Powertrain International 2023-6

Powertrain
INTERNATIONAL
Hybrid
DRIVELINE
Hybrid powertrains from Kohler, Kubota, Perkins, MAN -
Perkins 2606J leads the ICE’s redemption - Cummins
European Master Rebuild Centre - Cannes&Genoa Boat Shows
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
November 2023
1

NOVEMBER 2023
powertraininternationalweb.com
CONTENTS
NOVEMBER 12-18, 2023
HANNOVER, GERMANY
HALL 15 | BOOTH G18
GENERIC
ICE
H2 HYDROGEN
kWe ELECTRIC
GAS
10
EVENTS
10. KOHLER
DemoDays 2023
14. CUMMINS
European Master Rebuild Center in Krakow
18. PERKINS
2606J, hybrid, battery, Coeus project
OFF-HIGWAY
22. FPT INDUSTRIAL
The C16 TST for the Case IH Steiger 715
24. KUBOTA
V3307 CR-T P0 Micro Hybrid at Agritechnica
FOLLOW POWERTRAIN INTERNATIONAL ON:
ALTERNATIVES
26. VOLVO CE
An “electric” eye on North America
30. MAN ENGINES
Electric, hybrid, hydrogen, dual fuel, biofuels
32. BOSCH
Fuel cells at the Stuggtart-Feuerbach plant
40. REXROTH
PowerOn!
MARINE
34. CANNES YACHTING FESTIVAL
BMW, FinX, mtu, MAN, Torqeedo and so on
38. GENOA BOAT SHOW
Bimotor&Scania, mtu, Punch, Rama&Deere
Our new ambition is rising.
Its name is Kohler Energy.
14
18
THINK PINK
42. VOLVO PENTA
Ilenia Procicchiani under the spotlights
COLUMNS
4. Editorial 6. Newsroom 44. Sustainable Techno
When it comes to engines, we’ve been on the leading edge of technology
and innovation since our foundation. But we don’t simply provide you with
functional power: we redefine your energy resilience with industry-leading
electrification, hybrid solutions, alternative fuels and innovative products,
to create better lives and communities in a more sustainable future.
This is the next chapter in our vision, and its name is Kohler Energy.
Editorial: The perilous interest rate curve
“Will the difficulties in accessing credit succeed
in further draining the cash flows of end users?”
3

EDITORIAL
by Fabio Butturi
THE PERILOUS INTEREST RATE CURVE
THE RIGHT
TECHNOLOGY TO
MEET YOUR NEEDS
ADVANCED DIESELS • RENEWABLE FUELS
HYBRID • BATTERY ELECTRIC • HYDROGEN
Since 1919 Cummins has been powering agriculture. With nearly one million
agriculture engines powering farms across the world. From the farm, to the
field, to the future, Cummins delivers the right products for your farm.
See us at Agritechnica, 12-18 November – hall 15, stand H23.
The European Central Bank has made its mind up:
the austerity season is not over, rates are to be
raised. One more time. We are up to 4.5% on main
refinancing, 4% on deposits, 4.75% on marginal
loans, effective 20 September 2023. After all, Christine
Lagarde, President of the European Central Bank, Chair
of the European Systemic Risk Board, Member of the
Board of Directors at the Bank for International Settlements,
was more than forthright on Wednesday 28 June
at the Central Bank Forum in Sintra, Portugal: “We’re not
considering breaks, we’ll stay in restrictive territory long
enough.” On the same day, also in Sintra, the Bank of
England Governor, Andrew Bailey, said: “We have a job
to do. Our job is to return inflation to target and we will
do what is necessary.” The Federal Reserve, for its own
part, does not take inflation lightly either. Even the words
of US Federal Reserve Chair Jerome Powell on 25 August
leave no room for optimism: “Although inflation has
moved down from its peak — a welcome development — it
remains too high. We are prepared to raise rates further
if appropriate, and intend to hold policy at a restrictive
level until we are confident that inflation is moving sustainably
down toward our objective.” The cost of money
in the States is between 5.25% and 5.50%, never so high
in the third millennium since January 2001.
And what is China’s stance on this “uncomfortable” subject?
In June, the People’s Bank of China reduced the
one-year Loan Prime Rate, the benchmark for corporate
lending, from 3.65% to 3.55%, while the five-year LPR,
used for mortgage pricing, was reduced from 4.3% to
4.2%. And on the following 15 August... a further cut in
the interest rate charged on one-year loans by 15 basis
points, now at 2.5%. The tightening of financing conditions
on both sides of the Atlantic leaves gaps open for
recessionary breezes for the OEMs.
After the machinery binge due to the 4.0 incentives, the
various eco-bonuses, the pre-buy, considering inflation,
the sclerosis of the high fuel price and the winds of war,
will the difficulties in accessing credit be able to further
drain end-users’ cash flows?
4
©2023 Cummins Inc.

NEWSROOM
#TOYOTA #ELECTRIFICATION
Toyota’s electrification
strategies with three
new liquid electrolyte
battery technologies
to deliver higher
power, longer range,
faster charging and
lower cost
We will need various options
for batteries, just like we
have different variations of
engines. It is important to
offer battery solutions compatible with a
variety of models and customer needs”.
We can introduce with the words of
Takero Kato, President, BEV Factory,
Toyota’s vision for the roadmap of battery
evolution. The occasion to present
the new generation of battery electric vehicles
was the inauguration of the BEV
Factory. Full production is expected in
2026. We summarise the guidelines of
the technologies that Toyota will adopt
for the battery pack. Intended to be introduced
with the next-generation BEVs to
6
TOYOTA MOTOR
PROGRESS
PLAN
be introduced in 2026, the Performance
Li-ion battery will increase the cruising
range of BEVs to over 800km when
combined with improved aerodynamics
and reduced vehicle weight. The cost reduction
is approximately 20%, compared
to current bZ4X BEV. Rapid recharging
time of 20 minutes or less (State of charge
- SoC - 1 = 10-80%). The Popularisation
battery is constructed using the
bipolar technology that Toyota pioneered
and confirmed with its NiMh hybrid
electric vehicle batteries, combined with
inexpensive lithium iron phosphate
as the core material. The Popularisation
battery is expected to offer: 20% increase
in cruising range (compared to current
bZ4X); 40% reduction in cost (compared
to current bZ4X); Fast recharging time
of 30 minutes or less (SOC 1= 10-80%).
Toyota is also developing a High-performance
battery that combines the bipolar
structure with Li-ion chemistry and
a high nickel cathode to achieve further
advances and further increase cruising
range capability to over 1000km when
combined with improved aerodynamics
and reduced vehicle weight. The following
performance is expected with
this technology: Further 10% reduction
in cost compared to the Performance battery.
Rapid charging time of 20 minutes
or less (SoC 1 = 10-80%). Toyota solidstate
batteries have a solid electrolyte,
allowing for faster movement of ions
and a greater tolerance of high voltages
and temperatures. 20% increase in cruising
range vs. the Performance battery
(approx. 1000km); Fast charge time of
10 minutes or less (SoC*1 = 10-80%).
Toyota already has a higher specification
Li-ion solid-state battery under development
which is targeting a 50% improvement
in cruising range compared to
the Performance battery. Today the battery
pack of the bZ4X, including casing,
is around 150mm high. Tomorrow, Toyota
plans to reduce the battery height to
120mm, and even 100mm in the case of
high-performance sports vehicles where
a low hip-position is also desirable.
These battery height advancements can
have positive impacts on range, driving
engagement and packaging depending
on how they are deployed in the vehicle.
BUILT TO
POWER
THE POWERKIT M SERIES
COMPACT AND MORE POWERFUL, THE M SERIES
ENGINES DELIVER RELIABLE HIGH POWER FOR CRITICAL
APPLICATIONS AND ARE COMPATIBLE WITH HVO FUEL FOR
A SUSTAINABLE TOMORROW.
The newest, most comprehensive powergen range on the market.
DURABLE. ROBUST. BUILT TO LAST.
BAUDOUIN.COM

NEWSROOM
#CATERPILLAR #TOTALENERGIES #HYDROGEN #GIS #LIFTING
TOTALENERGIES LAUNCHES A CALL FOR THE SUPPLY OF GREEN HYDROGEN
TotalEnergies has six refineries in Europe
– Antwerp (Belgium), Leuna (Germany),
Zeeland (Netherlands), Normandy,
Donges and Feyzin (France)
– as well as two biorefineries in La
Mède and Grandpuits (France), all of
which use hydrogen. The Company
wants to replace 500,000 tons per year
of this hydrogen consumed in its refineries
with green hydrogen produced with
renewable energies by 2030. La Mède:
The Masshylia project to produce green
hydrogen for the biorefinery’s needs is
in progress in partnership with Engie.
Grandpuits: TotalEnergies and Air
Liquide signed a partnership agreement
to develop an innovative, circular system
for producing 20,000 tons a year
of hydrogen that is partly renewable
thanks to the recycling of residual biogas
from the biorefinery. Leuna: In
June 2023, TotalEnergies and VNG, a
German natural gas distribution company,
signed an agreement for the supply
of green hydrogen to the Leuna refinery.
Normandy: In September 2023,
TotalEnergies and Air Liquide signed
an agreement for the future supply of
up to 15,000 tons per year of green and
low carbon hydrogen.
H2 CAT
GENSETS
CATERPILLAR
EXPANDS RANGE
OF H2-FUELED
POWER SOLUTIONS
Caterpillar has identified power
generation as the “application
link” for the hydrogen transition.
Caterpillar’s gas generator
sets are now capable of running on a
mixture of natural gas blended with up
to 25% hydrogen by volume. This reflects
a commitment to incorporating
hydrogen into their power generation
solutions. The power nodes of the new
gensets range from 600 kW to 2.5 MW.
The specific generator sets mentioned
in the passage include the Cat CG132B
and Cat CG170B generator sets, as well
as the G3500H series platform. These
models are designed to accommodate
the hydrogen-blended fuel. Cat also provides
aftermarket retrofit kits to update
select products from the G3500H series
platform, enabling them to operate with
the same hydrogen-blending capabilities
of up to 25% hydrogen by volume.
These new gensets add to Caterpillar’s
current portfolio of hydrogen-capable
power solutions. Since last year, Caterpillar
has offered demonstrator Cat
G3516 gas generator sets capable of operating
on 100% hydrogen. It is available
with a maximum rating of 1250 kW
for 50 or 60 Hz continuous applications.
GIS PIACENZA
GIS is the Italian trade fair
dedicated to the users of
cranes, mobile cranes,
aerial work platforms, TH,
forklift trucks, overhead
travelling cranes, industrial
handling equipment and
heavy transport vehicles.
A successful formula, held
from 5 to 7 October in the
71,000 sqm of exhibition
space between indoor and
outdoor area in the Piacenza
fair trade. More than 18,000
attendees registered, a
number that makes GIS
the first European event
dedicated to the sector.
C
M
Y
CM
MY
CY
CMY
K
YOU SHAPE A
GREENER FUTURE.
WE POWER YOUR
PRODUCTIVITY.
To feed people, agriculture needs power.
With over 100 years of experience and a comprehensive lineup
of products, FPT Industrial delivers powerful and efficient
powertrain solutions for even the most demanding agricultural
applications. We offer the best customer service solutions and
continue to use our experience and knowledge, combined with
advanced technologies, to work for an even more sustainable
future.
Learn more on fptindustrial.com. Follow us on our social media.
C16 TST
8

