images, and more to multiple 

devices in a system, all in real time. 

Finally, John Deere Connected Support 

is making its North American 

debut. 

For Kubota, the Vegas stage is the 

favourite display for big announcements. 

In 2017 the V5009, Diesel of 

the Year 2019, in 2020 the S75009. 

At this edition, we find at the stand 

D902-K, D1105-K, V3307 Micro 

Hybrid (P0 Hybrid), D1803 P1 Hy- 

brid, D1105 P2 Hybrid, 3.8L Hydrogen 

Debut, V5009, V3800-TIEF5H- 

BG and a focus on service, with the 

debut of Smart Diagnosis. FPT Industrial 

is the champion of the combustion 

engine, declined here in the 

hybrid formula only for the F28, Diesel 

of the Year 2020. Otherwise, we 

will see a roundup of the Diesel cycle: 

from the F28 itself, to the F34, in 

a power pack version, on a par with 

the F36 and N67. The Cursor family 

is represented by the Cursor 16 

(another rainbow engine, in 2014). 

Volvo Penta’s trump cards in Vegas 

are electric driveline, the Stage V 

and Tier 4 Final combustion engines 

portfolio, the D5, D8, D13 and D16, 

the service offering and the dual-fuel 

hydrogen engine, an evolution of the 

D8 model. 

14 

15

OFF-HIGHWAY 

#ELECTRIFICATION #NEWHOLLAND #MONARCH #KEESTRACK #ANTONIOCARRARO #LANDINI 

TRACTORS 

UPLOADING 

IN 

PROGRESS 

Environmental Defense Fund: “Agriculture is responsible for 24% of 

global greenhouse gas emissions even as climate change is reducing 

farm yields and threatening the livelihoods of farmers.” 

Talking about electrification 

in agro-mechanics brings out 

mixed emotions. On the one 

hand, there is enthusiasm for 

a technological revolution that is beginning 

to circulate in the industry 

and is destined to disrupt traditional 

concepts; on the other, there are some 

perplexities about a conversion which 

will certainly be more complicated 

than in other sectors due to the peculiar 

operating conditions of work in the 

countryside. Here we will focus our 

attention on tractors with true electric 

and hybrid traction, thus excluding 

zero-emission robots and telescopic 

handlers. The latest example to have 

joined the innovative category of vehicles 

under examination is the New 

Holland T4 Electric Power, the utility 

prototype unveiled on the occasion 

of the CNH Industrial Tech Day event 

held in December in Arizona, to which 

we dedicated an in-depth article in our 

January issue. The project is based on 

an electric motor credited with approximately 

90 kilowatts of maximum 

power, combined with an exclusive 

battery pack providing an autonomy of 

up to a full day of use and rechargeable 

in just one hour. The tractor, whose 

production will start around the end 

Growing list of electric 

and hybrid tractors 

presented by 

agricultural OEMs. 

We take stock of the 

different proposals 

of 2023, features a dual-drive system 

and can reach speeds of up to 40 kilometres 

per hour on road transfers. The 

T4 Electric Power has been developed 

in collaboration with Monarch Tractor, 

a Californian company of which CNH 

Industrial owns a share since 2021. 

During the summer of 2022, the same 

Monarch Tractor made headlines by 

announcing the start of mass production 

for a full-electric vehicle called 

MK-V, equipped with a propulsion unit 

capable of providing 40 hp (30 kW) of 

continuous power. Despite its design 

that is not quite in line with agricultural 

stylistic standards, the MK-V model 

deserves some attention and a place 

in our overview due to its high-quality 

hardware and software technology 

which is the result of strategic partnerships 

on a global level. 

The fully electric Keestrack B1e tractor 

was displayed at the Goldoni stand 

during the Eima International exhibition 

in Bologna. This vehicle stems 

from the technological alliance signed 

by the Belgian Group with the Swiss 

company Regitrac, which had already 

made a name for itself in the electrification 

world in 2018 with its own 

full-electric SKE 50 model. 

Keestrack has embraced the Swiss 

manufacturer’s new project, called 

SKE 40, and has decided to concentrate 

its production at the Italian plant 

in Carpi starting from next summer, 

envisaging a subsequent dual-brand 

distribution. The tractor features five 

electric motors: one dedicated to traction, 

two for the front and rear power 

take-offs, one for operating lifter and 

distributors, plus a fifth one for the heat 

pump. According to the engineers, the 

total power that can be generated is 108 

hp (80 kW). The battery pack which is 

integrated along the chassis to have a 

good weight balance provides an autonomy 

of between 4 and 6 hours depending 

on the application; almost complete 

recharging (80 percent) in less than two 

hours with a standard power socket. 

Antonio Carraro was also in the limelight 

at Eima 2022 with its SRX Hybrid 

and full-electric eSP, both developed in 

collaboration with Ecothea (a start-up 

from Turin Polytechnic). This vehicle 

features a brand-new transmission architecture 

(registered with the ACHybrid 

industrial patent) in which an 

electric motor of about 20 kW has been 

inserted between the 55 kW three-cylinder 

diesel engine and the gearbox, for 

a total power of 75 kW. The full elec- 

tric eSP, on the other hand, is based on 

the conventional SuperPark model designed 

for professional urban maintenance 

and gardening. The eSP is powered 

exclusively by a 25-kW electric 

motor, connected to a 32 kWh capacity 

battery pack that can be recharged either 

through the domestic mains or a Type 

2 connector station. In Bologna, spotlights 

were also on the Landini Rex4 

Full Hybrid, the prototype that picks 

up the baton of the previous “Electra 

- Evolving Hybrid” project presented 

in 2020. The acronym Full Hybrid can 

however be misleading: this is in fact 

a half hybrid vehicle that can also operate 

in full-electric mode if necessary. 

The tractor combines a 55-kilowatt diesel 

engine with a 25-kilowatt electric 

motor for continuous power. As mentioned 

above, the system is designed to 

16 

17

OFF-HIGHWAY 

#KUBOTA #FENDT #ARMTRAC #DEERE #SOLIS #AUGA #CARRAROAGRITALIA 

chronous motor is capable of delivering 

19 kW; the battery is sized to provide 

between 4- and 6-hour autonomy and 

can be recharged in just one hour. The 

hydrostatic HST transmission with 

its three ranges enables a precise and 

smooth control of the vehicle. The 

maximum speed is just under 20 km/h, 

the hydraulic pump offers a flow of 20 

litres per minute and its lifting capacity 

at ball joints is 970 kg. Among the big 

companies in agricultural mechanisation 

that are most active in the race for 

electrification, it is worth mentioning 

Fendt, which in 2017 seemed to have 

set the pace with the introduction of its 

full-electric e100 Vario concept. Actually, 

the project needed a few years of 

improvements and, according to some 

authoritative rumours, is now close to 

its market launch. Based on the rel- 

be able to operate in full electric mode 

as well, with a maximum autonomy 

of two hours and a power output of 50 

kW provided by the booster. The smart 

PMS (Power Management System) 

control software continuously monitors 

the operation of the individual devices 

and identifies the optimal operating 

point of the propulsion units. The 

ICE recharges the battery according to 

a proprietary algorithm that analyses 

power flows and implements the most 

convenient strategy; the possibility of 

energy recovery during deceleration 

and braking further increases the system 

efficiency. 

Kubota enters the game with the 

launch of the LXe-261 compact tractor, 

a fully electric model exhibited at Eima 

2022 and available for rental in Europe 

from spring 2023. The three-phase synative 

technical data sheet, the Fendt 

e100 Vario is equipped with a 50 kW 

electric motor responsible for operating 

the continuously variable transmission, 

combined with a 100-kWh battery 

pack; we are talking about an autonomy 

of approximately 5 hours under real-use 

conditions. Compared to the first 

prototype, the Marktoberdorf-based 

company has implemented a number of 

upgrades. The tractor is now equipped 

with a Type 2 connector and can be 

recharged up to 80% in just 40 minutes. 

The thermal management system, 

featuring a unique electric heat pump, 

makes it possible in just a few minutes 

to both pre-heat the battery to a suitable 

operating state in winter and cool 

it during summer; the same technology 

is used to control the temperature in 

the cab. Also, not to be underestimated 

are the zero-emission proposals by the 

Polish Farmtrac, part of the Indian Escorts 

Group. After the preview of the 

full-electric tractor Farmtrac 26 E at 

the end of 2017 and the Farmtrac Hybrid 

unveiled at Agritechnica 2019, last 

year on the occasion of Eima 2022 the 

spotlight was on the new fully electric 

model called Farmtrac 25 G HST. Already 

homologated and available in the 

price list, this vehicle is equipped with 

a 15-kW electric motor connected to a 

hydrostatic transmission with all-wheel 

drive capable of reaching a maximum 

speed of 20 kilometres per hour. The 

specimen at the show was equipped 

with a ventral mower unit and a front 

loader, thus demonstrating its remarkable 

operational versatility. Also interesting 

was the prototype exhibited in 

Bologna by Solis. In this case, the compact 

fully electric tractor is called Solis 

26 Electric and is characterised by a 

power output of almost 18 kW; a “little 

thing” weighing about 13 quintals with 

hydrostatic transmission and 4WD 

system, equipped with an auxiliary hydraulic 

system of 25 litres per minute. 

Other electric and hybrid tractors? As 

far as full-electric vehicles are concerned, 

in 2022 John Deere presented 

the second part of the GridCON project, 

namely the autonomous prototype 

called Sesam 2, an evolution of the concept 

unveiled in 2019 in which the vehicle 

was powered directly with a long 

cable wound on a reel. The Stag’s revolutionary 

solution, however, seems destined 

for an even more distant future. 

Concerning the hybrid technology, the 

same observation made for the Sesam 

2 applies to the Steyr Hybrid Drivetrain 

Konzept system, while John Deere’s 

eAutoPower transmission seems to be 

mature. Among other curiosities from 

around the world, it is also worth mentioning 

the Lithuanian hybrid “beast” 

Auga M1 powered by biomethane and 

electricity, and credited with a maximum 

power of 400 hp (294 kilowatts). 

Finally, it should be pointed out that 

there has been no further news about 

Carraro Agritalia’s hybrid tractor that 

was shown at Eima 2018, and which 

was characterised by a “power unit” 

consisting of the 55 kW Deutz TCD 

three-cylinder combined with a 20-kW 

electric motor. Considering the excellent 

know-how of the Drivetech rib, it 

is very likely that the “Three Horses” 

(the symbol of the Carraro Agritalia 

brand) will soon be back on the gallop 

with new developments. 

18 

19

INTERVIEW 

OFF-HIGHWAY 

#JCB #FPTINDUSTRIAL #HYDROGEN #ICE #RECREATIONAL #BACKHOE #TELEHANDLER #COMMERCIAL #REFUELLER 

#USA #CHINA 

JCB POWER SYSTEMS 

DO THE 

RIGHT 

THING 

JCB ECOMAX DIESEL OF THE YEAR 2011 

That's what we wrote twelve years ago. "The JCB Ecomax 

is awarded Diesel of the year 2011. The added value of the 

British 4-cylinder Diesel engine lies in its simplicity. Not only 

in terms of layout, above all in operational management. 