OFF-HIGHWAY
#KOHLER #ENGINES #DEMODAYS
KOHLER DEMODAYS
STRENGTH
TEST
Aldo Arcari, Cela plant manager: “When we chose Kohler, the
decision was guided by two main needs: wanting to create the first
platform on large tracks that did not require an ATS, and wanting to
create the first platform of this type that had truly reduced emissions.”
The DemoDays
organised by Kohler
Engines in Reggio
Emilia showed us
on the test field how
attuned they are to
the OEMs. It was
the manufacturers
who told us about
petrol, diesel and
hybrid engines.
These OEMs were
Avant Tecno, Cela,
Cormidi, JCB,
Kramer, and Wille
Kohler DemoDays were an opportunity
to celebrate the 150 th
anniversary of the parent company
(the year was 1873, in
Wisconsin) and the 90 th anniversary
of Lombardini. The Kohler engine division
dates back to 1920, with those
petrol engines initially intended for
generators. Nino De Giglio, Director of
Marketing Communications & Channel
Management at Kohler Engines,
commented: “The growth that Kohler
Engines has recorded in recent years is
the result of enormous work and close
collaboration. This leads our customers
to become true partners with whom
we strengthen our ‘value propositions’
and have access to different market
segments. We also share resources with
them such as skills and infrastructure.
Our DemoDays were created precisely
with this in mind.” The map of the
engine “business unit”, which employs
approximately 2,500 resources, lists
Reggio Emilia as a technological hub
for KDIs, twin-cylinder engines and
engines for microcars. In India, Aurangabad
is oriented towards single
cylinder engines and, starting this year,
towards the KSD. A 4,500 square meter
section made specifically for this
engine was recently inaugurated. The
Diesel of the Year 2022 curve is in full
“ramp up” and, starting in 2024, it is
destined to grow in terms of volumes,
when the first machines powered by the
1.39-liter odd engine (BxS 81x90 millimeters)
will arrive on the market. We
mention those signed by Cargotech,
Haulotte, and Avant Tecno. The latter
was present in the test field, supported
by Cela, Cormidi, JCB, Kramer and
Wille. The KDW engines, which correspond
to the former FOCS, are assembled
both in Reggio and Aurangabad.
Available with 2, 3 and 4 cylinders,
they cover an application size that has
taken root especially in the earthmoving
sector. Side note about two-cylinder
engines, which have a strong appeal
on small cars. A market that is worth
around 15 thousand engines for Kohler.
The air-cooled ones meet the needs of
machines that have “escaped” the rigors
of regulations, with displacements of
a few hundred cubic centimeters; typically,
rotary tillers. The requirements
for petrol engines in the United States
are absorbed approximately 90% by the
garden sector, while in Europe the application
range, which is popular with
“rental”, is diversified, also for small
multipurpose vehicles and for generators.
The production of these units is split
in two, in Hattiesburg, Mississippi, and
in Chongqing, one of the beating hearts
of the Chinese engine industry. Let’s
focus on petrol engines with Pierpaolo
Grassigli, long-time responsible for
the applications service, who is now in
marketing support. We may call it the
customization vector, in the mediation
between supplier and OEM. He told us
an anecdote from the States. A series of
frames, taken from a film, in which a
farmer gloats over his Kohler-powered
John Deere tractor. A symbol of the
American tradition that performs at its
best with 40 hp (29.4 kW) is intercepted
by European manufacturers for applications
such as shredders.
V-Twins come with both a vertical
shaft, which is very common in America,
and a horizontal shaft. The Pro EFI
family stands out for its heavy-duty
setting. Made in China, where Kohler
also manufactures engines for hobby
lawnmowers, the Command Pro
CH270, CH395 and CH440 reiterate
their professional nature by sporting
a cast iron cylinder liner, forged steel
crankcase and the “oil sentry” function,
which is used to control the oil
level and turn off the engine if it is too
low. The petrol tanks promise a greater
capacity, between 10% and 30% compared
to competitors, thus implementing
the useful working time. Finally,
the Quad Clean filter, which is mounted
vertically, with Donaldson cyclone
dust separator, and the Auto-fuel Shutoff,
which automatically closes the petrol
tap that intercepts the supply, when
the engine is turned off, and reopens it
when the engine is restarted, thus elim-
10
11

OFF-HIGHWAY
#AVANTECHNO #CELA #CORMIDI #JCB #KRAMER #WILLE
tion configurations, be it generation,
agricultural or construction. The control
unit recalls regeneration only when it
receives the clogging signal from the
sensors. In a word, it is “transparent”
to the operator. The ATS is insulated.
Therefore, it can also be positioned near
heat sources, and confirms in Stage V
the length expected for the Tier4 Final,
albeit with a slightly larger diameter.
We asked her for more information.
“Several OEMs, like Wille, appreciated
the compactness and ease of installation
inside the engine compartment.
Machines require space to attach external
accessories. We reach 650 Nm
at 1,400 rpm, even in the low part of
the rpm range, up to minimum values
between 800 and 1,000 rpm, based on
the manufacturer’s choice. Thus, it is
suitable for those applications that requence
is a daily cleaning of the filter.
This problem is solved by the Kohler filtration
system.” Another reason given
by Martella for this choice is that assistance
is globally available. After all, it
is known that “the first machine is sold
by sales, the second by assistance.”
Francesca Rinaldi, Product manager
of the KDI3.4, brought us back to
the second, chronologically, among
Kohler’s Diesels of the Year. It is still
the top of the range and, like the other
KDI engines, it condenses maintenance
access onto one side only, while the
power take-offs are equally distributed
– two on each side – in order to facilitate
the task of hydraulic pumps and
auxiliaries. And the operators’ tasks,
of course. The distribution gears are
enclosed in the end bell, the flywheel
interfaces accommodate the applica-
inating the human factor (the operator
is relieved of their duties). Using petrol
engines is Cormidi, which mainly produces
tracked wheelbarrows and mini
dumpers, also on behalf of Yanmar,
aerial platforms and skids. According
to Marco Martella, who attended DemoDays,
these narrow machines, with
significant transport capacity (the scale
provided by Cormidi is, for some sizes,
550 kilos compared to the 450 of
competitors), benefit from adaptability.
Sometimes, US regulations prevent
you from changing the tank. Kohler has
reconciled the needs of Cormidi, which
delivers around 500 machines a year in
North America, by intervening on ergonomics.
“On our machines the engine
is positioned very low, almost to the
ground”, says Martella, “thus forcing
it to suck up a lot of dust. The conse-
quire ‘strength’, therefore torque, such
as excavators and multipurpose machines.
Power reaches 112 kilowatts at
1,800 rpm, with 105 kW of rated power
at 2,200 rpm. It is the ‘power bulge’, the
power reserve which at a lower speed
makes it possible to fully exploit torque
in the two power take-offs, which are located
on both sides of the engine.”
The Wille 675Δ is a multifunctional
wheel loader with a low center of gravity.
This provides a turning radius and
maneuverability suited to the tightest
places. The 3404 Stage V accommodates
the layout and provides prompt
transient response to obstacles, such as
the presence of a log, or to clear snow.
It powers the system, with two hydraulic
circuits and a variable flow pump
with load detection, and it is set up for
the HVO100, which is increasingly
widespread in Scandinavian countries.
Let’s go back to Francesca Rinaldi,
who gives us a juicy preview on the
3.4 liters. “Some external partners,
manufacturers with whom we collaborate,
are testing gas development for
specific types of applications. We are
aiming for the diversification of fuels,
such as methane and biomethane. We
are considering other alternative fuels,
synthetic, GtL, e-fuel. The entire Kohler
range is available on HVO, which has a
higher cetane number than diesel. The
slightly lower density is compensated.
The only real problem is the availability
of these fuels.” Manoeuvrability is
also appreciated by Kramer, who has
a 55 kW KDI 2504 TCR Stage V on
the 5075, 5085 and 5095 models of the
Series 5, precisely for compactness. The
engine is installed on the rear overhang,
providing a panoramic view to the operator
in the cab.
Paolo Zaccarelli is the K-HEM expert,
and he illustrated the collaboration
with Cela. The cycle must necessarily
be intermittent. The diesel is
always on. When it works at low cycle,
it can recharge the batteries, and it is
assembled with the electric motor. Depending
on the work cycle stage, the
parallel hybrid system optimizes the
battery or acts as a generator to recharge
it. The ICE of this system, a pioneer
of the K-HEM series, settles below
the threshold of 19 kW, avoiding
the installation of the DPF. The electric
motor brings another 15 kW. The system
integration is the responsibility of
Kohler, which has another string to its
bow, Curtis, who will be involved in
the hybridization of the KSD.
12
13