For enthusiasts and insiders the Ecomax represents a new 

chapter, all to be read, in industrial mechanics. The topic of 

greatest interest is the thermodynamic balance at the heart 

of this project. A balance in which the combustion chamber 

is the fulcrum and beating heart of the entire system. The 

4.8-litre 4-cylinder (BxS 106x135 mm) delivers 129 kW at 

2,200 rpm and 750 Nm at 1,400 rpm. The main features are 

the 4 valves controlled by rocker arms, 2,000 bar common 

rail and VGT. JCB 4-cylinders engines feature cooled 

external exhaust gas recirculation.” (DIESEL magazine, 

March 2011) 

Lord Bamford: “The majority of these alternative fuels require 

the production of hydrogen to make, so it makes perfect sense to 

use hydrogen in the first place because it is a clean, zero-carbon 

fuel that can be produced from renewable energy. Hydrogen also 

offers a potential solution to the challenge of batteries on larger 

machines; it allows for fast refueling and is a mobile fuel solution, 

allowing fuel to be taken to the machine.” 

At JCB they have a clear idea: 

under 4/5 tonnes threshold 

there will be room for electrification 

of compact machines, 

if you want move up the scale, green 

light to hydrogen. It is matter of energy 

demand and the profile of the machine, 

whether service or production. 

Recharge time must be included in the 

TCO. CO2 production comes mainly 

from medium power applications; 

compact machines only account 5% 

to CO2. The electric option is attractive 

when it does not create too much 

mass in the vehicle. JCB's analysis 

puts cars and mini-excavators, 1.9 

tonnes, on an equal footing, for which 

batteries account for just 15% of the 

mass. But no Pindaric flights on fuel 

cells! That technology is not suitable 

for a dirt-saturated environment like 

mistreated ICE, in this case the 4.8-litre 

Ecomax, Diesel of the year 2011, 

as the champion of the transition, precisely 

in the hydrogen version. In the 

ring of H2 we could say that fuel cell 

vs ICE represents a clash between a 

fragile and a robust ecosystem. In the 

Wardlow quarry near the HQ, a backhoe 

loader and a telescopic handler 

showed themselves to us in 'hydrogenated' 

translation. It was to all intents 

and purposes a 1:1 replacement, 

i.e. without changing the design, a 

formula that can also be applied on 

other models, with the only caveat being 

the hydrogen tank housing. Same 

engine block, maximum scalability 

of the sub-components (one of the 

objectives of British engineering is 

the interchangeability of both the machinery, 

with a simultaneous manuthe 

construction sites. Just imagine 

servicing such a delicate component 

in the middle of nowhere. Moreover, 

to give you an order of magnitude, the 

cooling pack is 2.7 times larger than 

the diesel machine one. And if JCB 

engineers found traces of soot in the 

membranes of fuel cells of buses in 

service in London, what would happen 

on a building site? A scenario that 

also applies to the JCB excavator we 

have seen in the quarry. A similar approach 

to that of Liebherr, which will 

probably remain, like the others, on 

stand-by. JCB's strategy advocates the 

JCB has made a 

choice: above 5 tonnes 

there is the H2 ICE 

facturing for diesel and hydrogen) and 

a revision of the processes related to 

air compression, spark ignitio, steam 

management, pressures and thermal 

delta. Hydrogen is known to have a 

'ill-tempered character', but research 

into the management of this fuel has 

made great strides. Hydrogen needs 

maximum expansion to harmonise 

combustion process. For this reason, 

the injection angle has been investigated 

in detail. The production of 

steam, which must be monitored and 

processed, clearly cannot be ignored. 

It is no coincidence that the spark 

plugs are made of stainless steel. The 

JCB chairman, Lord Bamford, said: 

“The unique combustion properties of 

hydrogen enable the hydrogen engine 

to deliver the same power, the same 

torque and the same efficiency that 

power JCB machines today, but in a 

zero-carbon way. Hydrogen combustion 

engines also offer other significant 

benefits”. 

We mentioned the parallelism between 

passenger cars and mini-excavators, 

for which the battery pack makes 

sense. Changing the scenario, imagining 

a tractor working 16 hours a day, 

it would require around 200 battery 

packs, so up to 10 tonnes more and a 

price range 4.3 times higher. For agricultural 

machinery, the figure becomes 

competitive with a work cycle of 

just 4 hours per day, which is not credible 

during sowing, harvesting and 

seasonal peaks. The work cycle of a 

skid steer loader allows long stand-by 

times to recharge. Think instead of a 

backhoe loader, on any Indian construction 

site, without resorting a 36 

tonnes excavator: with 3,000 to 4,000 

hours of operation, when and how to 

recharge? After all, there is an obvious 

job-site limit, the connection to the 

grid. Speaking of job-site limit, JCB 

has come up with a mobile refuelling 

bowser to take the fuel to the machines. 

The bowser has enough hydrogen 

to fill 16 hydrogen backhoe loaders 

and can be transported on any vehicle. 

With a capacity of 1 kg/min, refuelling 

times become compatible with 

the requirements of users: mobile fuel 

and maximum uptime. In Wardlow 

the refueller was in tow of a Fastrac 

tractor, another application that could 

convert to hydrogen. The challenge 

was met by the 4.8 litre. There is 

a JCB 7.2-litre 6-cylinder stopped at 

Stage2. Could this be the opportunity 

for the final breakthrough? 

20 

21

INTERVIEW 

EVENTS 

#FPTINDUSTRIAL #2G #ABB #AVL #RECREATIONAL #E-POWER #FETIS #COMMERCIAL #PIPO #PROTON #USA#PUNCH 

#CHINA 

HYDROGEN SUMMIT 

A GREEN 

VILLE 

LUMIERE 

TOTALENERGIES AND AIR LIQUIDE 

Porte de Versailles was the venue for the signing of the 

agreement between TotalEnergies and Air Liquide. The 

two companies create an equally owned joint venture to 

develop a network of hydrogen stations, geared towards 

heavy duty vehicles on major European road corridors. This 

initiative will help facilitate access to hydrogen, enabling 

the development of its use for goods transportation and 

further strengthening the hydrogen sector. 

The partners aim to deploy more than 100 hydrogen 

stations on major European roads – in France, 

Benelux and Germany – in the coming years. These 

stations, under the TotalEnergies brand, will be 

located on major strategic corridors. 

Some figures from the 6 th edition of Hyvolution Paris: around 

400 exhibitors, almost 40% at the first time, 70 interactive 

workshops and theme-based sessions. 

The Parc des Expositions at Porte 

de Versailles in Paris was the 

venue for Hyvolution, an event 

that sums up the hallmarks of 

trade fair 2.0: cross-cutting several 

fields of application, very short (1 

and 2 February 2023), a mix of stand 

meetings and 20-30 minute workshops, 

capable of gathering the entire supply 

chain, from well to wheel, of a key element 

of tomorrow’s world: hydrogen. 

A first international edition of Hyvolution, 

in Chile, is scheduled for 28 th to 

30 th June, 2023 at the Santiago Metropolitan 

centre. We will talk in the next 

two pages about the hydrogen engine 

that NGV Powertrain developed together 

with FEV. We see the Punch 

Hydrocells workhorse, the 6.6-litre 

hydrogen-powered engine for off-highway 

application, the same as seen at 

Bauma Munich on the genset from 

Tecnogen, Bruno Generators Group. 

The GM engine block based V8 gives 

250 kW and 850 Nm. Punch is able to 

coordinate the project from both the 

plant engineering and authorization 

points of view. In the future there will 

be an extension of the range, with a 

heavy-duty perspective. The topic of 

hydrogen ICEs for stationary applications 

is a hot one. We realized this by 

talking to e-Power, PG OEM based 

in Belgium. They exhibited EPUS- 

Hyvolution is organized 

jointly with France 

Hydrogène, the 

united face of French 

stakeholders 

45THE, 45 KVA H2 power generations 

set delivered to an European big rental 

company, who valued its accessibility 

and transportability as well as its robustness. 

They just modified few specific 

components, such as the electric 

system and injectors. Another alternative 

product is an hybrid unit, called 

P-grid, made by a battery that delivers 

power, and a genset running when battery 

level is going down. It is going in 

mass production in March 2023. Also 

running on 100 percent hydrogen is 

the Agenitor genset from Germany’s 

2G company, available in five ratings 

(115/170/240/360/750 kW). This year, 

Pipo Moteurs celebrates half a century 

of history, which began with racing 

engines. Naturally, it was present at the 

heroic 24H of Le Mans. The Pipo H2 

allows the French company to enter the 

hydrogen limelight with a compact unit, 

with few variations on a fossil combustion 

engine block. Adaptation of the 

air loop, resizing of the supercharger 

to ensure a very lean mixture (λ>2). 

Pistons and cylinder heads have been 

redesigned to enhance chamber filling 

and mixture homogenization. The injection 

was adapted and the blow-by 

gas recirculation system was modified 

as necessary. There is talk of engines in 

France and the Fétis Group could not 

be absent. The subsidiary Secodi is the 

official distributor of the Perkins brand 

for the whole of France since 2003. Secodi 

has since become the official dealer 

for Finland, Estonia, Turkey, Spain, 

and 21 countries in Central and West 

Africa. On display at the stand was the 

range extender, which consists of a 40- 

kW fuel cell and a hydrogen filling and 

storage system, with batteries, for telescopic 

handlers, specialized tractors 

and field tractors. 

We opened with a mention of FEV, 

now we move on to another leading 

player in engineering development, 

AVL. Dwelling on the focus of Hyvolution 

Paris, the Austrian company 

is engaged in three main activities, 

aimed at all applications: automotive, 

maritime, aeronautics, rail and stationery. 

Engineering, service, electrolyzing, 

fuel cell, like PHEM and oxydSOFC 

(Solid Oxide Fuel Cell) and 

so on. Tests include from the whole 

vehicle to individual cells, to complete 

systems, both with fuel cells and 

ICE. AVL also tests stacks, sensitive 

components which involved a few issues: 

availability, cost, degradation, 

lifetime. In Graz, Austria, they have a 

department for stack testing. Talking 

about stacks, Proton Motor manufactures 

two different stack models, 

called PM200 and PM400, the both 

encased inside the PM Fuel Cell Stack 

Module. Fuel cell also from Symbio, 

a purely Franch company, owmed by 

Faurecia - Michelin. Symbio offers a 

renage of StackPack systems from 40 

to 300 kW. We close this overview, 

before moving on to their joint presentation 

of FEV and NGV Powertrain, 

with good news from Zurich, Switzerland. 

ABB and Hynamics, subsidiary 

from EDF Group, cooperate to integrare 

the ABB Ability Optimax energy 

management system to reduce 

production costs. The tool considers, 

among other things, the variability of 

electricity prices, asset availability 

and other associated factors. 