REMANUFACTURING
#CUMMINS #REBUILDCENTRE
CUMMINS
A REAL
SECOND
LIFE
Ann-Kristin de Verdier, Executive Managing Director for Cummins’
Europe Distribution Business: “Cummins has been manufacturing
diesel engines for over 100 years, and while we would always be happy
to supply customers with a new engine, if there is a way to keep an
existing engine working to peak performance then that should be the
first option. That’s why we have built this new Centre.”
Welcome to the epicentre
of Mittleurope. It’s not
Habsburgs’ capital Vienna,
it’s Krakow, a Unesco site,
archbishopric of Karol Wojtyla, Pope
John Paul II, university residence
since 1364. A stone’s throw from
the Czech Republic and Slovakia, it
hosts an international airport and a
tangle of highway routes to Germany,
Southern Europe, Ukraine, and
the Slavophone East. It is here that
Cummins has decided to set up its
European centre of competence for
remanufacturing the high-displacement,
high-performance engine segment.
The reasons for locating in Cracow
depend on the aforementioned
logistical and road factors and on its
“talent pool”, which stems from the
widespread know-how in the area.
Cummins opened
the European Master
Rebuild Centre for
engines from 19 to
78 liters in Krakow,
Poland. This center
is the first of its
kind in Europe,
indicating Cummins’
commitment to
serving its European
customers more
effectively in the field
of engine servicing
and rebuilding
In the city’s university network, Cracow
University of Technology assists
14 thousand students, and appears
in the Shanghai Ranking’s Global
Ranking of Academic Subjects 2019
and 2020 - Mechanical Engineering,
the 2021 World University Rankings,
and the QS World University Rankings.
Furthermore, Poland, like the
Czech Republic, has been the stronghold
of engineering and mechanical
industry within the Soviet influenced
bloc during the Cold War. A tradition
that has enabled Warsaw to revive its
standing in the globalized economy.
This is the 13 th “Master Rebuild Centre”
in the Cummins world, two of
them in Australia alone, and is dedicated
to servicing the European market.
Which markets, delimiting the pe-
rimeter to applications? Indeed, let’s
make one thing clear: we are talking
about “big boys” here, not the super-compact
or Performance Series
engines we can see at agricultural
and construction trade shows. Engines
range from 19 to 78 liters, 331
to 2,572 kW (450 to 3,500 horsepower),
for mining, large quarry and
construction machinery, commercial
marine, rail, and power generation
applications. Power generation is
rising and will continue to rise, rail
applications require assistance and
are “shackled” to public service usability
obligations, and the mining
sector is “hot”, especially in northern
Europe, for rare earth mining. There
are three levels of intervention. It
starts with the ultimate remanufacture,
which consists of the complete
assembly and reassembly of the engine
and replacement with genuine
Cummins parts not only of worn
components, but also of those parts
most exposed to wear and tear. Thus,
it is a turnkey formula, providing the
user with an engine equivalent to
new. It is difficult to establish a generalized
savings figure. It depends on
the application, duty cycle, machine
loads, and environmental variables.
One could assume average savings
in the 20% to 30% range. The benefits
are not reduced to mere financial
accounting: revisiting an engine
and delivering it as new requires up
to 85% less energy. The green design
of the production facility is ensured
by a holistic approach, including
electricity supply through solar panels,
installation of charging stations,
and recycling of process wash water.
The use of raw materials, packaging
and scrap metal production are also
significantly reduced. The complete
“reman” provides a warranty similar
to that of original equipment. The engines
are fully put through their paces
on the test bench, including a test
of more than 20 validation parameters.
After all, the durability expectations
of the overhaul are identical
to those of an engine coming off the
production lines. The second level
of remanufacture is called advanced
rebuild: this is a revisitation as opposed
to a classic engine upgrade.
A less in-depth rebuild than the ultimate
remanufacture, it still carries
a 12-month warranty on new parts
and a three-month warranty on labor.
Again, the engine is bench tested.
14
15

REMANUFACTURING
#KRAKOW #POLAND #EUROPE
Six-stage process: Tear down - Cleaning - Inspection - Remachining or
Replacement of components - Reassembly - Testing
Finally, the so-called classic refresh:
engine repairs are carried out directly
“at the user’s doorstep” by, let’s call
them, “flying doctors”, technicians
with the diagnostic equipment and
appropriately equipped vehicles for
such operations. Repairs involve the
exclusive use of genuine Cummins
parts, according to the parameters
of the QuickServe service process
(more than 450 Cummins distributor
branches across the globe follow the
QuickServe service process).
The plant is spread over 4,600 square
meters. The rebuilt engines undergo
a six-step remanufacturing process
involving disassembly, cleaning, inspection,
rework, reassembly with
original parts, and testing. One of the
advantages lies in accelerating time
to market. At a time of asphyxiated
MAIN FEATURES
Master Rebuild Centre Krakow
4,600 square metres
10 m€ investment
50 people employed
19-78 litres engines
450-3,500 hp
Two 15-tonne overhead cranes
A test cell with an engine dynamometer
2 disassembly bays
4 high-horsepower assembly bays
3 mid-range/heavy-duty assembly bays
scheduling due to persistent supply
chain bottlenecks, deliveries are
much shorter than a factory-ordered
engine without affecting performance,
with a typical cycle time of
35 working days.
It depends on the application, they
said, but those at Cummins suggest an
interesting provocation. “What is the
cost of not remanufacturing?” One
could suffer an expensive failure, because
downtime is the nightmare of
any business segment, let alone an
LPG carrier in the Atlantic Ocean or
a dumper in the Atacama Desert. A
fact corroborated by the higher productivity
of a remanufactured engine
compared to the previous state of the
engine itself. Assembly is of course
the critical step, which depends on
the accuracy of the procedure and the
attention of operators. To facilitate
operators, the short block rotates 360
degrees. Then, a machine provides
bolting and, at a later time, filters
and other peripherals are assembled.
Cummins executives describe the
re-assembly procedure as assembling
Lego bricks. We liken it to a jigsaw
puzzle: the individual pieces must be
intact and fit in the right place.
The cleanliness of components is
the essential turning point. You can
assemble everything perfectly, but
residual impurities can cause huge
problems. Each unit under renovation
is placed in a dedicated basket,
and leads the engine to the sandblasting
machine. This process takes
10 to 30 minutes. Cummins has essentially
eliminated solvents in the
most energy-consuming processes.
Instead, solvents are used for the
5-micron filters applied to the crankshaft.
If impurities exceed the 5-micron
threshold, they are examined
under a microscope and further tested.
At the end of the operation, they
undergo evaporation by means of a
special dryer. The cycle takes from 7
to 8 hours to almost a full day. The
dynamometer tests cover diesel engines,
not CNG engines, which are
equally subject to overhaul, but they
are not “dyno-tested”.
The most technically complicated repair
procedure is probably injection
timing. The one that is most susceptible
to human failure and reverberates
most on cost (so, with an end
impact on TCO) is the disassembly
process, which in case of failure involves
the purchase of new parts.
QSK95 is excluded from the care of
the Reman Centre in Krakow. Most
of Europe’s population of industrial
engines between 19 and 78 liters
is on PG standby applications, and
marine models are in service with
shipowners based and sailing in the
United Kingdom, the Netherlands,
and Belgium. Therefore, it would become
uneconomical, and logistically
burdensome, to transfer the 95-liter
engines to Poland. For the other
engines (QSK19, QSK35, QSK60,
and QSK78), it is also possible to
upgrade the electronics of electronically
controlled but more simple versions,
such as those with HPI injection
systems.
Ann-Kristin de Verdier, Executive
Managing Director for Cummins’
Europe Distribution Business, said:
“We’re thrilled that this state-of-theart
facility has officially opened. It is
the result of a significant and strategic
investment to deliver more choice
to our customers across Europe, ultimately
helping them to reduce costs
and boost productivity.”
16
17

EVENTS
#PERKINS #COEUS #SHARD
PERKINS
WHISPERING
THAMES
In the picture, the 2606J and Allen Chen.
“As the off-highway industry advances toward a lower-carbon
future, equipment manufacturers still face expectations
for long-term productivity and reliability in the world’s most
demanding work environments,” says Jaz Gill, Vice President
of Global Sales, Marketing, Service and Parts. “The new
Perkins 2600 Series engine platform demonstrates how we’re
leveraging our experience, intelligence and commitment to
help OEMs navigate the energy transition with power solutions
that deliver exceptional performance on the worksite.”
We’re at the Oblix, London,
a restaurant on the 32 nd of
the 87 floors stacked vertically
as high as the Shard’s
310 meters. What was formerly
known as London Bridge Tower bears
starchitect Renzo Piano’s signature.
On the 12 th of September at the Oblix,
Perkins was our host. Displayed
on a stand, the series 2600, the hybrid,
the battery pack and spare parts get
reflected in the Thames. It is Perkins
global marketing and channel development
director Jason Kern who
lays the groundwork for our meeting:
“How to lead the change?”. The answer
lies in the watchwords that run
like a thread through several speeches:
smartness and integration are the
notions to leverage on. But there are
actually two other words that Matt
Designed by Renzo
Piano, the Shard
looms over the
Thames. It was
there that Perkins
presented the 2606J,
which we had seen
in Las Vegas, to the
press, and outlined
strategies in defining
battery packs
and the electric
driveline, hybrids
and alternative fuels,
illustrated in the
Coeus project
Coleman, Product Director, used
to describe the Peterborough-based
company’s trajectory through the decarbonization
mishmash: “The agile
explorer.” As we know and saw last
year first at Munich’s Bauma, then at
Las Vegas’ Conexpo – Perkins’ exploration
unfolds along three main
tracks: batteries, hybridization, and
thermodynamic parameter optimization.
Perkins’ short-term response to
OEM’s demands takes the form of
diverse solutions along a gradual path
that will eventually lead to electrification.
With this aim, they offer electrified
solutions for the entire driveline:
“Not only the batteries, but we’d also
be very capable to supply electric motors,
inverters, charging systems and
solutions, the entire powerpack solutions
for battery electric vehicles.”
Lithium-ion batteries are available in
a 48-, a 300- and a 600-volt version,
featuring a modular design and factory-installed
telematics devised for
off-highway applications. As for modularity,
the notion already surfaced at
Bauma, in answer to one of our questions.
“The batteries are designed on
a modular concept to be flexible. Our
current offer includes a 48-volt, 32
kWh version, which you can see on
the stand together with a 300-volt, 64
kWh version, but a 600-volt, 64 kWh
version is also available. You can use
multiple batteries in a single installation
and the battery management systems
can link up with other batteries.
We can increase the number of batteries
in an application, thus increasing
the kilowatt hours available.”
When a primary power supply is
available – say, for instance, an HVO
or methanol-fuelled unit – a switch to
full electrification becomes possible.
And speaking of hybridization, the
platform of choice is 904, coupled
with a 20 kW genset and PG115 transmission,
and connected to a 5.2 kWh,
48-volt battery. A solution devised for
a specific OEM and later offered to
other manufacturers. The system features
one single control unit labelled
as ECM that manages the engine, the
genset, the battery and transmission
through a software control rooted in
real time modelling to optimize the
system and analyse energy flows.
Now back to the notions of “smart”
and “integration”. Perkins had their
view of the now pretty hot concept
of fuel-agnostic engine, and applied
it to alternative fuels. What they’re
trying to achieve – they told us – is
a fuelling system that provides the
same performance with different fuels
performing differently. That’s what
prompted “Project Coeus”, which
aims to optimize those parts that are
sensitive to the differences in temperature,
viscosity, and performance
variability of the diverse biogenic
and synthetic fuels. They state they
intend to make life easier for small
and medium-sized OEMs providing
a plug&play unit that can “digest”
ethanol, methanol, biomethane or hydrogen.
Which, by the way, hints to
another subtly emerging risk that lies
in decarbonization-the relationship
with distributors rushing into a new
arena as system integrators: internal
competition or win-win cooperation?
To Perkins there is no way other than
18
19

EVENTS
#ICE #HVO #HYBRID #BATTERY
Paul Muller shows the features of the hybrid system.
At the Shard Perkins announced a next tagline – “Together, we power ahead.”
“This rebrand marks a major milestone in Perkins history – a transformational
moment that will help define our industry’s future and give us all a chance to make
an enduring impact on humanity,” said Steve Ferguson, President of Perkins.
cooperation – the form of which is yet
to be defined. A fluid approach is, after
all, in the nature of what is still an
exploratory stage in the energy transition.
As we look back to the available
solutions, we now move along the
ICE optimization path. All the engineering
efforts converged on the 2026
we got a preview of at Conexpo. The
13L power rating is being expanded,
as we saw with the crowing of Scania
Next Generation DC13. A pretty
crowded arena, this one, that carved
itself a place among a wide range of
applications from power generation to
open field tractors, all the way down
to maxi-excavators and a few special
applications such as asphalt finishers.
Asap, on POWERTRAIN International,
we’ll have all the 13L available
on the market lined up for comparison.
One feature to be compared
is engine architecture, namely that of
the C13 Acert by Cat. The six-cylinder
was a 12.5L - BxS 130 x 157
mm that become 132x162 mm on the
2606J-E13TA. It is officially said to
save 20% on TCO, something certainly
end users won’t be displeased
with.
At Perkins and Cat (the yellow version
will be marketed as C13D) versatility
and compactness were the
guiding engineering principles. Conexpo
made it quite clear that in terms
of power density, the bar has been
raised with a +10% as compared to
the 18L unit. The unit is presented as
a preconfigured package that includes
a preassembled radiator, flywheel and
alternator. The aftertreatment module
features the TOC technology, available
within the system. The improved
efficiency allows for flexible sizing
based on the fitters’ performance requests.
To compress size, the DOC
was grafted onto the DPF. At the
Shard, our guide is Allen Chen, American,
systems integrator engineer.
He explains that the joint challenge
is being capable of emissionizing as
well as fine-tuning the engine, both in
terms of technological upgrades and
of thermodynamic performance. In a
few words, the essence of ICE. Chen
described the tough mission of downsizing
and translating brainstorming
into technical drawings. When designing
an engine, engineers rely on
intuitive calculations rooted in the
empirical method: “I wonder, what if,
let’s try”. And each component gets
assessed; the camshaft, for example:
cam-in-block, or different arrangement?
Every choice involves a whole
crowd of engineers. This engine can
work at an altitude of 3,658 metres,
equal to some 12,000 feet – that’s
double the height of the current 13L
at temperatures ranging from +60° to
-40°. As for power rating, it comes in
eight steps in the range from 340 to
515 kW (from 45 to 690 hp), stably at
1800 to 2100 rpm and peak torque as
high as 3200 Nm at 1300 rpm. Noise
compared to the current engine range
gets reduced by up to 3dB. Vibrations,
too, are under control – they’re still
being monitored in cooperation with
the OEMs selected to finalize the engine
setup. Also worth mentioning is
a reduction of over 45% in the number
of junction losses. Together with
other improvements, this contributes
to reducing fluid consumption and extending
maintenance intervals for oil
and fuel filters, to reach 1,000 hours
between one maintenance session and
the next. The gear train was moved
from front to rear. That’s where moments
of inertia and conventionally
noisy elements – that were dampedare
found. The high-pressure fuel
pump also contributed to noise reduction.
A legacy of the supplier (Bosch is
Perkins’ customary supplier) it feeds
the common-rail with a compression
ratio of 18:1 and fuel spraying nozzles
customized for Perkins. The variable
geometry turbine, too, is a novelty on
an industrial engine in this range for
the Anglo-American engine maker.
The blades work similarly to those
of a car engine turbine, yet they were
modified to work off-highway. We’re
talking about operation in dusty environments,
and the impact on the filtering
system is being examined by
technical experts. But that’s no absolute
novelty at worksites, so sure there
won’t be problems of any kind. Series
2600 meets Stage V, Tier 4 Final, China
Non-road IV, Korea Stage V and
Japan 2014 emission standards, and it
is compatible with 100% hydrotreated
vegetable oils, B100 distilled biodiesel
and up to B100 fatty acid methyl
esters (FAME) standard biodiesel. It
also supports the future development
of spark-ignited natural-gas and hydrogen
fuel capabilities. After the
Las Vegas presentation and prototype
stress testing the 12,9 l will be available
as of 2025 with the first units and
commercial production scheduled to
begin in 2026.
20
21

ICE
#FPTINDUSTRIAL #CURSOR16 #CASEIH
FPT INDUSTRIAL C16 TST
TWO
STAGE
TURBO
After almost 10 years,
the Cursor 16, Diesel
of the Year 2014, is
still making waves.
The C16 TST is the
two-stage-turbo
version of the 15.9
liter diesel engine by
FPT Industrial. During
the Farm Progress
Show in Decatur,
USA, it was shown at
the Case IH booth.
C16 TST fits the
Steiger 715 tractor
So we wrote in 2014: “The Cursor
16 is the Diesel of the Year
2014. Holding the title is the
single-stage supercharged version,
ready to equip the machines of
the CNH Industrial group.” In fact,
the 2014 DOTY comes before the
spin-off of the Iveco Group. In the
November 2014 issue we mentioned
the agricultural application on New
Holland’s CR10.90. Quoting DIE-
SEL International (November 2014
issue): “The result is the first class
10 combine in the world, which ranks
in the exclusive family of more than
650HP. The C16 features a fix turbo
with waste gate and ball bearings to
improve transient response. While
power density proved to be strategic
for the awarded engine, the FPT Industrial
engineering worked on materials,
molding head and compact
graphite cylinders, using steel made
cylinders. Compared to the 13-liter,
despite a 6-millimeter increase in
stroke (from 141 to 135 mm), its short
length configures it as a narrow engine,
perfect for front overhang of the
agricultural machinery.” The 2014
DOTY was waiting for its “bigger”
cousin. FPT R&D had hinted that a
version with a twin-stage turbo would
be forthcoming. And finally it happened,
at the Farm Progress Show,
that is being held in Decatur (Illinois,
USA) from 29 to 31 August 2023. As
a guest at the Case IH booth, FPT Industrial
presented the outcomes of the
partnership with Case IH. Their collaboration
has resulted in notable performance
enhancements for the new
Steiger 715 tractor. Compared to its
predecessor, the Steiger 645 powered
by the C13 TST engine, the Steiger
715 now boasts more than a 10% increase
in power and over 6% more
torque. This substantial boost in power
and torque is in direct response to
the evolving needs of Case IH Steiger
customers, who are increasingly pulling
wider implements at higher speeds
to enhance their productivity. To ensure
the enhanced performance demanded
by the new Steiger 715, several
enhancements have been made to
the C16 TST (the acronym stands for
Two Stage Turbo) engine. The combustion
chamber, which is EGR-free,
such as all the Cursor family members,
and NEF Series as well, has been
upgraded to accommodate increased
maximum pressure, reaching up to
220 bar. Furthermore, the combination
of intermediate cooling and high
torque availability guarantees rapid
load response. Additionally, the second-generation
Common Rail injection
system, capable of operating at
pressures up to 2,500 bar, contributes
to high engine efficiency and reduced
fluid consumption. Notably, there is
also a maintenance-free aftertreatment
system that eliminates the need
for a DPF. Coupled with 600-hour oil
service intervals, these features collectively
contribute to keeping the
operational costs of the machine low.
Engine power has been increased to
250 kW, a 9% increase in maximum
power and torque compared to the
previous model, and enabling the use
of larger implements or faster working
speeds for increased productivity.
Maximum cylinder pressure has been
increased to 180 bar (+20 bar) for
higher combustion efficiency, while
the improved design of the pistons,
water jacket and conrod bearings is
ideal for higher power operations, and
the high torque approach with VGT allows
for fast load response. The EGRfree
combustion maximizes power,
torque, transient responsiveness, and
fuel efficiency. The new high-capacity
filtration system delivers best-inclass
service intervals of up to 750
hours for maximum uptime, while
the maintenance-free after-treatment
system keeps running costs at a minimum
over the entire service life.
The C16 TST’s tour across the USA
continued at another Farm Progress
event, the 2023 Husker Harvest Days,
from 12 to 14 September, in Grand Island,
Nebraska.
22
23