22 

23

INTERVIEW 

EVENTS 

#FPTINDUSTRIAL #FEV #RECREATIONAL #NGVPOWERTRAIN #COMMERCIAL #HYVOLUTION #USA#FPTINDUSTRIAL 

#CHINA 

HYDROGEN SUMMIT 

NGV 

MEETS 

FEV 

FEV EXPLAINED BY FEV 

“FEV (Forschungsgesellschaft für Energietechnik und 

Verbrennungsmotoren) was founded in Germany in 1978, it 

has been a family-owned company until now, the Pischinger 

family (FEV is the member of the famous European 

engineering agencies triplet, together with AVL and Ricardo, 

ed). The father, Franz, who founded the company, at the 

time, headed the Institute for Applied Thermodynamics at 

the Technical University of Aachen, and now his son Stefan 

is the CEO of the group worldwide: we are 7300 people 

worldwide, in France we have two engineering entities 

with 650 people for which I am responsible. I manage Spain 

and North Africa as well: in Spain we have 100 people such 

as in North Africa, where we’re based in Morocco. Of the 

two engineering centres, the first one is in Saint-Quentinen-Yvelines, 

near Versailles, and is dealing with e-mobility, 

meaning we are testing the e-machine complete with e-drive 

unit or battery, cell module and battery testing. The other 

testing centre is near Rouen, in Normandy, and is dedicated 

to combustion engine and hydrogen testing. This means 

we tested out the hydrogen combustion engines that you 

see here and even fuel cells. A test bench for fuel cell will be 

ready in July this year.” 

One of the drivers that led us 

to Hyvolution was a promise 

made by NGV Powertrain. A 

promise of a surprise. We had 

recently written about NGV Powertrain’s 

fuel agnostic engine, the NGV- 

FP087. Here, in Paris, we can see it 

in the pure hydrogen fuelled version, 

i.e. 100%. The project was carried 

out in collaboration with FEV France. 

We want to kick off with them, in the 

words of Nadim Andraos, Executive 

Vice President, FEV France. What 

about this H2 ICE unveiled here? 

“With regards with this project with 

NGV Powertrain, we had an idea from 

the beginning to develop a retrofit solution 

on the French market. We checked 

on the bus application what would be 

the most adaptable solution and what 

would be attractive for people, then we 

made a small market study and then we 

saw that we have 10,000 diesel applications 

today of buses coming from Iveco 

and 3,500 running on natural gas, so 

we have a potential of 13,500 buses for 

diesel and natural gas applications in 

France in total. We have checked on 

those buses what is the engine and saw 

the hydrogen engine has a higher potential 

to be a solution as a retrofit for 

the future. Due to the fact that these engines 

come from FPT Industrial, we’ve 

been in contact with our subsidiary in 

Italy and then we came into contact 

with NGV who is proposing on the market 

the natural gas solution of this engine. 

If you take into consideration the 

natural gas applications, the structure 

of the bus itself has been already adapted 

to receive hydrogen because you 

have a complete chassis that has been 

reinforced because you have the tank of 

the gas on the roof of the bus, a complete 

piping is already installed, that means 

you have to change the tanks and 

the piping and to adapt only the engine 

to the hydrogen application. This is a 

cheaper solution as a retrofit and then 

we are addressing this solution to small 

fleets of buses, for example 50-60 buses. 

You can change them very easily 

from natural gas to hydrogen application, 

whereas with diesel applications 

the work is going to be more because 

you have to install the piping, but it’s 

possible.” What’s your contribution 

in this project? “We contributed to the 

engineering part. If you take the natural 

gas application, you need only to change 

the injection because you don’t the 

combustion room. The software is already 

adapted for the Lambda regulation, 

you have only to adapt the injection timing 

and when you will start the ignition.” 

In your opinion, why hasn’t the 

ICE made a bang yet in the hydrogen 

version? “It is a matter of infrastructure 

because you have to find a solution to 

put a filling station of hydrogen, that’s 

why we’re addressing this solution for 

companies that have large fleets, but 

till now there is no pressure because 

we still have some time before diesel is 

banned.” We now give the floor to Clino 

D’Epiro, who tells us about NGV 

Powertrain’s contribution. “It is our 

first industrial hydrogen engine for the 

free market. Retrofitting is a consequential 

step. NGV sees it as a great opportunity, 

because the retrofit market can 

reduce emissions more than the same 

new bus (if Euro 4 and Euro 5). Even 

Euro 6 has been divided into five steps, 

retrofitting vehicle step A, from 2014, is 

a major operation to reduce emissions. 

It is the first project, privileged bus application 

for the huge distribution, but 

such engine family is also very well suited 

to the entire medium range equipped 

with similar displacements (garbage 

collectors, etc.), in the 18-22 tonnes 

range. We foresee a subsequent application 

of such engine in the stationary 

power generation sector, particularly 

for usage of hydrogen on the spot, where 

it is produced, e.g., from renewables. 

This is a heavy-duty industrial engine, 

designed for a lifetime of 10,000 hours, 

it reaches maximum power already at 

1,500 rpm. Conceptually, the engine is 

a clever mix of gas and diesel engine 

solutions. Combustion and injection 

systems are shared with NGV Powertrain’s 

gas engine version but with spe- 

cific components, such as, for instance, 

o-rings. It is a PFI (port fuel injection), 

spark ignited, with diesel-like lean burn 

combustion, and target lambda greater 

than 2, in order to limit temperature 

problems typical of hydrogen and keep 

NOx down already at the production 

stage. NGV contributes in the engine 

design, e.g., in the electronic control 

system, injection system, gas feeding 

system, system integration (ECU, wiring 

harness, sensors, ATS, etc.) and, of 

course, builds the engine. Six cylinders, 

8.7l, 230 kW. Hydrogen injection takes 

place between 10 and 15 bar. FEV performs 

the combustion calibration. FEV 

proposed to present the engine at this 

fair, France is the first potential market 

for this engine, but we expect and see 

a lot of interest also in other important 

European markets.” 

24 

25

INTERVIEW 

#LIEBHERR #HYDROGEN #ICE #COMPONENTS 

LIEBHERR H2 ICE 

ICE+H2 

= 

TODAY 

Above, Liebherr H964. 

Left, hydrogen direct injection system, from Bauma Munich. 

Ulrich Weiss, Managing Techncial Director at Liebherr Machines 

Bulle: “From the very start, our components for the hydrogen injection 

system have been developed exclusively for this type of fuel.” 

This is what Ulrich Weiss, 

Managing Technical Director 

at Liebherr Machines Bulle, 

said some time ago: “From 

our engine manufacturer point of 

view, the internal combustion engine 

is the only possible way for generation 

of high mechanical power under 

extreme operating conditions in the 

off-highway industry today. From today’s 

perspective, other powertrain 

solutions, such as fuel cells or electric 

batteries, are not able to operate 

efficiently and reliably under these 

typical off-road working conditions.” 

At a time when diesel engine is seen 

as Eve in the Garden of Eden, we 

wanted to understand more. And so 

we asked him a few questions. 

Does Liebherr still believe in ICE? 

“In the development of alternative 

powertrains, we are pursuing an 

open technology approach. We, indeed, 

believe that internal combustion 

engines (ICE) are part of the 

future drive technologies, with the 

understanding, that they will further 

evolve, enable the use of alternative 

fuels, and as a result, help us reach 

CO 2 

neutrality. We are working in 

“We do not exclusively 

focus our research and 

development on one 

single solution, as we 

believe that multiple 

solutions will work in 

the future” 

this direction and, for example, pioneering 

in using one of the most 

promising alternative fuels, that is 

hydrogen. We have been developing 

and testing hydrogen prototypes 

engines since 2020. Meanwhile, the 

prototypes have shown encouraging 

results in terms of performance 

and emissions, both on test benches 

and in field tests. In the process, 

we have assessed different injection 

and combustion technologies, such 

as port fuel injection (PFI) and direct 

injection (DI), which perform 

differently depending on the application. 

At Bauma, we have exhibited 

both prototype variants, the 

H964 engine with a direct injection 

(DI) and the H966 with a port fuel 

injection (PFI). This second version 

powers Liebherr’s first hydraulic 

crawler excavator, the R 9XX H2, 

which won the Bauma innovation 

award in the climate protection category.” 

Are there hybrid engine options 

Liebherr is working at? 

“Currently, Liebherr does not work 

on hybrid engine options in the 

sense of a combination of an internal 

combustion engine and an 

electric motor. This is due to the 

industries and applications that 

we are targeting with our engines. 

The use of a lithium battery storage 

in electrified vehicles is already a 

challenge due to the size and power 

output required by heavy-duty 

machines. The additional storage 

of the ICE technology, as well as 

the related fuel tank would make it 

even more complex. However, we at 

Liebherr Components are aware of 

the market request and believe that 

there might be some further legislation, 

constraining heavy-duty machines 

to work with free-emission 

locally (LEZ or ZEZ). These same 

machines will also have to be able 

to cover long distances to get to a 

construction site. In order to answer 

this need, we are developing a dual 

fuel engine. This technology would 

offer the same advantage; i.e. zero 

emission on-site, while enabling the 

transport of the machine at reduced 

emissions with only one technology: 

an internal combustion engine. This 

engine could run on hydrogen, ignited 

by HVO to power the machine 

producing minor CO 2 

emissions. To 

reach a construction site, however, 

it could run on HVO.” 

Have these developments influenced 

your diesel portfolio? 

“To our point of view, it will take 

some time for our portfolio to be 

entirely CO 2 

-neutral, since the infrastructure 

is not yet ready for it. 

However, we will accompany our 

customers on the way to CO 2 

neutrality. 

For this reason, we are continuously 

improving, investing and 

developing our diesel engines, in 

order to always be more efficient 

and meet higher emission regulation 

standards. The acquired experience 

will be an added value and 

a transferable knowledge for future 

combustion engines. The combustion 

engine technology will remain, 

but the fuel will change.” 

26 

27

COMPARISONS PREVIEWS 

#COMMONRAIL #HVO #MOBILEAPPLICATIONS #POWERPACK #OFFROAD #5-6-7CYLINDERS 

#CHECKAPP 

AROUND 11 LITERS 

A PERFORMING 

NEW 

ENTRY 

Pär Olof Åhlin, Product Manager, Power Generation, Scania: 

“This is our most fuel-efficient engine platform ever, with more torque, 

more power and up to 50 percent longer base engine lifespan.” 