OFF-HIGHWAY
#KUBOTA #AGRITECHNICA #MICROHYBRID
KUBOTA @ AGRITECHNICA
THE HYBRID
FAMILY IS
GROWING
Daniel Grant and Ko Shiozaki
told us at Conexpo: “In
our ICE strategy we are focusing
on an increasing efficiency,
adaptability of the fuel engines
solutions, we also have a fuel
solution, where we’re looking at promoting
technology to reduce carbon
footprint, like HVO, GTL or more
synthetic fuels. Our hybrid strategy
is complementing similar philosophy.”
A micro-hybrid solution had
already made its first appearance at
the Paris Intermat in 2018, and was
better made explicit at Bauma Munich
in 2019. A forklift truck flanked
a lithium-ion battery and converter
to the D1803CR-T, replacing the
V2403CR-T. A downsizing operation
and a significant reduction in CO 2
,
as well as NOx and PM. Kubota is
The enhancement of
Kubota’s micro-hybrid
offering is ongoing.
At Agritechnica from
Osaka they will bring
the V3307-CR-T P0
Micro Hybrid and
the D1803-CR-T P1
Hybrid. On display
also the Kubota 3.8L
Hydrogen Engine
continuing its specialization in micro-hybrid
at Agritechnica 2023: an
approach that respects application
footprints, promotes ICE reliability
and installs an electric fraction
capable of delivering torque, rise
and application versatility (e.g. indoor).
Summarizing, Kubota’s Hybrid
Technology is a system installed
with a 48-volt motor generator using
electric power only when intermittent
overloads need to be handled. A
motor-assist function is used to deliver
an extra, instantaneous 10 kW
of electrical boost power when needed
for occasional sudden loads enabling
operators to select an engine
with output to match the load range,
together with electric power to compensate
for infrequent intermittent
overloads. In Hanover we will be
able to touch one of the best-selling
engines. The 3.3-litre displacement,
4-cylinder, Kubota V3307-CR-T P0
Micro Hybrid has a rated power of
55.4 kW at 2600 rpm. As the P0 is the
same size as the comparable common
rail engine it is easy to install. It will
be also in display a compact D1803-
CR-T P1 Hybrid, which has an output
of 37 kW at 2700 rpm. The AC synchronous
motor generator is encased
in the flywheel housing keeping engine
size to a minimum and all necessary
components, such as motors
and 48 V lithium-ion batteries, are
supplied by Kubota. This means that
customer development resources can
be minimised. A belt drive mechanism
is not required thus increasing
robustness and ease of maintenance.
The 1.8L displacement P1 has a maximum
torque of 150.5 Nm at 1600
rpm. The P1 features a direct injection
combustion system and a common
rail fuel system. For the P0 the
micro-hybrid system is controlled by
the ECU and not by signals from the
vehicle. This is made possible by rewriting
the software in the existing
Electronic Control Unit of Kubota engines.
No additional ECU is required
for hybrid control. On the Kubota
stand there will also be room for the
3.8L Hydrogen Engine, based on the
spark-ignited type WG3800 engine.
It is configured for agricultural specification.
About hydrogen, Kubota is
cooperating with another Japanese
company, Denyo, in the development
of a hydrogen-powered generator set.
Again Daniel Grant, Manager Marketing
Intelligence for Kubota BU
Engine Europe, says: “Our new range
of hybrid and hydrogen engines are
a perfect example of achieving carbon
neutrality whilst, at the same
time, helping machine designers
and operators to benefit from both
reduced maintenance demands and
fuel consumption and also enhanced
installation ease and machine design
flexibility.” Focusing on the specific
application in the spotlight at Agritechnica,
tractors and agricultural
machinery, Grant points out that: “As
a comprehensive solutions provider
for agriculture, Kubota offers technical
back up and support at every
stage for the farming sector. This
ranges from developing agricultural
machinery and providing engine
choices that match day-to-day requirement.”
24
25

OEM
#VOLVOCE #CONSTRUCTION #ELECTRIFICATION
ELECTRIFICATION BY VOLVO CE
ANOTHER BRICK
IN THE
WALL
ELECTRIC WHEEL LOADERS IN SWEDEN
As part of its ambition towards industry transformation
through sustainable solutions, Volvo Construction
Equipment (Volvo CE) has announced an investment
into the production of electric wheel loaders from its
plant in Arvika, Sweden. The Arvika 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. Coming soon after
an announcement to invest in electric haulers from the
company’s production facility in Braås, Sweden, it is
also a signpost that Volvo CE is committed to achieving
more sustainable solutions for customers across all its
product lines – and is dedicated to driving that change
forward in the here and now. These announcements
are part of an investment strategy that allows Volvo
CE to advance electric solutions across its production
facilities, including also the Konz facility in Germany,
Belley in France and Changwon in South Korea, where
other electric machines are made.
The Volvo Group is dedicated to
electrification. Volvo Buses was
the first OEM to produce only
electric city buses. Volvo Penta
is strongly focused on the electrification
of marine applications. Volvo CE is on
the same page too, as seen at the GTSE.
We asked Lars Arnold, Product Manager,
Sustainable Power, and Ray Gallant,
Vice President, Sustainability and
Productivity Services, Volvo Construction
Equipment North America.
What is the full range of Volvo CE
electric machines?
Arnold: “Volvo CE currently offers six
models of compact electric excavators
and wheel loaders and one mid-size
electric excavator. The compact models
include the EC18 Electric, ECR18
Electric and EC25 Electric excavators;
the L20 Electric and L25 Electric
Volvo Construction
Equipment is setting
a complete panel of
electrified machinery.
Currently they offer
six models of compact
excavators and wheel
loaders and one
mid-size excavator.
Lars Arnold and Ray
Gallant told us about
Sweden’s vocation
for environmental
mitigation. Volvo Energy
will focus on battery
lifecycle and circularity
wheel loaders; and the DD25 Electric
asphalt compactor. Volvo also offers a
new 23-ton EC230 Electric excavator
— the first medium size, in-house-designed
excavator in the industry — already
available in Europe and delivering
soon to North America.”
There are currently no alternatives
to lithium-ion. Are there alternatives
to batteries?
Gallant: “At Volvo, we see the evolution
of sustainable power in heavy
construction equipment as a combination
of a number of technologies.
We need to realize that the approach
to electrification or sustainable power
in heavy equipment isn’t just a single
technical solution but a variety of different
solutions we’ll need to develop
and bring into play. Compact machines
lend themselves well to a sim-
ple battery-electric drive. At Volvo, we
put a 48V battery pack in our compact
machines that can store enough energy
for machines to do their duty cycle
during the day on a typical duty cycle
basis. We also have different chargers
available. Even if you get into the
heavier machines above 50 kW, up to
about 100-120 kW, we can still power
those using a battery pack. The only
difference is that the battery pack goes
up to a much higher voltage, 600V in
our case, so we can get faster recharge
times and the power we need out of it
with a reasonable weight/power balance.
Beyond that, once we get over
about 120-150 kW of power requirement
and longer duty cycles, we must
start looking at such technologies as
hydrogen fuel cells, hydrogen combustion,
or cable electric. The simple reason
is that the batteries are too heavy
to supply the kind of power we’re going
to need.”
Could you give us more in-depth details
of the mid-size electric excavator
on display?
Arnold: “The EC230 Electric is based
on the diesel-powered EC220E and
will deliver the same, if not better, performance
with the added benefits of
zero emissions and a low TCO. It’s expected
to achieve a 60-70% reduction
in energy running costs compared to
the EC220E. With the EC230 Electric,
operators will also benefit from more
responsive hydraulics. Operators report
that the EC230 has not only been
achieving a similar digging force as its
diesel equivalent but has been doing
so with an even faster cycle time and
much less noise. This 23-ton electric
excavator features a well-protected,
high-capacity electrical system. Waterproof
double-lock harness plugs are
used to secure corrosion-free connections,
and the main relays and solenoid
valves are shielded to prevent damage.
The hydraulic system combined with
the fully electronic control system has
been optimized to work in harmony
with the electric motors to reduce power
loss and improve controllability and
response time.
These key functions are included in
the system: Summation system: Combines
the flow of both hydraulic pumps
to ensure quick cycle times and high
productivity; Arm priority: Gives priority
to the arm operation for faster cycle
times in leveling and for increased
bucket filling when digging. Swing priority:
Gives priority to swing functions
26
27

OEM
#VOLVOENERGY #BATTERY #EXCAVATORS
VOLVO ENERGY
Volvo Group recently formed a new business area called Volvo
Energy, which will focus on battery lifecycle and circularity.
They are responsible for taking care of them in each step of
their lifecycle and making sure the batteries are performing
and recycled or remanufactured at the proper stage to recover
the very valuable and rare raw materials. For example, Volvo
Energy has a team involved in the development of charging and
infrastructure solutions to help expand charging locations. They
also have a team dedicated to monitoring and reporting on the
state of charge (SoC) and state of health (SoH) of the batteries
to determine how they’re performing and when they might
need to be replaced — and if they do need to be replaced,
where they go next. These two groups are focused on a
battery’s “first life.” During a battery’s first life, Volvo’s intelligent
battery management system protects the battery from
excessive degradation. These systems ensure an optimal SOC,
prevent extreme temperatures and optimize charging cycles.
They continuously collect data and analyse it to further improve
the battery’s performance throughout its life. This work helps
EV owners and operators get optimal performance.
Auto electric motor shut down: if an operator stops running the machine,
the electric motor turns off after a defined period of time. The operator can
select times anywhere between 3 and 20 seconds. And to get working again,
the electric motor turns on instantly and provides instant power as soon as
the controls are moved.
customers can expect 4-5 hours of active
operating time on one charge, and
charging with a high-powered DC fast
charger over lunch will allow it to run
a little longer in the afternoon.”
What are the machines’ most heavy
operations in terms of power requirements
for an e-excavator: translation,
load peaks, frequent bucket lifting?
Arnold: “The Volvo compact excavator
models are fitted with lithium-ion
batteries and one electric motor that
replaces the diesel engine to power
the hydraulics to move the machines
and attachments. The batteries store
enough electric energy to power the
machines for a typical duty cycle in
their most common applications, such
as landscaping and utility work. If
you’re looking for details on electric
wheel loaders, Volvo compact elecing
times we recommend a 240-volt
outlet utilizing an SAE J1772 charging
adapter, or J plug. This is the same
setup used for charging electric cars.
Runtime typically depends on the machine
— between four to six hours for
the L20, L25, ECR25 and DD25 and
six to eight hours on the ECR18 and
EC18. We give a range because these
machines can run very hard, or they
can operate in light applications. How
hard they’re used will impact how long
a full charge of the traction batteries
will last. Remember, electric machines
shut off automatically when not in use,
so they don’t rack up idle hours like a
diesel machine that needs to keep fuel
and fluids moving. Estimated hour usage
for electric machines is typically
much lower than for comparable diesel
models. For the EC230 Electric,
for faster simultaneous operations; Regeneration
system: Prevents cavitation
and provides flow to other movements
during simultaneous operations for
maximum productivity; Power boost:
Increases all digging and lifting forces.
How does the transmission of power
take place, what charging times,
what autonomy?
Arnold: “Using the Volvo EC230 Electric
excavator as an example, each track
is powered by an automatic two-speed
shift travel motor. The track brakes are
multi-disc, spring-applied and hydraulic
released. The swing system uses axial
piston motors, driving a planetary
gearbox for maximized torque. Operators
can charge Volvo compact electric
construction equipment on the same
120-volt outlets found in homes and
other buildings, but for optimal charg-
tric wheel loaders also use lithium-ion
batteries, allowing similar operation
in the machines’ regular applications,
including light infrastructure work,
landscaping and agriculture. Both
loader models incorporate two dedicated
electric motors: one for the
drivetrain and one for the hydraulics.
Decoupling the subsystems has led to
higher efficiency in both the systems
and the entire machine. The EC230
Electric can handle the same applications
as its diesel counterpart, including
extraction, earthmoving and
grading for site preparation, as well as
waste and scrap handling. The main
thing to remember is that it shuts off
rather than idling, which saves power
and means it can be used for 4-5 hours
before needing to be topped off.”
Could you comment on the similarities
and differences in the application
of the electric mini-excavator
and its equivalent with an ICE?
Arnold: “When it comes to power and
performance, Volvo compact electric
excavator and wheel loader specifications
are nearly identical to their
diesel counterparts. For example, we
can look at two of Volvo’s most popular
models: the ECR25 Electric excavator
and L25 Electric wheel loader.
Almost line for line, every diesel model
spec applies to these electric models.
The ECR25 Electric excavator has
a digging depth of 9 ft, 1 in (2.76 m)
and a breakout force of 5,020 lbf (22.3
kN). The L25 Electric wheel loader
has a full-turn tipping load of 3.7 tons
(3.35 metric tons), a dump height of
8.2 ft (2.5 m) and a 2.2-ton (2-metric
ton) payload fork load capacity. The
few exceptions are a slight increase in
continuous motor power and a marginally
higher operating weight for the
ECR25 electric excavator. And the L25
electric wheel loader also has a marginally
higher operating weight and
a higher static tipping load compared
to the diesel model. A final difference
between the L25 electric wheel loader
models is that in North America, we’re
not initially offering a high-speed version
of the electric loader to better
maintain the battery during a full workday.
The maximum speed of the electric
L25 wheel loader is set at 10 mph (16
kph). The good news is that for most
applications, high speed isn’t required.
It’s mainly necessary for applications
where an operator needs to drive from
jobsite to jobsite without hauling the
machine.”
28
29

OFF-HIGHWAY
#MANENGINES #MANBUSANDTRUCK
ALTERNATIVES BY MAN ENGINES
A
SUSTAINABLE
PARADIGM
MAN Engines has all the tools
to apply its paradigm to the
energy transition. Where
the Diesel cycle engine was
born, methane gas fuelling for stationary
applications was pioneered.
When talking about biogas CHP in
the background, one can’t ignore the
roar of the Lion. MAN is intimately
multitasking, targeting marine, PG
and off-highway applications, with
R&D support for truck&bus, as imprinted
in its name. Electrification
is the way to go: let us mention the
eTruck, as an example. According
to MAN Truck & Bus there are
more than 500 order requests for the
electric Lion suitable for long-distance
transport. In mid-September,
the 1000 th MAN Lion’s City E rolled
off the production line at the MAN
“Our goal is to
transform our portfolio
so that we offer our
customers solutions in
AG and CE technology,
for watercraft and
in PG that do not
release CO 2
locally.
Our ambition is to
use our products and
services to simplify the
business of large and
small OEMs towards
decarbonisation,” says
Mikael Lindner, Head
of MAN Engines
plant in Starachowice, Poland. “MAN
is accelerating its transformation
and taking big steps towards emission-free
drives. The focus at MAN
Truck & Bus and the Traton Group
is clearly on battery-electric drives,”
says Alexander Vlaskamp, Chairman
of the Executive Board of MAN
Truck & Bus SE. “Recently, however,
we have also stepped up our
R&D efforts in the hydrogen sector
and built a truck prototype with a
hydrogen-based combustion engine
for future niche applications and for
off-road propulsion, for example, or
at sea,” says Vlaskamp. For the batteries
of the electric vehicles, almost
100 million euros will be invested in
this important future technology at
the MAN plant in Nuremberg, among
other places. In the medium and long
term, diesel and gas engines will not
only be pure battery packs, but also
the appropriate software in addition
to the hardware. Proving its strong
commitment to ICE, MAN invests
in its hydrogen interpretation. Such
Vlaskamp anticipated, a truck prototype
has therefore already been
equipped with a hydrogen combustion
engine. It has been in testing since the
end of 2021. At the heart of the demo
truck is a 16.8L hydrogen engine with
approximately 500 hp and 2500 Nm
based on the diesel engine kit. For
the off-road sector, MAN Engines
presented the prototype of a possible
hydrogen combustion engine for the
snow groomer PistenBully 800 from
Kässbohrer. MAN Engines has been
testing also a H3268 stationary combustion
engine (BxS 132x157 mm)
powered by hydrogen on the test
bench since the beginning of May
2023. Since mid-2021, stationary gas
engines of the MAN E3262 LE202
(turbocharged lean-burn engine) and
MAN E3262 E302 (naturally aspirated
lambda-1) types have been designed
by MAN Engines for the admixture
of up to 20% hydrogen (H2)
by volume when operated with natural
gas. With an admixture of 20%
hydrogen by volume, the Lambda-1
engine E3262 E302 achieves CO 2
savings of 5.7% and an HC reduction
of 23.0%. The turbocharged lean-burn
engine E3262 LE202 achieves CO 2
savings of 11.2% and a HC reduction
of 17.4%. In addition, an increase in
efficiency of 1.2% means that a particular
efficiency metric or parameter
has really improved by 1.2%. In June
2022, MAN Engines had already approved
all marine engines from its
current product portfolio for use with
regenerative diesel in accordance
with the EN15940 standard in Europe
and the US specification ASTM D975
of the American Society for Testing
and Materials (ASTM). All engines
from the off-road sector (agricultural
machinery, railway, construction and
industrial applications) recently followed
in May 2023. The combustion
of renewable diesel emits approximately
30% less particulate matter and
roughly 10% less nitrogen oxides.
Moving “into the water”, the partnership
with CMB.Tech generated the
first hydrogen dual-fuel engine. The
MAN Smart Hybrid Experience was
presented for the first time in 2021 for
yacht applications.
30
31

HYDROGEN
#BOSCH #FUELCELL #ICE #NIKOLA
BOSCH. FUEL CELL
HYDROGEN
AGE OF
MOBILITY
Bosch started volume
production of fuel cell
power module at its
Stuttgart-Feuerbach
plant. Nikola Motor
Corporation, based in
the United States, will
be the pilot customer
for Bosch’s technology,
opting for it in their
Class 8 hydrogen fuel
cell electric trucks, set
to debut in the North
American market in the
third quarter of 2023
We don’t know if the proclamation
of hydrogen as the
vector of the transition is
forthcoming. It certainly
makes one think that Bosch has massively
entered this business. The German
company plans to invest nearly
2.5 billion euros between 2021 and
2026 in the development and manufacturing
of hydrogen technologies,
which is one billion euros more than
initially planned for the 2021-2024 period.
By 2030, Bosch plans to generate
sales of roughly 5 billion euros with
hydrogen technology. This investment
holds substantial business opportunities
and job creation potential. Currently,
over 3,000 Bosch employees
are engaged in hydrogen technology
work, with more than half in Europe.
Most job openings can be filled internally,
particularly by those with experience
in Bosch’s powertrain business.
The success of Bosch’s hydrogen
business is contingent on the political
climate. The Bosch chairman emphasizes
the need for Europe to catch up
with other regions, such as the United
States, and outlines four demands for
policymakers: accelerating hydrogen
production in the EU, establishing
global supply chains, integrating hydrogen
into all sectors of the economy,
and swiftly creating hydrogen
distribution infrastructure in Europe.
“Bosch is one of the very few companies
that are capable of mass-producing
technology as complex as fuel-cell
stacks. We don’t just have the required
systems expertise, but also the capability
of quickly scaling up new developments
to mass production,” said
Markus Heyn, member of the Bosch
board of management and chairman of
Bosch Mobility. Bosch is relying on a
global manufacturing network and the
prowess of its German locations. For
example, the Bosch plant in Bamberg,
Germany, will supply the Feuerbach
factory with the fuel-cell stack. And
important system components such
as the electric air compressor and the
recirculation blower come from the
Bosch plant in Homburg, Germany.
Production of the fuel-cell power module
is not only starting in Feuerbach,
but also in Chongqing, China. The
components it requires will come from
the Wuxi plant. “Bosch is the first company
to produce these systems in both
China and Germany,” noticed Stefan
Hartung, the chairman of the board of
management of Robert Bosch. In addition,
Bosch is also planning to manufacture
stacks for mobile applications
in its U.S. plant in Anderson, South
Carolina. Worldwide, the company
expects that, by 2030, one in five new
trucks weighing six tons or more will
feature a fuel-cell powertrain.
In early 2023, Bosch initiated the
construction of prototypes for proton
exchange membrane electrolysis, a
technology that reverses the energy
conversion process used in mobile
fuel cells. Bosch plans to introduce
1.25-megawatt prototypes for pilot
applications and aims to commence
mass production in 2025. Bosch
is exploring various applications for
hydrogen, including stationary solidoxide
fuel cells for distributed power
and heat supply. In a pilot project at
a hospital in Erkelenz, near Cologne,
Germany, Bosch aims to achieve 90
percent overall efficiency using this
technology, initially running on natural
gas but with the potential for
conversion to green hydrogen. Additionally,
aside from fuel-cell powertrains,
Bosch is actively developing
hydrogen engines, including systems
for both port and direct injection of
hydrogen. “A hydrogen engine can do
everything a diesel engine does, but
on top of that, it is carbon neutral. It
also allows a fast and cost-effective
entry into hydrogen-based mobility,”
Heyn said. One significant advantage
of the hydrogen technology being
developed is that more than 90% of
the required components, systems
and technologies already exist. The
H2 engine is expected to be launched
starting in 2024.
32
33