We know the Super, it is 

the 13-litre that competes 

with Weichai for the road 

efficiency record. A dualism 

that cannot be found in industrial 

scenarios since Scania has 

churned out the only monoblock capable 

of breaking through the 50% 

efficiency sound wall. “Thanks to 

the new exhaust gas treatment system, 

a reduced internal friction and 

an increased turbocharger efficiency, 

the new generation of Scania’s 

engines sets a new standard for 

efficiency in industrial and power 

applications. Our leadership now 

also extends to power solutions,” 

said Joel Granath, Senior Vice 

President and Head of Power Solutions 

at Scania. What perhaps not 

everyone remembers is that Scania 

BRAND 

AGCO POWER 

LIEBHERR 

MAN 

MTU 

SCANIA 

VOLVO PENTA 

MODEL 

98 CTA SCR 

D936 A7 

D20 

6R1100 

DC11 542A 

TAD1183V3 

I. D. 

B x S mm - S/B 111 x 145 - 1,31 122 x 150 - 1,23 120 x 155 - 1,29 125 x 145 - 1,16 130 x 160 - 1,23 123 x 152 - 1,24 

N. cil. - dm 3 7 - 9,82 6 - 10, 6 - 10,51 6 - 10,67 5 - 10,61 6 - 10,83 

Maximum power kW - rpm 365 - 2.100 320 - 1.900 324 - 1.800 320 - 1.900 368 - 1.900 315 - 1.700 

Mep at max power bar 21,7 19,6 20,9 19,3 22,3 20,9 

Piston speed m/s 10,2 9,5 9,3 9,2 10,1 8,6 

Maximum torque Nm - rpm 1.901 - 1.500 1970 - 1.000 2097 - 1.000 2100 - 1.000 2.523 - 1.200 1938 - 1.400 

Mep at max torque bar 24,8 24 25,6 25,2 30,5 22,9 

% power at max torque (kW) 42,1 51,6 54,7 55,6 58,6 51,6 

Torque at max power Nm 1.656 1.607 1.715 1.607 1.842 1.764 

% power at max torque (kW) 81,9 (299) 64,50 (206) 67,80 (220) 68,80 (220) 86,20 (317) 90,30 (284) 

Work range rpm 600 900 800 900 700 300 

DETAILS 

Specific power kW/dm 3 37,1 30,4 30,8 29,9 34,6 29 

Specific torque Nm/dm 3 193,5 187,2 199,3 196,6 237,5 178,8 

Areal spec. power kW/dm 2 53,91 45,65 47,72 43,48 55,42 44,18 

RULES AND BALANCE 

Dry weight kg 850 1.150 975 990 970 1.127 

L x W x H mm 1.200x850x1.100 1.592x918x1.151 1.630x893x1.046 1.325x955x1.230 1.235x1.171x931 1.398x921x1.153 

Volume m 3 1,12 1,68 1,52 1,56 1,35 1,48 

Weight/power kg/kW 2,3 3,6 3 3,1 2,6 3,6 

Weight/displacement kg/dm 3 86,5 109,3 92,7 92,7 91,3 104 

Power density kW/m 3 325,9 190,5 213,2 205,1 272,6 212,8 

Total density t/m 3 0,76 0,68 0,64 0,63 0,72 0,76 

Displacement/volume dm 3 /m 3 8,77 6,26 6,92 6,84 7,87 7,32 

has broken the spell of the trilogy: 

between the 9-litre and the 13-litre, 

without disturbing His Majesty the 

V8, it has introduced an 11-litre. After 

the season of the 11.7-litre hex 

cylinder, an oversized successor to 

an 11-litre ancestor (see box), the 

time has come to expand the Swedish 

family. The starting point is the 

“old” DC13, of which the 130-millimetre 

bore remains intact, with a 

solid addition of vertical thrust. In 

fact, the stroke increases from 140 

to 160 millimetres. The result is a 

10.6 litre, spread over five cylinders, 

like the 9-litre. Ours, in fact, 

is also an odd one, like its smaller 

brother, and is the expression of a 

modular platform shared with the 

13-litre Super. At the time of its 

launch, the Gryphon promised 8% 

28 

29

COMPARISONS PREVIEWS 

#AGCOPOWER #LIEBHERR #MAN #ROLLSROYCE #SCANIA #VOLVO 

savings compared to the previous 

13-litre version. 

During the usual end-of-year press 

conference, however, Scania adjusted 

that figure up to 10%. “Renewable 

fuels and electrified vehicles 

will increase their share dramatically 

in the coming years, but we 

still depend on combustion engines 

for our daily lives. That is why Scania’s 

new engine is so important, as 

it will contribute to a substantial 

decarbonisation for the rest of this 

decade.” This was the premise and 

promise of Alexander Vlaskamp, 

Executive Vice President and Head 

of Sales and Marketing. As is standard 

practice, we put the highest-performing 

calibration, 368 kilowatts, 

in the comparison form. The available 

power scale starts at 202 kilowatts. 

The vital section of the Super 

family confirms the ingredients 

of Scania’s recent success, namely 

Stage IIIB, and Euro 4 onwards. 

The engine management system is 

the tested Ems, which oversees the 

Xoi nozzles delivery, and communicates 

with the variable geometry 

turbo. The distribution is ensured 

by the double overhead camshaft. 

Attention to flow management is 

one of the keys to efficiency implementation, 

also including the 

cooling development, together with 

the benefits of the engine block and 

cylinder head, and a gear transmission. 

The fuel filter is mounted on 

the engine, the additional prefilter 

features a water separator. 

The oil cooler is integrated in the 

cylinder block. Integrated auxiliary 

braking is provided by the compression 

release brake (Crb), which is 

integrated in the engine and weighs 

7 kilos. 

Let’s go through the other main 

contestants of the competition. We 

have selected only the most similar 

displacements, i.e. in the narrow 

range of cubic centimetres between 

9.8 and 10.8 litres. In the past, we 

had widened such range to 9 litres, 

thus including two giants of the 

dual stage, here interpreted as competence 

in both road and industrial, 

such as Caterpillar, Cummins, Fpt 

Industrial and Perkins. Moreover, 

the “twins” Cat and Perkins had 

won the Diesel Index of the comparison 

exactly two years before. 

In Turin, it is possible to find the 

11-litre, namely the Cursor 11, currently 

destined for Iveco’s S-Way. 

Let’s start with the good news, 

even if that means starting from the 

end: the Diesel Index is a prerogative 

of the DC11, as well as the 

Performance Index and Compactness 

Index. Scania shares with the 

other Scandinavian company, Agco 

Power, the singular “odd”attitude. 

This is in turn a sui generis analogy, 

since odd for Scania means 

5 cylinders, while Agco splits the 

cubic capacity over 7 cylinders. 

The result is the comparison of 

a 2.12-litre and a 1.4-litre barrel 

which in terms of stress are very 

similar, giving curves that are not 

so different and with the same piston 

speed. Their respective average 

effective pressures also get in the 

top rungs of the podium, demonstrating 

a precise engineering will. 

Leaving this “ugrofinnical” dualism, 

what are Scania’s winning 

cards on the table for this comparison? 

Certainly, those that answer 

the ear worm of any engine comparison: 

specific torque and compactness. 

To translate this concept into 

numbers, just think of the gap with 

the second-placed contestant in the 

partial ranking of torque to displacement 

ratio: almost 20 percent, sim- 

SCANIA DSC11 - DSC12 

The genesis of Scania’s 11-litre (BxS 127x145 mm) finds its 

roots in the Sixties. Its restyling started in 1983 and was fully 

enhanced with its “release” in 1989: specific consumption 

of 195 g/kWh, thermodynamic performance of 44.1%. The 

marine-like version is equipped with a Bosch P7100 pump 

and gains 11% power, 285 kilowatts at 2,100 rpm. In 1998 

the 11-litre engine made way for the 12-litre, consequently 

to a generous lengthening of the stroke (DSC12: BxS 127x154 

mm), which doesn’t compromise its compactness. Here the 

truck influence is even more evident. There are four valves, an 

electronic injection control by DEC 2, a two-stage oil filtration, 

single heads, midstop wet barrels to minimise corrosion and 

cavitation, a high-positioned camshaft with roller plungers 

providing a precise distribution, a Poly-V belt, which is destined 

to auxiliary driving, and a flat oil exchanger integrated 

into the monoblock. The injection is ensured by Bosch pumps, 

either 3000 or 8000 depending on the model. At the time, the 

regulator, which controls injection according to the requested 

load and power, was already prearranged for a potential integration 

of other control systems, via CAN. The last shot in the 

arm was in 2001, with the switch to Hpi injection, conceived 

together with Cummins. 

BRAND 

MODEL 

AGCO POWER 98 

CTA SCR 

LIEBHERR 

D936 A7 

MAN 

D20 

MTU 

6R1100 

SCANIA 

DC11 542A 

VOLVO PENTA 

TAD1183V3 

INDEX 

Torque 9,2 12,0 11,1 12,1 10,9 6,1 

Performance 7,3 6,9 7,2 7,0 8,2 6,6 

Stress 11,7 11,2 11,6 11,5 13,5 10,5 

Lightness 11,2 14,1 11,5 11,9 12,0 13,6 

Density 11 7,2 8,3 8,0 11,5 7,8 

DIESEL INDEX 7,9 7,4 7,7 7,7 8,1 6,6 

SCANIA AGCO POWER ROLLS-ROYCE 

MAN 

ilarly to the gap with Rolls-Royce 

Power Systems’ equal displacement 

(10.6 litres, even if fractioned over 

6 cylinders), in this case in absolute 

torque values (423 Nm difference). 

It is instead AGCO that catches 

all the attention in terms of specific 

power, due to its 365 kilowatts 

spread over 7 cylinders and just 9.8 

litres. With 37.1 kilowatts/litre, it 

leaves behind all the other competitors 

that, all in all, are fairly aligned, 

with the exception of Volvo Penta, 

which is weaker than in other situations. 

It is needless to say that we 

are only talking about supercharged 

engines, and the VGT blows loudly. 

There is no room for jokes here 

when it comes to electronic control 

and common rail. What we report 

in our conclusion is just an impression. 

While waiting for the drafting 

of the final text of the Euro 7 standard, 

we don’t know how ingenious 

the automotive manufacturers will 

be and what they will be adding to 

the industrial price lists. What is 

certain is that Scania has accelerated 

on the enhancement of endothermic 

engines, as far as it will be allowed 

by European legislators, and 

not only there. The impression concerns 

the possible massive adhesion 

of engines between 9 and 13 litres 

to hydrogen power supply. Only 

time will tell... 

30 

31

H2 - FISH-EYE 

#PRINOTH #FPTINDUSTRIAL #H2 #SNOWGROOMERS 

PRINOTH WITH FPT INDUSTRIAL 

CARBON- 

FREE 

SKIING 

The production of the Leitwolf h 2 

Motion could start in 2025 in a small series. 

Regarding the supply of hydrogen, in Bolzano there is a large electrolyzer 

with a public refuelling station able to refuel at 700 bar. 

Ski resorts worldwide are looking 

at all aspects of their operations 

to reduce their environmental 

footprint. Some are 

already operating their ropeways and 

snowmaking systems on 100% renewable 

energy. Others are creating 

incentives to entice tourists to travel 

by public transport. Another important 

step is to reduce the CO 2 

emissions 

associated with grooming the 

slopes every evening. 

Prinoth is a Sterzing-based company 

that develops, designs and produces 

snow groomers, as well as crawler 

carriers and vegetation management 

vehicles and equipment. Recently, on 

the occasion of the 30 th anniversary 

of the World Cup in Flachau, Klaus 

Tonhäuser, President and CEO of 

the Prinoth Group, took part in the 

discussion “Sustainability in Winter 

Prinoth’s Leitwolf 

h 2 

Motion was 

developed in 

partnership with FPT 

Industrial to reduce 

the CO 2 

emissions 

associated with snow 

grooming operations 

Sports” organized by Snow Space 

Salzburg Bergbahnen, which focused 

on ideas and new technologies 

that can reduce the environmental 

impact of all activities connected to 

skiing. One of the highlights of this 

media talk was the presentation of 

the Prinoth Leitwolf h 2 

Motion, the 

world’s first hydrogen powered snow 

groomer with an internal combustion 

engine by FPT Industrial. 

32 

33

H2 - FISH-EYE 

#XC13 #TRACKEDVEHICLES #OFFHIGHWAY #SNOWGROOMERS 

FPT INDUSTRIAL MULTI-FUEL XC13 

Unveiled at IAA Frankfurt 2022, the FPT XC13 is the first multi-fuel single-base 

engine. From diesel to natural gas – including biomethane – to hydrogen and 

renewable fuels, the base engine has been designed with multiple versions to 

offer maximum component standardization and easy integration into the final 

product. Leveraging long experience on alternative fuels, the XC13 hydrogen 

engine is a first concept looking towards a complementary offer to accelerate 

the decarbonization process of the industrial applications sector. 

“ICE have a future on the route to decarbonization. The reality is that 

multifuel has a prominent role to play. We are preparing a new engine for 

alternative fuels, including hydrogen and e-fuels if they become available, in 

addition to diesel and natural gas, all on the basis of the current platform,” 

said Pierpaolo Biffali, Vice President Product Engineering at FPT Industrial. 

The hydrogen combustion engine installed on the Leitwolf h 2 

Motion is an 

additional technology in the FPT Industrial portfolio for zero CO 2 

emission 

solutions, offering customers the familiarity they are used to with traditional 

machines. The hydrogen fuel is stored in five tanks mounted on the back of 

the machine 

for an indicative running time of more than 3 hours. “Unveiled just a few 

months ago, the XC13 is now ready for its first field test. Such a short 

timeframe reveals the unique quality of our XC13 engine,” Biffali adds. 

“The FPT Industrial engine of the Leitwolf h 2 

Motion is similar to a diesel engine,” 

says Klaus Tonhäuser, “and offers our customers what they are used to from 

other machines. This will contribute to the acceptance of the technology.” 

PRINOTH SNOW GROOMERS 

The Leitwolf is laid out with one track either side, a cabin at the front and 

the powertrain is in the middle and at the back. The combustion engine 

is sitting in the middle and is driving three hydraulic pumps: one is driving 

the left hydraulic motor for the left track, one for the right track and the 

third pump is powering all of the accessories at the front, like the blade, 

which is a complex version of a snow plough, movable in all directions. 

There is a rotating accessory, called a tiller, at the rear as well to prepare the 

ski slope. Some of the vehicles are also equipped with another hydraulic 

accessory, the winch (with a pulling force of around 4.5 tonnes), a cable 

which is linking the machine to a part of the ski slope at the top and it 

is used to aid the driving up and down and to prepare the slopes when 

the snow conditions are not stable to drive only using the power of the 

tracks or the slope pitch is too steep. A challenge for any powertrain in the 

snow groomers is inclination, because inclined slopes are very challenging 

especially for the oil sump. Extreme conditions, low temperatures and 

altitude are other challenges to face when designing a snow groomer. 

Nicola Repetto, Alternative fuels technical project manager at FPT 

Industrial, underlines this aspect: “The snow groomer requires the 

maximum power also at very high altitude where the maximum capability 

of the engine should be ensured at anytime with severe ambient 

conditions. This was part of the challenge in this experience with Prinoth, 

that is also giving us interesting indications from the field to accelerate our 

development process.” 

ing at ways to move either towards 

electric or hydrogen powertrains. A 

battery electric drivetrain is possible 

on our smaller vehicles, however for 

our larger vehicles, like the Leitwolf, 

hydrogen remains the most viable 

solution.” 

Martin Kirchmair, Director of 

R&D Product and Quality at Prinoth, 

adds: “We and our customers want to 

become more sustainable. For us the 

challenge is to understand the technology 

in a better way and to reach 

the point where we can offer our customers 

a reliable solution.” 

But does it really make sense to develop 

a hydrogen combustion system 

when hydrogen is not yet available? 

This time it is Andrea Gerini, Alternative 

fuel representative at FPT 

Industrial, who answers: “Zooming 

The new concept vehicle is in fact 

equipped with the new FPT XC13 hydrogen 

version, 13-liter, six-cylinder 

engine, delivering 460 hp (338 kW) 

and 2,000 Nm of torque. 

Jamie Thom, R&D engineer and 

project leader for hydrogen snow 

groomers at Prinoth, explains: “Currently 

we have two hydrogen snow 

groomers in the prototype stage. To 

understand why we still chose an internal 

combustion engine, we have to 

take a step back and explain why we 

are looking at alternative propulsion 

systems. We are of course in the same 

boat as every OEM and we are looking 

for ways to provide green technologies 

for our customers. Ski areas 

are under quite a lot of scrutiny at 

the moment. Most snow groomers are 

still burning diesel, so we are lookout 

from the specific application of 

the snow groomers, our industry has 

to face the challenge of decarbonization, 

we have to pursue several 

options at the same time, according 

to the market’s needs, combining the 

best technologies with the best fuels. 

Hydrogen for both mobility and offroad 

applications can play a role proposing 

an immediate answer, complementary 

with other solutions like 

electrification.” 

Why the choice of the “fuel-agnostic” 

FPT XC13 engine? 

Kirchmair: “Recently we electrified 

our smallest machine, the Husky. 

With the target to reach the same performance 

and the same vehicle size as 

the diesel machine. With its 208kWh 

battery, the Husky eMotion offers an 

up-time of up to 3 hours and, moreover, 

it is much quieter than any other 

machine. The larger machines run up 

to 10 hours per shift, which is why we 

needed a technology that allows fast 

recharging. At the moment, this is not 

possible with a battery technology. 

We were of course reaching out to a 

potential partner and so the hydrogen 

project began with FPT.” 

Gerini illustrates the advantages of 

the XC13 on FPT’s side: “The size 

and power for the snow groomers are 

important when you consider the mission 

profile of the machine. The 13-litre 

engine was the ideal choice, as it 

was specifically developed to address 

the need to further improve engine 

efficiency and flexibility. This platform 

has been developed for diesel, 

natural gas, and is exactly leveraging 

on this portfolio of solutions from 

natural gas that a fully dedicated hydrogen 

version for efficiency, performance 

and emissions reduction has 

been conceived. This collaboration 

with Prinoth was very exciting and 

challenging at the same time.” 

Let’s not forget that the Leitwolf 

h 2 

Motion is a concept vehicle. At 

Prinoth they want to optimise the 

packaging of all of the components 

in the future. A difference from the 

diesel vehicle that is noticeable on 

the outside is the tank system itself: 

the volume and the space required 

to store so much energy in hydrogen 

in comparison to diesel of course is 

something that everyone is going to 

be struggling with, that’s why Prinoth 

choose a 700-bar tank system which 

at the moment is the best solution. 

“On the engine side,” Gerini explains, 

“hydrogen needs to burn with a high 

excess of air, the so-called ‘lean burn’ 

approach, this impacting on the design 

and optimization of the turbocharging 

system; on the other side, 

we implemented an innovative direct 

injection system to inject hydrogen 

directly into the combustion chamber. 

This is the best solution to deliver the 

highest power density to the engine 

and also avoid any risk of backfire. 

Materials concerning the feeding line 

and parts in direct contact with hydrogen 

have been adapted to prevent 

any phenomena of embrittlement from 

carbon steel. Additionally the development 

of dedicated control strategies 

is key to ensure the maximum efficiency 

in terms of combustion but also 

controlling the pollutant formation.” 

34 

35

INTERVIEW 

kWe -EVENTS 

#ELEO #FPTINDUSTRIAL #BATTERY #AUTOMOTIVECAMPUS #RECREATIONAL #COMMERCIAL #YANMAR #USA #CHINA 

ELEO'S HELMOND FACILITY 

A ROYAL 

VISIT 

YANMAR AND ELECTRIFICATION 

Last year’s Bauma has been buzzling with electrification 

news. Yanmar seized this world-leading venue as the 

European launch of its electrification strategy for off-road 

vehicles and OEM equipment. To ensure a sustainable 

future for all, Yanmar, too, is on its way to transform to 

new-energy sources with new products and alternative 

fuel technologies in all business areas, including the 

construction and building industry. As a long-standing OEM 

partner in this field, Yanmar will work together with OEMs 

to successfully transform the heart of their construction 

machinery – the engine – to electric powertrains. 

Togetherness is no empty promise, as Yanmar will act 

as the all-in-one systems integrator for smart electrified 

power solutions tailored to the application-specific needs 

of individual OEMs. This means for OEMs that they can 

outsource most of all electrification work to Yanmar, who 

takes care of all system, control and maintenance issues 

for the e-powertrain. An important milestone for realizing 

the urgent environmental challenges that Yanmar must 

overcome is the acquisition of battery-technology company 

Eleo, which will further enhance Yanmar’s electrified 

powertrain capabilities with versatile, customized solutions 

for off-road applications. 

A 

so important event as to require 

the presence of royalty. 

We are talking about the opening 

of Eleo’s new battery facility 

in Helmond. King Willem-Alexander 

of the Netherlands, in front 

of more than 250 guests at the Automotive 

Campus in Helmond, used an 

electric excavator to unveil the first 

battery module produced by the plant. 

Since its founding, Eleo’s focus has 

been developing and manufacturing 

high-quality battery systems for 

a wide range of applications – from 

construction and agricultural machinery 

to commercial vehicles. By combining 

advanced technologies in a 

scalable manner, Eleo can accelerate 

the transition towards a sustainable 

future in the industrial sector. 

The company was founded in 2017 by 

three students (Bas Verkaik, Jeroen 

Bleker and Bram van Diggelen) from 

the Eindhoven University of Technology 

and introduced its first battery 

systems to the market in 2020. 

Since the Yanmar Group acquired 

the majority share of Eleo in April 

2022, the two companies have been 

working together to achieve the goal 

of global electrification within the 

industrial sector. The opening of the 

new battery factory is a huge step towards 

this goal, allowing for a projected 

annual production capacity of 

The opening marks 

an important milestone 

in the Yanmar Group’s 

electrification strategy 

10,000 battery packs. Equipped with 

cutting-edge machinery enabling a 

fully-automated battery assembly 

process, the new state-of-the-art 

battery production plant covers an 

area of 3,000 m 2 with further plans 

to triple the facility’s floor space to 

9,000 m 2 . 