MARINE
#BLUENAV #EMOTION #FINX #VOLVOPENTA
CANNES YACHTING FESTIVAL
MAKE ROOM
FOR
NEW THINGS
A SUCCESSFUL EDITION
The Cannes Yachting Festival ended on Sunday 17 September
after 6 exceptional days. In the idyllic setting of the French
Riviera, the major international shipyards presented 705 boats
(motor, sailing, monohull or multihull) from 5 to 50 metres,
of which 130 were world premieres. Next to them were the
latest equipment and accessories while service companies
(architects/designers, interior design companies, institutions,
marinas, etc.) exhibited on the external docks and in the heart
of the Palais des Festivals. The 55,000 visitors who arrived at
the Vieux Port and Porto Canto discovered, both in water and
on land, numerous innovations serving the development of the
maritime economy and the protection of maritime space.
The research
and development
divisions of the
manufacturers, the
engine anufacturers
and many startups
are constantly
experimenting
with new means of
propulsion to combine
pleasure of navigation
with respect for nature.
And in the meantime
the nautical market
continues to boom...
In the configuration of the 2024
show, we will transfer the reception
areas from the Vieux Port to the Port
Canto. This will allow us to maintain
the same number of exhibitors and
boats present this year,” explains Sylvie
Ernoult, director of the Cannes Yachting
Festival. Therefore, next year, the
show will extend even further to the Port
Canto, which will welcome two segments
coming from the Vieux Port: the
first segment, reserved for mega yachts,
has on the ground 1,500 m² of stands
and 500 m² of space in front of the boats
for shipyards and engine manufacturers,
while in the water there are around
fifteen units from 30 to 50 meters; the
second segment, dedicated to a hundred
units from 8 meters upwards, has 1,300
m² of stands and 400 m² of space in front
of the boats. What emerged from visiting
the stands is that the research and development
divisions of manufacturers,
engine engineers and new start-ups are
constantly experimenting with propulsion
systems to combine the pleasure of
sailing with respect for the environment.
For those who prefer the conventional
shaft line, we are speaking about designing
propellers and/or engines to reduce
energy consumption, anti-particulate
filter-scrubber solutions, rotorsail or
turbosail (concepts based on a rotating
cylinder that exploits the Magnus effect
to increase the load-bearing propulsive
power of the vessel’s sail), direct injection
of hydrogen or other mixtures with
a view to a 20% reduction in emissions,
100% electric or thermoelectric hybrid
propulsion, LNG or bioLNG (20% reduction
in CO 2
), e-fuel etc.
Among the protagonists of this edition
there is BlueNav, a French engine manufacturer
for electric and hybrid boats.
It presented the BlueSpin electric motor,
which is available in three models,
retractable, revolving and compact. It
can be installed without any structural
modification, and makes it possible to
switch from thermal to electric mode in
a few seconds. Speaking of zero-emission
hybrid systems, e-Motion, a company
from La Spezia specializing in
hybrid technology, offers the possibility
of switching to diesel-electric navigation
by simply pushing a button, with
advantages in terms of reducing fuel
consumption up to to 30% and rapid
battery charging, with 90% charge in
just 35 minutes. Then, there are those
who are convinced that to preserve nature
we must draw inspiration from it,
like the Parisian start-up FinX, which
creates finned engines for boats without
propellers inspired by swimming fish.
Fin5, the world’s first finned propellerless
engine, is intended for small boats
and sailboats up to 3 tons.
The Jeanneau NC 37 manufactured
by Beneteau is equipped with a Volvo
Penta twin D4-320 DPI Aquamatic hybrid-electric
concept and cutting-edge
technology, which includes the Volvo
Penta joystick docking system and dynamic
positioning system, which have
been adapted to operate in electric
mode. This test boat also features improved
handling, a hydraulic clutch for
quiet gear changes at low rpm and improved
control thanks to precise joystick
functionality.
The Cannes Yachting Festival 2023 partners
include Yamaha, which presents
its new 450-horsepower XTO engine,
and Mercury, which is expanding into
the electric outboard motor market with
the Avator series, equipped with a crossflow
motor that generates high torque
with little effort. And again, suitable for
those who want to sail using electricity,
RIM Drive motors have only one rotating
part and can be used on any type of
boat. The motors magnetically transmit
their motion to propellers. With a stylish,
durable and functional design, they
are waterproof, easy to install and manoeuvre
in ports as well as not susceptible
to debris.
Icon, the electric hydrofoil capable of
reaching a speed of 30 knots, was born
thanks to the partnership between BMW
and the Tyde shipyard. It is powered by
two 100 kW electric motors, combined
with six 240 kWh batteries from the
BMW i3. With this configuration, the
34
35

MARINE
#FPTINDUSTRIAL #MASERATI #EPOWERTRAIN
#WHISPERYACHTS #ROLLSROYCE #MANENGINES #SAIM #ZF
SAIM MARINE, A LOT IS COOKING
Marco Donà, CFO of SAIM, after having illustrated some news
on the SAIM stand, adds: “After many years of collaboration
with Maxwell, a manufacturer of capstans and anchor
winches that wanted to sell directly on the Italian market,
we came into contact with Data Hidrolik, and we signed a
distribution agreement for the complete range that reaches
up to 42 mm of chain (for mega-yachts over 70 m)”.
The Anchor Guardian prototype was also at the stand.
SAIM is launching it on the market and it will go into
production at the end of the year. It is a device for proactively
monitoring the anchor, using sensors. “After three years of
developing the technology”, explains Mr Donà, “the result is
a reliable and efficient product that constantly collects all the
data on the anchor, sending alarms if necessary. The product
is still evolving, but the first to be launched will be a model
suitable for megayachts, therefore from 24 to 70 meters”.
Opposite. Nicola Camuffo, Head of the mtu Yacht Competence
Center in La Spezia, Denise Kurtulus, Vice President Global
Marine at RRPS, and Massimo Minnella, founder of Team
Italia. In this page, the V8 yacht engine with SCR presented by
MAN Engines and the QS Seamaster range in the SAIM booth.
ator (optional 2 x 25 kW). “The idea
came about ten years ago”, explains Mr
Marchal, “we were thinking of a tender
for a mega-yacht, but the technology
was not yet mature. We continued to
think about this concept and the best
solution to use this clean electric motor
seemed to be the catamaran, because
it offers a lot of space for solar panels
and less water resistance. Being on
good terms with the catamaran designer
Berret-Racoupeau, we developed this
project because we understood the importance
of sustainability in this sector
too. We support slow sailing”.
During the traditional press conference
in Cannes, Rolls-Royce Power Systems,
in line with the “from command
bridge to propeller” strategy for marine
applications, presented its expanded
portfolio. This includes new command
boat has a 50 miles range and a cruising
speed of 24 knots. To increase its
autonomy, comfort and speed, the Icon
is equipped with foils that reduce energy
needs by up to 80% compared to a conventional
hull.
We had a chat with Guy Marchal,
president of Whisper Yachts, the line
of boats launched by the French company
Symphony Marine. The brand
offers boats that use exclusively solar-electric
propulsion. The propulsion
system is powered by Torqeedo, which
uses BMW batteries. It consists of two
electric motors connected to shaft lines
and propellers. The electric motors are
powered by 200 kWh BMW batteries.
The batteries are charged from 3 sources:
solar panels (30 m 2 ) for a total of 6
kWp, connection to the shore power
grid (13.2 kW), 25 kW backup generbridge
and automation solutions from
specialist Team Italia Marine, which
was acquired by Rolls-Royce in July
2023. Nicola Camuffo, head of the
mtu Yacht Competence Center in La
Spezia, explains: “In a world where the
complexity of on-board systems increases
due to different customer needs and
new regulations, with hybrid and electric
propulsion systems, exhaust gas after-treatment
systems, alternative fuels,
etc., our integrated command bridge
is a perfect infrastructure, providing
a single point of access to all information
in a structured and efficient way. In
the future, the same infrastructure will
host autonomous functions, equipment
health management (ship monitoring
systems) from the mtu NautIQ portfolio
and other data-driven functions”.
Based on a new partnership with
ZF, the product line will also include
high-efficiency pod drives. To this end,
Rolls-Royce will offer propulsion systems
based on ZF’s Pod 4600 and mtu
2000 Series engines in the power range
up to 1,250 kilowatts (1,700 horsepower).
For leisure applications, the mtu
2000 and 4000 Series engines are now
available for operation on hydrogenated
diesel. Yacht engines are also available
with exhaust aftertreatment systems for
IMO III regulated areas.
Denise Kurtulus, VP Global Marine
at Rrps, explained: “We see HVO as an
effective solution because the fuel is already
available. Going forward, we believe
e-methanol is the most promising
marine fuel. With ‘green’ methanol from
renewable energy, operation of the yacht
with zero CO 2
emissions is possible.
Furthermore, harmful emissions such
as NOx and PM can be significantly reduced.
Compared to other sustainable
fuels, hydrogen, methane and ammonia,
methanol has the highest energy density,
taking into account the tank system”.
MAN Engines presented the V8 with
modular ATS at Cannes. With a view
to expanding the engine portfolio for
yachts and sport fishing boats compliant
with IMO Tier III, in addition to the
V12 engines with SCR, the V8 from
735 to 956 kW (from 1,000 to 1,300
hp) with aftertreatment is also available.
Like previous series, without Scr, all
marine engines with catalytic converters
are approved for use with regenerative
diesel or HVO. Customers can use
it to replace – or blend – conventional
diesel fuel and use MAN engines with
so-called green or renewable diesel.
SAIM Marine is present in Cannes
with its entire range and some updates,
such as the addition of hydraulic propellers
with greater capacity and power
upgrades for the generator sets. “We are
working at full speed”, says Massimo
Donà, president and CEO, “to be able
to bring the demo of our IoT system to
Genoa. This will connect all our products
in a single monitoring system. We
are also working on introducing new
products, which we will talk about in
due course. The market is holding up
well, an adjustment is expected from
spring-summer 2024, but not a decline.
The refit market is also very lively at the
moment, also because many new products
are tested first on refits rather than
on original equipment”. The Exilator, an
exhaust gas treatment system for generators,
is on display at the stand. It retains
carbon black and reduces noise.
36
37