The opening of the new facility aligns 

with the beginning of production for 

Eleo’s new generation of battery 

systems. This new generation offers 

industrial OEMs ultimate flexibility, 

with a scalable approach devised to 

meet the wide variety of requirements 

of off-highway applications. 

“The opening of our factory is a 

special moment for the entire team, 

so we are very proud that His Majesty 

King Willem-Alexander performed the 

official opening of our new facilities,” 

said Bas Verkaik, co-founder Eleo, 

at the opening. “With this factory 

we can significantly increase our 

capacity to meet the growing demand 

for our battery systems. More than 

this, our factory serves as a blueprint 

for further international expansion in 

the coming years.” 

After the official opening King Willem-Alexander 

was guided around 

the factory to learn about the battery 

system production process, as well 

as speak with employees about their 

work at Eleo. In the new plant, the 

annual production capacity increases 

tenfold to 500 MWh, which is equal 

to about 10,000 battery systems. The 

new state-of-the-art battery production 

plant covers an area of 3,000 m 2 

with the intent to expand to 4,000 m 2 . 

The facility is equipped with leading-edge 

machinery enabling a fully-automated 

battery assembly process. 

To adhere to only the highest 

standards in the industry, the facility 

houses high-tech R&D labs for the 

furthering of battery technology. The 

grand opening on January 26 th marks a 

substantial milestone for Eleo, a company 

that employs over 60 people and 

is projected to reach 200 within the 

next two years. 

When Yanmar officially announced 

the acquisition of a majority share 

in Eleo Technologies, the founder 

Verkaik said: “We are thrilled with 

this partnership, because Yanmar’s 

leading position, premium brand 

reputation, global network and decades-long 

experience in off-road 

applications and Eleo’s advanced 

modular battery systems are a per- 

fect match to accelerate the adoption 

of electrified powertrain solutions 

worldwide.” 

Yanmar completed the acquisition 

through its subsidiary Yanmar Europe, 

by means of a series of related 

transactions including a full exit of 

early-stage investor Lumipol Group. 

The financial terms of the deal were 

not disclosed. After joining the Japanese 

Group as part of Yanmar Power 

Technology, Eleo continued to operate 

as a stand-alone entity under its 

own brand at its current location in 

Helmond. The founders maintained 

their focus on further strengthening 

the company’s technology and accelerating 

business growth and were 

joined by key executives from Yanmar 

to form the company’s management 

board. 

36 

37

POWER GENERATION 

#LINZELECTRIC #ALTERNATORS #PEDROLLOGROUP 

LINZ ELECTRIC 

MORE 

THAN 

20 YEARS 

PEDROLLO GROUP AND SACI PUMPS 

Pedrollo Group announces the acquisition of a majority 

stakein Bombas Saci S.A. (“Saci Pumps”), a Spanish 

company based in Barcelona, specialized in the design, 

manufacture and distribution of swimming pool pumps. 

Saci Pumps’ revenues are projected to total some EUR 

27 million in 2022. When combined with the Group’s 

strong organic growth (over 10% compared to 2021), 

Pedrollo is on the path to achieving turnover over EUR 

420 million with over 3 million electric pumps sold. The 

acquisition will strengthen Pedrollo Group’s penetration in 

the Iberian market and significantly expand the range of 

pool pumps offered to customers worldwide. The Group’s 

global presence, with exports to over 160 countries and 12 

commercial subsidiaries, will represent a great advantage 

for Saci Pumps. 

The financial strength of the Pedrollo 

Group and the vocation 

of the power generation Veneto 

district (Marelli and MeccAlte 

headquarters are also nearby) are the 

main ingredients of Linz Electric’s 

success. We interviewed Sandro Alberghini, 

Product Director and President 

of the American branch, and Alberto 

Azzolini, Sales Director. 

Azzolini: “Linz Electric was founded 

from scratch in 2002, backed by a 

group like Pedrollo. Our twentieth 

anniversary was a record year, with a 

production of over 100,000 alternators. 

We differ from our competitors because 

our production is made in Italy, without 

any delocalisation. In order to fulfill 

this mission, we make extensive use of 

automation in our production processes. 

Just in these weeks we are installing two 

new automated lines; three more will be 

operating by 2024. I want to emphasize 

that the ‘failure rate’ is very low and it 

distinguishes us in terms of reliability. 

The other north star of Linz Electric 

is product diversification. We started 

with a reduced range, focused on the 

2 poles, ranging between 1.7 kVA and 

27 kVA, at 50 Hz. The 4-pole range 

extends between 6.5 and 1,500 kVA, 

with various types of regulation. We are 

strongly present among manufacturers 

of lighting towers, even market leaders 

in Europe.” 

Linz Electric turned 

20 years old with over 

100,000 alternators 

produced in one year 

Alberghini: “I want to clarify that many 

aspects of the American approach 

precede the European ‘mood’ by years. 

Being in that context allows us to 

establish relationships with many parent 

companies of important multinational 

corporations and to anticipate the 

needs that will reverberate in Europe. 

Speaking of lighting towers, they 

were revolutionized about 8/10 years 

ago with LED lighting. Previously, it 

was basically a generator set with a 

headlight. It had a standard singlephase, 

condenser-equipped, brushless 

alternator connected to a motor. The 

difference is that it works at 1,500 or 

1,800 rpm, as it has to be used for 

several hours in a row.” 

And beyond lighting towers? 

“Linz Electric specializes in the production 

of alternators for gensets. The 

spheres of influence can be identified 

in three macro-sectors. We start from 

traditional power generation, which 

still represents our main sector of interest. 

Emerging sectors are increasingly 

important, %70VPN especially in America. The 

second concerns special applications, 

where the alternator is not mounted directly 

on the generator set but on machinery, 

and has specific functions, as in 

the case of lighting towers. The world of 

refrigeration and vehicle auxiliary power 

units is growing strongly, due to the 

development of electrification and the 

widespread distribution, which exploded 

during the quarantine. Finally, the category 

with the greatest prospects, energy 

transition, i.e. those applications linked 

to the efficiency and electrification of 

systems previously equipped with diesel 

engines (alternators for wind power, 

hydroelectrics, trigeneration, cogeneration, 

biomass and gas generators, hybrid 

lighting towers and back-up systems for 

micro-grids). We inaugurated the American 

branch in 2016, where transient 

systems and special applications now 

represent 70% of turnover. We are firmly 

established among the OEMs of groups 

destined for the construction business, 

hospital buildings business, as well as for 

the agricultural and industrial sectors. 

We obviously follow the trends of new 

products, focusing on specialization; for 

instance, we have developed a range for 

leisure boats, from 15 to 25 kilowatts, 

especially for the American market. Regarding 

the latter, the experience that we 

gained is different from the others. For 

the first time, the Group has established 

a branch from scratch, not via the acquisition 

of a distributor. The intuition that 

inspired us is that it is the most important 

market in the world for generator sets. 

The past year was the third consecutive 

year of profit and we expect this growth 

trend to extend over the next three years. 

We left Chicago and moved to Iowa. In 

the American market, building a reputation 

for credibility is essential.” 

Azzolini: “In 2022, we started a technical 

partnership with Mitsubishi. In 

certain markets they offer their engine 

coupled to a Linz alternator. Therefore, 

the end user has only one point of contact 

for the engine and alternator and 

for after-sales. On strategic markets, 

the commercial forces also act in synergy. 

We trained Mitsubishi technicians 

on our alternators and service methods. 

This way, they can service both 

the engine and the alternator (voltage, 

electricity, etc).” 

38 

39

INTERVIEW 

#ZAPI #ZAPIGROUP #4E-CONSULTING #CONEXPO 

ZAPI & 4E-CONSULTING 

FROM A 

TO 

ZETA 

What does it take to project 

peak loads, autonomy and 

lay-out of work equipment? 

Bring ZAPI, a specialist in 

electrification, and combine it with 

4e-consulting, provider solutions in 

sy stem engineering. The result is a 

synergy that meets these needs. To find 

out more, we consulted Claes Avasjö, 

Executive Director of Global Sales and 

Marketing of ZAPI at ZAPI Group, 

and Paolo Patroncini, CEO of 4-e 

Consulting. 

Mr. Avasjö, we are talking about system 

integration, isn’t? 

“Exactly, it is an operation that moves 

within this framework. The field of system 

integration is a target for us, and 

we met 4econsulting in our business 

development work. So, we started from 

a dialogue of cooperation and then, 

later, we planned to acquire it.” 

Patroncini: “We joined ZAPI Group after 

a decade of friendly and cooperative 

partnership. Let me say it has been 

natural. Actually, when we started our 

activity, we were pure diesel engine 

designers. After this, our background 

has been to design and convert from 

diesel to alternative fuels, an expected 

The alphabet of 

electrification is within 

the competence of the 

ZAPI Group, which has 

found in 4e-consulting 

a piece to complete 

the mosaic of system 

integration 

evolution of such engineering activities 

such as the hybridization of internal 

combustion engines. Our customers 

were asking us to electrify or to hybridize 

these powertrain systems. So, 

we move time by time toward a much 

more electrification content. We are 

still having the competence, for example, 

of the alternative fuel engines. But 

this expertise was supplemented by the 

competence of system integration and 

thus means a general overview of the 

components. I quote a very famous 

music director when an interviewer 

asked him which was his role in the orchestra. 

He replied: ‘My role is to play 

the musicians’. You understand? It is a 

sort of parallelism. ZAPI is expert of 

such very strategic components like 

electric motors, inverters, converters, 

battery chargers and so on. Our work 

or to marine sector. Where you have 

an ICE today, you may have an electric 

solution tomorrow.” 

Patroncini, we can make a step behind. 

Please, give us some details 

more about the partnership. 

Patroncini: “I think that in our strategic 

cooperation with Zapi Group we 

can shield our Dna. Our commitment 

in terms of system integration is to be 

focused on providing a running prototype, 

mainly which is a technology 

demonstrator. But this happens not in 

a few years’ time schedule but let me 

say in some months. And in this way, 

for sure, the Zapi technology could be 

more attractive because the customer 

would already handle something which 

is not just a simulation, or a simple 

PowerPoint data sheet. Something 

which is really and tangible. Some cusis 

to integrate these components.” 

Avasjö: “The Zapi Group has been into 

electrification from the beginning; it is 

in our Dna. We have been electrifying 

different vehicle types, mainly forklifts, 

golf carts and AWP’s and so on. 

We were launching a hybrid bus with 

the Zapi Group components already in 

2012 as an early adopter in into a new 

market, commercial vehicle markets or 

city buses in this case. Concerning the 

big OEMs, they have their own system 

integration capabilities; in our side we 

can deliver best in class components: 

electric motors, inverters, chargers. 

However, the 4econsulting acquisition 

supports us with Zapi components. 

They can help customers to convert 

from an internal combustion solution 

into a full electric one. OEMs are mainly 

mechanical engineers, sometimes 

they do not a deep knowledge about 

electrification and they need help to 

balance the whole system, and that’s 

what 4econsulting is able to provide. 

Zapi is located in an area with a 

strong mechanical engineering vocation. 

What was the trigger for your 

commitment to electrification? 

Avasjö: “Yes, that’s correct. We have 

been focusing in business applications 

which already were electrified. So, 

electric forklift has been around for 

more than 30 years. We are already 

serving all primary OEMs, like Toyota. 

The components we have into new 

applications and that’s where I think 

4econsulting comes in because here 

we can now service. New markets for 

us, but with the same technology of 

electrification. So we can go into construction 

equipment, into agriculture 

40 

41

INTERVIEW 

#ELECTRIFICATION #SYSTEMINTEGRATOR #OEM 

Claes Avasjö, Executive Director of global sales and 

marketing of ZAPI Group: “The acquisition of 4E Consulting 

is a key strategic move for ZAPI Group. It is a significant 

step that gives us the capability to expand the range of 

solutions and integrated systems we offer to our customers.” 

tomers are still asking us to convert 

diesel engines into hydrogen engines 

and for sure we are able to talk the 

same language and to share the same 

vocabulary. So basically, we would like 

to create a ‘double speed’ company, 

the devotion at the upper structure of a 

big company with the typically Italian 

ability to move in the narrow places 

and responding in short times. So, this 

will be the rule of 4econsulting into 

the ZAPI Group.” 

I remember in Agritechnica Hannover, 

in 2017, an agreement with 

ZF related, obviously, to agricultural 

systems. Can you mention the industrial 

different applications, basically 

off-road? 

Avasjö: “Just to mention one of the 

most famous ones, ZAPI supplied electric 

motors for many years the segways. 

But, of course, if you think about the 

huger industrial markets, such as material 

handling, I say the forklifts, now 

converting in in construction equipment, 

excavators and some agricultural 

equipment. Again, aerial platforms 

with the boom, and it’s just to identify 

all type of vehicle vehicles on the market 

with the exception of passenger 

cars. Because we are a midsized company, 

we cannot really compete with 

the suppliers of the automotive sector 

like Delphi and Bosch. So we try to 

stay away from the automotive space, 

focusing on the on the smaller customers 

and trying to stay close to them. In 

this transition from ICE to electrification 

we are just in the beginning, so we 

have a great potential to grow in more 

applications.” 

Are you strictly focused and connected 

to Europe? 

Avasjö: “We have a roughly 4045% 

of our sales in Europe, 40% in North 

America and we’re roughly 20% in 

Asia Pacific, above all in China. We 

are growing in Japan, Korea and India. 

We are also in South America, in 

Brazil.” 

Does it make sense to say “electrification 

under 56 kW and hydrogen 

and LNG up 129 kilowatt? 

Patroncini: “The current paradigm will 

change because of the completely different 

TCO, for example, for an electrified 

tractor. The farmers are aware that 

if they buy a 100HP tractor, normally 

in their duty cycle they use only 30HP 

and 40kW electrified tractor could be 

perfectly suitable for their purpose. 

Farmers are traditionally conservative, 

but I can’t imagine a farmer stop 

ping for a couple of hours during the 

summertime because the battery has to 

be recharged.” 

Avasjö: “It depends on the application 

and how it is used. A wheel loader, as 

one example, maybe requires a couple 

of hours a day. They can charge overnight. 

On the other hand, if you have 

it, you know 24/7 application, maybe 

the transition will take a longer time 

because you need to have a charger 

infrastructure.” 

There will be some news in 2023? 

“At the Genoa Boat Show we have presented 

a fully electrified boat which 

was a low voltage. We are developing 

a po werful telehandler for a very 

prestigious customer, which will be in 

production in a second quarter of this 

year. We are also arranging a crawler 

and a micropiling machine, which is 

full electric. Just to mention some of 

them.” 

The point is “will electrification be 

the death sentence of the engine makers?” 

Avasjö: “It depends, we’ll see it step by 

step. Maybe for first the hybrid systems 

will repower the diesel fueled machinery, 

and they still have a downsized 

ICE, optimized to give you know more 

torque at low speed and to fit compact 

under the bonnets. This way you are 

able to boost the entire system. Who 

knows what is going to happen 50 

years from now, maybe it will be all 

fully electrified… In my point of view 

other kind of fuels will play a role in 

parallel with the full electric systems.” 

And how do you see the market? 

Patroncini: “From our perspective, the 

market is still growing fastly, because 

of some uncertainty in terms of fossil 

fuels prices. The north of Europe has 

accelerated the energy transition because 

the electricity is produced by 

sun (“and it sounds strange because 

it should happen in Italy” Patroncini 

says, laughing… ed.). I would like to 

mention that some European harbors 

are introducing legislation that will 

allow the entrance in the harbor at 

low speed just in zero emission mode. 

That’s my very short overview.” 

Avasjö: “I think you mentioned one 

crucial factor that’s stimulating this 

growth: the environmental situation. 

European regulations will push the 

electrification specifically in some applications. 

Small wind plants and PV 

panels can help a farmer to electrify. 

That’s probably going to help, at least 

in South Europe.” 

42 

43

COMPONENTS 

#BOSCHREXROTH #ELECTRIFICATION #HYDRAULICS 

BOSCH REXROTH 

FROM 

MUNICH 

TO VEGAS 

Matthias Kielbassa, Bosch Rexroth Vice President 

Electrification: “The aim is to use our technology to create 

a future with higher efficiency, lower noise emissions and 

less air pollution.” 

tor, optimized for drivetrains, allows 

a greater swivelling range and a maximum 

pressure of 530 bar to facilitate 

efficiency and travel speed: the latter 

is allowed up to 40 km/h with no additional 

shift gearbox. The A36VM is 

a candidate for hydrostatic drivetrains, 

first of all thanks to the electronic control 

of swivelling range, expanded up 

to 38°, and to the maximum pressure, 

increased to 530 bar. Bodas eDA software 

allows OEMs to calibrate power 

Bosch Rexroth 

strengthens its remote 

control and digitisation 

portfolio, including OTA 

services 

Rexroth’s 2023 will be characterized 

by diversification: hydraulic 

technology, electronics 

and digitization. EDG-Piloted 

compact directional valves are a flexible 

and configurable electro-hydraulic 

load-sensing solution. Its compactness 

(weighing just 3 kg) and modularity allow 

the EDG to interface with any family 

of Rexroth valves. The EDG-Piloted 

valve can control work port flow up to 

60 l/min and work port pressure up to 

350 bar (5,076 psi). The LS relief valve 

on the A and/or B ports is also integrated. 

The flow-optimized cast-iron housings 

ensure that the pressure drop is 

minimized. Dedicated inlet section design, 

TEG-13, with low pressure standby 

compensator (dual stage), is suitable 

for both open and closed center circuits. 

The A36VM axial piston variable moand 

consumption based on the duty cycle. 

In addition, diesel overspeed protection, 

overheating protection and diesel 

load limiting control are integrated 

into the drivetrain software. The eOC 

electro-hydraulic pump with swivel angle 

sensor and pressure sensors is the 

key component of the eOC (electronic 

Open Circuit) architecture. Its function 

is the detailed and accurate control of 

the required setpoint values for torque, 

pressure or flow, as well as their setting, 

via a CANbus interface. Thus, pressure, 

torque, flow rate and swivel angle 

are controlled independently of each 

other in an electronically closed-control 

circuit. It constantly adjusts hydraulic 

power to the available torque, 

thus enabling dynamic work functions, 

with benefits for fuel consumption or 

battery use. 

Among the applications that have integrated 

this device since 2021, Rexroth 

mentions a compact excavator 

equipped with a power operating mode 

for the most demanding excavation operations 

and maximum pressure gradient 

dynamics. Finally, we mention auto-calibration, 

where the component is 

calibrated within the machine itself, and 

travel, which in the eOC works according 

to the secondary control concept. 

This combines the functionality of a 

closed-circuit travel drive system with 

the physical layout of an open-circuit 

system, which only requires one pump 

for travel and working functions. Therefore, 

all rotating consumers are connected 

directly to the pressure line. A secondary 

logic system, with no additional 

directional valves, controls the displacement 

and output torque of the hydraulic 

motors to achieve the desired rotational 

speed. It’s time to move on to remote 

control, thus revealing the digital soul of 

Rexroth. At Bauma, the Bodas Connect 

module was offered to OEMs for control 

unit updates. The new OTA (Over 

The Air) service works with all Rexroth 

control units and in the future it will 

work also with devices from other manufacturers, 

if implemented by partners. 

The processor-based Rexroth Connectivity 

Unit serves as a secure connection 

between the cloud and the vehicle. The 

telematics unit, equipped with multiple 

protections, ensures a complete file 

transfer, after which the corresponding 

authorization is given before the target 

device is updated in the vehicle via 

CAN bus through a wired connection. 

The Bodas Connect modular telematics 

architecture enables an asynchronous 

and parallel approach; thus, it satisfies 

two other requirements for large-scale 

OTA updates: operators can perform 

the update independently and blanket 

updates can be activated simultaneously 

from a single location. Under the 

name eLion we have come to know the 

scalable portfolio of high-voltage components 

for the electrification of driving 

and working functions. The modular 

platform has been specially developed 

for the off-highway sector and includes 

electric motors, inverters, gearboxes, 

software, accessories and coordinated 

hydraulic systems. Other key components, 

such as DC/DC converters and 

on-board chargers, complete the eLion 

portfolio and, in the future, will enable 

integrated solutions from a single 

source, thanks to the collaboration with 

Brusa HyPower. 

44 

45

OFF-HIGHWAY 

#INTERNALCOMBUSTIONENGINES #DECARBONIZATION #EUROPEANUNION 

ELECTRIFIED TRANSMISSIONS 

DANA 

AND 

ALLISON 

Bauma official: “Bauma did not just showcase its strength as a business platform; 

the trade fair also lived up to its leadership claim in setting topics for the event.” 

Identity card: American passport. 

Profession: power transmission. 

Marital status: single (we mean 

that, unlike their compatriot Meritor, 

they are not married to anyone, 

for the moment). The description 

above corresponds to Allison and 

Dana, who represent here two parallel 

and communicating dimensions of 

the earthmoving sector: offhighway 

trucks and construction vehicles. 

At Bauma they have joined the “nouvelle 

vague” of electrification. Let’s start 

with the Allison eGen Power for construction 

applications, such as dumpers, 

concrete mixers and heavy tractors. 

eGen Power is a “dropin” solution of 

electrified axles, compatible with many 

existing vehicle frames. It features fully 

integrated electric motors, a twospeed 

gearbox, an integrated oil cooler and 

pump for maximum efficiency and 

performance. It is compatible with a 

broad range of electrified variants: both 

battery and fuel cellpowered vehicles, 

in addition to hybrid formulations. The 

eGen Power 130D, with dualmotor 

architecture, is a 13ton variant specifically 

designed for the European 

and APAC markets. The continuous 

power is 454 kW, with a peak power 

The electrification of 

axles is one of the 

obligatory strategies 

to reconcile the 

landing of battery 

packs on heavy-duty 

applications 

of 652 kW, which certifies it as one 

of the most powerful solutions on the 

market. It has been designed to ensure 

great starting and climbing capacities, 

sustained speed and high efficiency. 

Allison also supplies two versions for a 

tonnage, therefore with a lower power 

level. These are the eGen Power 100D, 

a 10ton variant of the 130D, and the 

singlemotor, 10.4ton eGen Power 

100S with 227 kilowatts of continuous 

power and 326 kW of peak power. It 

dates back to just one month before the 

introduction of the 130S. Key components 

include suspension systems, 

Vlink brackets, banjo housing, brakes, 

wheel ends and stub axle, designed to 

support the 13tonne gross weight often 

required by commercial vehicles in the 

European, Asian and Australian markets. 

The 130S uses a single motor to 

generate 225 kW of continuous power 

(325 kW of peak power), and 26,000 

Nm of torque at the wheels. It also 

features a twospeed parallel axis gear 

architecture, meeting the demands of 

these specific applications and highway 

cruising, while maximizing energy recovery 

thanks to the 100% regenerative 

braking capability. “We understand that 

there is no ‘one-size-fits-all’ approach 

when it comes to electrification and that 

a variety of products will be required 

to address the broad range of markets 

Allison serves,” said Heidi Schutte, 

Allison Transmission’s vice president 

of sales for EMEA, APAC and South 

America Sales. The announcement of 

the new highly automated assembly 

line for electric axles, including eGen 

PowerTM, in Auburn Hills, Michigan, 

dates back to November 9, 2021. Allison 

also coded an axle construction 

verification test protocol. Each “e-Axle” 

will complete a series of tests to 

verify the operation of each system in 

accordance with the identified performance 

levels. The eGen Power 100D 

for 6x2 applications and the eGen Power 

130D, for heavyduty applications, 

as well as the 100S, intended for 6x4 

tractors, will therefore be manufactured 

in Auburn Hills. 

Dana chose Bauma Munich to present 

the e-SP502, the Spicer family’s electrified 

transmission. Leveraging Dana’s 

powershift technology, the eSP502 

electronic transmission features a dualmotor, 

twospeed design. The modular 

approach to transmission design 

allows for a single motor solution and 

an optional PTO, depending on specific 

vehicle requirements. The eSP502 is 

equipped with nextgeneration control 

software and functional safety readiness, 

enabling easy installation and integration. 

The dualmotor version supports 

up to 240 kilowatts of continuous 

power, while the single-motor configuration 

is designed for 140 kW of continuous 

power. It features field-proven 

Dana TM4 highvoltage motors, up to 

800 volts, to improve efficiency, reduce 

total package size, and provide redundancy 

as needed. The compact and 

modular design of the eSP502 eTransmission 

allows it to be adapted for use 

in 4x2 or 4x4 vehicle applications with 

a range of ratio options to support a variety 

of vehicle types, including wheel 

loaders and rough terrain cranes in the 

construction sector; large lift trucks, 

empty container handlers, reach stackers; 

dumpers and forestry forwarders. 

46 

47

TECHNO 

#INTERACTANALYSIS #HYDROGEN #LINDEENGINEERING #WESTCAR #UFIFILTERS #FPTINDUSTRIAL 

INTERACT ANALYSIS 

LINDE FOR EXTRACTING H2 FROM NG PIPELINES 

HYDROGEN ICE 

VEHICLES 

Interact Analysis has done the 

maths in the pockets of the hydrogen-powered 

vehicle business. 

Jamie Fox, Principal Analyst 

at Interact Analysis, says, “The 

number of registered H2 ICE vehicles 

is forecast to grow to 58,000 in 

2030. Covering all on road and offroad 

vehicles (including trains, agricultural 

equipment, trucks and passenger 

cars), this figure is set to see 

significant growth post 2030, with 

uptake of H2 ICE technology projected 

to soar to more than 400,000 

shipments by 2040. Due to unfavorable 

TCO and high fuel costs H2 

ICE vehicles are unlikely to become 

the market leader. Despite the many 

environmental benefits to the use of 

hydrogen vehicles, for mass adoption 

to occur the refueling infrastructure 

required must be developed and customer 

payback improved. We are still 

seeing many limitations to refueling 

infrastructure for battery electric vehicles 

so it is unlikely that we will see 

a significant amount of change in the 

H2 infrastructure for many years.” 

According to Interact Analysis, the 

total cost of a hydrogen engine is 

only slightly higher than that of a 

diesel engine. On average, for a class 

8 40-tonne truck, a hydrogen tank 

would cost around $76,000 (approximately 

70,535€, February 9 th , 2023), 

a figure far in excess of the price of a 

diesel equivalent. However, the unit 

price of an H2 vehicle is still less 

than a FCEV alternative. Therefore, 

because the average cost of fuel per 

mile for H2 vehicles is higher than 

for FCEV and BEV vehicles, H2 

technology is best suited to applications 

with low mileage/hours per day. 

Interact Analysis predicts that the 

cost of hydrogen will reduce significantly 

over time and, if it continues 

to fall at pace, it could become more 

competitive across a wider range of 

applications in the future. Although 

maintenance costs for H2 vehicles 

will be similar to those of other vehicles, 

fuel costs for hydrogen vehicles 

mean the TCO will be worse 

than for diesel and battery electric 

alternatives. Therefore, H2 vehicle 

application is likely to be limited to 

applications or regions where diesel 

has been legislated against or where 

BEV alternatives are not available. 

Hydrogen ICE vehicles are most attractive 

to those companies who are 

most climate aware, or where battery 

electric alternatives are either unavailable 

for a particular vehicle or 

not fit for purpose. 

Linde Engineering has officially 

started up the world’s first 

full-scale pilot plant in Dormagen 

to showcase how hydrogen 

can be separated from natural 

gas streams. This is made possible 

by means of to the patented HIS- 

ELECT powered by Evonik membrane 

technology. The process is a 

key enabler for scenarios in which 

hydrogen is blended with natural gas 

and transported via natural gas pipelines. 

The blended gas could consist 

of between 5 and 60 percent hydrogen. 

Membranes are then used to 

extract hydrogen from these natural 

gas streams at the point of consumption. 

The resulting hydrogen has a 

concentration level of up to 90 percent. 

When further processed with 

Linde Engineering’s pressure swing 

adsorption (PSA) technology, a purity 

of up to 99.9999 percent can be 

achieved. According to Linde Engineering, 

membrane technologies are 

vital to efforts around the globe for 

establishing hydrogen infrastructure. 

In Europe, 11 transmission system 

operators are working on creating 

the European Hydrogen Backbone. 

Their aim is to build and expand a 

functional hydrogen network, based 

largely on repurposed existing natural 

gas infrastructure. 

WESTCAR MECSTART IS A SMART CLUTCH 

Mecstart does not use typical friction material, thus reducing clutch wear 

and extending clutch life and maintenance intervals. Torque transmission 

is based on the elastic deformations of metals. The centrifugal component 

of the masses, thanks to the high peripheral speed, is transformed 

into transmission torque, bringing the Mecstart to a high operating 

efficiency. Westcar has filed a European patent on the system’s triggering 

concept. The Mecstart works as a true automatic clutch, which engages 

automatically at a predetermined number of revolutions when the engine 

ramps up to its operating speed during deceleration. Finally, the engine 

returns to idle for the time needed to cool it and its main parts. 

UFI FILTERS FOR FPT INDUSTRIAL F28 STAGE V ENGINE 

FPT Industrial has chosen UFI diesel filter technology for its latest generation FPT F28 Stage V engine, Diesel 

of the Year 2020. Both the filter and diesel pre-filter are assembled in a single aluminum die-cast support 

and combine the function of the priming pump, heater, temperature and water presence sensors. Rinaldo 

Facchini, CEO of the UFI Filters Group, comments: “UFI Filters is synonymous with reliability, not only for 

light vehicles, but also for engines that need even higher performance, working in harsher environmental 

conditions, such as agricultural applications”. 

48 

49

SUSTAINABLE TECHNO 

#HIMOINSA #PG #BATTERY 

SUPPLEMENT 

HIMOINSA FOR RE-GENERATION 

When the reasons for contemporary 

art meet and merge 

in an effervescent city like 

Barcelona, the energy supply 

must also be proper. The event is 

called ReGeneration, and it could only 

suit Himoinsa. According to Himonsa, 

the Llum BCN Light Arts Festival, 

which has just taken place in Barcelona, 

in Poblenou, from the 3 rd to the 5 th of 

February, featured several installations 

and performances in which lighting 

took centre stage in the city’s buildings, 

gardens and iconic spaces. Within this 

creative framework, and in an effort to 

raise the public’s awareness of our human 

capacity to regenerate the damaged 

environment in which we live, students 

at the IAAC, the Institute of Advanced 

Architecture of Catalonia, have designed 

an interactive and digital installation 

called “ReGeneration”. In this 

context, they chose Himoinsa’s EHR 

| Battery Power Generator to supply 

power to this lighting event organised 

by the Barcelona City Council. 

“What we were looking for was an 

energy source that could guarantee 

zero emissions and zero noise, not 

only because the ‘Re-Generation’ installation 

espouses these principles 

of sustainability, but also because the 

IAAC is committed to carrying out all 

its projects with clean power sources 

that help to reduce its carbon footprint. 

When we analysed all the benefits that 

Himoinsa’s EHR offers, we didn’t hesitate 

to choose this power solution”, explains 

Pablo Ros, a Tutor at the IAAC’s 

Advanced Interaction Research Studio. 

As the interactive and digital installation 

had to be self-sufficient, it needed 

an additional energy supply of 2000 

w/h for four hours each of the three 

days of the festival. Himoinsa supplied 

an EHR | Battery Power Generator, 

model 30/30, as well as a “Mini Kit” 

lighting tower, through its client Martí 

Canudas. As the Himoinsa EHR has 

been designed to reduce emissions in 

mobile applications, it is a perfect solution 

for urban areas. It also combines 

perfectly with other power sources, 

running either as a single source (island) 

or as a charging station for other 

electrical machinery, thereby reducing 

pollutants even more due to the fact 

that it is 100% electric. The EHR is 

also prepared to be connected to the 

grid or to photovoltaic modules, guaranteeing 

reduced emissions during the 

power generation process. 

Engines and components for OEM 

Culture, technology, purposes 

and market of diesel engines 

Established in 1986 

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HISTORY 

+ 

S E R V I C E 

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S U P P O R T 

+ 

TECHNOLOGY 

+ 

D I S T R I B U T O R S 

CONNECTION. 

IT’S WHERE THE REAL POWER LIVES. 

IT’S WHERE THE REAL POWER LIVES. 

There’s an unbreakable bond between John Deere products and 

the people who choose them. It gives you the power to take your 

equipment where it needs to go, with premium John Deere quality 

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global network of more than 9,000 John Deere dealers are ready to 

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JohnDeere.com/Connection 

©2023 Cummins Inc.

Powertrain International 2023-2

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