MARINE
#JOHNDEERE #HYUNDAI #LOMBARDINIMARINE #MTU #OXE #PUNCH #VM
GENOA BOAT SHOW
A SPEARHEAD
INDUSTRY
Left, the Hyundai DX22 launched in 2021 is now enthusiastically
opening up to marine use. Above, one of the two powerful Bukh
V8s, engineered by Punch Torino, which equip the Heritage
9.9 US by Castagnola Yacht.
Over a thousand
boats on display and
a 7-billion-euro annual
turnover; these are
some figures for the
Italian boating industry
– a sector where fine
design, technology
and sustainability
come together, which
includes driving many
supplier firms into the
energy transition
This year’s edition of the
Genoa Boat Show – held from
21 to 26 September – once
again proved how valuable
the boating industry is for the Italian
economy; as well as its role in
driving businesses to embrace the
energy transition. This industry today
truly represents the very best of
Made in Italy. With a 7-billion-euro
turnover in 2022 Italy also ranked
first among the sector’s global exporters.
This edition of the show saw
quite a few novelties, but it became
clear that what’s most important for
companies is not new products, but
being there. As rightly pointed out
by Gianluca Bononi – deputy head
of the marine business unit of Rolls-
Royce Power Systems – the novelties
we saw there were the same presented
a few days earlier in Cannes,
and yet “Genoa is an important exhibition
for the Italian boatbuilding
market. This is the place where we
meet our leisure boating and naval
vessel customers, and get an opportunity
to have a talk with them”.
Among the new engines making a
fine show at the Socoges booth is the
new DX22, now branded as Hyundai
alone. Launched in 2021 by the
then Hyundai Doosan Infracore to
enlarge the DX family, the new 22
L, 12 cylinder electronically controlled
diesel engine designed for
power generation now enthusiastically
opens up to marine applications.
Power ratings range from 596
to 846 kW if used as main engine vs
the 553 to 664 kW as an auxiliary
unit.
These days’ news includes the agreement
between Bimotor and Scania
for the distribution of marine engines
on the Italian market. Which
is testified to by the bulky presence
of Scania’s Next Generation DC13
- Diesel of the Year 2023 at the Bimotor
booth. And confirmed by Rinaldo
Marengo, Bimotor Sales &
Purchasing General Manager: “To
us this agreement is a nice opportunity
to expand the onboard genset
range upwards – we can now provide
them to our customers with full
certifications, which we could not
do in the past. Taking this step, we
can say we’re no longer just distributors,
but solution providers”.
Ettore Brunero, Head of MEA and
Southeast Asia, adds: “After completing
the conventional FPT Industrial
range downwards with Raywin,
we now moved upwards not only by
focusing on engines for propulsion
but especially with onboard power
generation, where we see new marketing
opportunities and we believe
we can be of use to the market”.
In Genoa, Rama Marine introduced
a few big novelties for their leading
brands; in particular, the new Stage
V technology applied to John Deere
engines currently available on the
models 6135AFM85 (272 to 429 kW
– 365 to 575 hp) and 6135SFM85
(from 317 to 559 kW – from 425
to750 hp); they’re both 13.5 L that
can be used for navigating in inland
waters. As for Lombardini Marine,
Rama presented the new Sail-Drive
additions based on the technology
from the Reggio Emilia based com-
pany belonging to Kohler. The power
range goes from 40.8 to 50.6 hp
and 30 to 37 kW.
Another increasingly important
player in the marine arena is Punch
Torino showcasing their stunning
Heritage 9.9 US, stemming from the
partnership with Castagnola Yacht,
featuring two powerful 500 hp engines
V8 Bukh, engineered by the
Turin-based firm that also took care
of integrating electronics into the
boat.
Like icing on the cake, the latest big
news for the Turinese company is
the disclosure in Genoa of their partnership
with Oxe Marine to develop
outboard diesel engines, which
was made possible by the wealth of
experience gained working in automotive
engineering.
38
39

EVENTS
#BOSCHREXROTH #POWERON #ELECTRIFICATION #EASYTOUSE
BOSCH REXROTH
POWER
ON
QUERETARO, MEXICO
The one in Querétaro, Mexico, is a plant that will support
manufacturing for North American market, shortening
delivery schedules, and may also unburden the European
supply chain. Bosch Rexroth’s 42,000-square-meter
plant in Querétaro is focused on the manufacturing of
hydraulic pumps, motors, and valves primarily for mobile
machinery applications, including excavators, forklifts,
and tractors. This manufacturing operation commenced
in June 2023. In addition to the current production,
the company is preparing to expand its manufacturing
capabilities to include hydraulic components and products
related to linear motion technology. The future plans for
this facility involve the production of various other products
that will cater to both mobile machinery and linear motion
technology applications. For mobile machinery, Bosch
Rexroth intends to manufacture products such as
transmission units and radial piston motors. “With our
growing production capacity in this region, we can react
even faster than before to customer requirements and
meet the growing demand for components and solutions,
in particular for agricultural and construction machinery
and OEM machine builders in North America,” said
Christoph Kleu, Senior Vice President Finance and
Administration of Bosch Rexroth in North America.
P
owerOn was more than a “customer
oriented” happening.
Bosch Rexroth put the demos
to the test right before OEMs.
Matthias Goebel, General Manager for
the Southern Europe region, said: “We
have to develop systems in such a way
that competences can be transferred to
OEMs and end users so that they can
use those systems easily, with no need
for operators to get specialist training.
That’s the ‘easy to use’ approach.”
What’s the purpose of PowerOn, with
such a close connection to Oems? “First
of all, our message is about disseminating
those technologies that may make
designing easier for OEMs. There are
three key points: sustainability – applied
to more efficient units that comply
to the strictest standards; the transition
towards electrification; and lastly, the
PowerOn is the
event that allowed
OEMs to see with
their own eyes
Bosch Rexroth’s
technology
upgrades. We
focused on the
e-Lion series. A
telehandler demo
developped in house
showed in the field
the benefits of the
electrical system and
its real performances
assessment of the relevant missing talents.
As their partner, we can provide
OEMs with a sub-system that they can
incorporate into their unit’s system without
having to invest additional resources.
After all, the Bosch Rexroth product
is easily implemented and allow fitters
to stand apart from others and implant
their own machine philosophy into that
very individual product. The third point
is about making devices simpler so that
machine functions can operate perfectly
including when handled by unexperienced
operators.” Our focus is on the
solutions for electrification. The e-Lion
series ranks products designed for the
high-voltage off-highway market, that
is from 270 to 800 Volt full DC bus. The
smallest motor on display at the booth
showcasing product families is EMS1-
10, combined with two gear pumps. Size
goes up with the EMS1-13: the number
(10 or 13 indicates motor radius) at active
parts. Rexroth also takes care of
manufacturing wiring, including the cables
transferring the speed, position and
temperature signal from the motor to
the inverter. The gearbox central drive
transmits motion to the axle and is fit for
input speeds as high as 16 thousand rpm.
It is of the high-end type, with integrated
recirculation pump and heat exchanger.
Oil is cooled with water-glycol, and so
are the motor and inverter. Power rating
is 50 kW for class 1; class 2 goes up to
100 kW. The inverter’s safety functions
can comply up to level D of Agricultural
Performance requirements, as per ISO
31840 and ISO 25119 standards (motor
speed monitoring, torque, voltage on
DC bus). A further safety measure included
in the inverter is the incorporated
DCDC converter for self-supply when
the low-voltage line is not working due
to any kind of failure. Also on display
was a power class 3 inverter designed
for power ratings up to 200 kW. The
DCDC converter works two ways, making
a 700V to 12V or 24V connection
but also the other way round from12V
or 24V to 700V, allowing for a preload
of the DC bus line. Now from theory
to practice. The demo is a telehandler
developed in house. Hydrostatic traction
drive was replaced by an electric
motor, controlled by its own inverter.
The benefits can be seen in acceleration,
dynamics and available power management.
According to the engineering department,
performance can be improved
by 20% as compared to diesel. Due to
the inverter, even uphill, during forks
loading and other operations involving
precision, the unit can work at low revs.
The measured reduction in noise level is
14 dBA. A two-speed reducer for up to
12000 rpm was developed.
The system is fitted with battery charger
in both the European 22 kW 3-phase
as well as the American 19 kW single-phase
versions. Since it is modular,
it allows to recharge up to 88 kW. We
monitored downhill braking for battery
recharge. Based on the electrical architecture,
the pump is no longer in charge
of hydraulic functions such as lifting
and lowering the telescopic arm, with
tangible energy savings or more power
availability for other synchronous
movements. Electronic load compensation
is actuated to ensure stability. One
single software control for the electric
motor and the pump can identify the
best synchronization points.
40
41

THINK PINK
#VOLVOPENTA #GENDERGAP #SWEDEN #SOUTHEUROPE #MOBILEAPPLICATIONS #PG
ILENIA PROCICCHIANI
A POLYGLOTE
FOR SOUTH
EUROPE
Heléne Mellquist, President of Volvo Penta: “I feel extremely
inspired to continue to develop this part of the Volvo Group
together with the team at Volvo Penta. With the strong product
portfolio Volvo Penta has in both the industrial and marine
segments, I am taking on this task with great expectations and
eagerness.” (10 June 2020)
She is young, woman, Italian.
And she is a manager. Ilenia
Procicchiani is the Volvo Penta
Industrial Sales Manager for
South Europe. We thought of her as an
epitome of “thinking in pink”.
Ilenia, after 13 years at Volvo Penta
do you still perceive the differences
between the Swedish and the Italian
approach to work?
“Swedish culture doesn’t like conflict,
whereas, coming from an Italian background,
we notoriously don’t mind it!
In Sweden, a culture of compromise
where a consensus is sought is preferable.
I find it much easier to work in
this type of environment. We all want
to succeed. Italians are very creative
when it comes to problem solving. In
meetings and discussions, the Swedes
tend to be more reserved initially.
They study and listen, and then share.
Whereas Italians reveal their personality
straight away! But at Volvo Penta
I feel that everyone is open – we are a
global company present in 130 countries
and have people and contributions
from lots of different nationalities
and cultures. Everyone is able to share
their views and contribute to getting
the best result for our customers.”
How did your experience at Volvo
Penta reflect the company’s culture
and provision of opportunities?
“When I became manager in the aftermarket
role, I was on parental leave.
In some other working cultures, such
as in Italy, it’s a little bit more limiting
when you have young children. In
Sweden they really care about, and
take care of, people. I think my promotion
at this time gives you a flavour
of our company culture at Volvo Penta
and the provision of opportunities here
– if you deserve it then you can get it,
regardless of timings. I’ve always felt
supported by the company, and by my
manager, to grow and develop. If the
company believes you have talent, you
will be supported. I have never felt any
limitations, and this is something that
is really important to me.”
In your area, what differences do
you perceive in your male interlocutors?
“In Southern Europe, we are all similar.
In Italy, France and Spain meetings
are very direct. People don’t mind
giving you feedback. They’re very
transparent, albeit in a polite way. I
guess something that affects society in
general is that sometimes women are
still treated less seriously than men
in similar positions. However, having
said that, I think it depends on the
company – our culture at Volvo Penta
is completely different to this.”
What does being a woman, a manager
and a mother mean to you?
“It’s not about being a mother, it’s
about being a parent. It doesn’t matter
if it’s a mother or father, being a
parent helps you become a better manager.
It makes you reflect and realize
people have different needs. You need
to listen, understand, and ensure that
people are feeling comfortable in the
workplace to perform to their maximum.
As you are the example at home
to your children, you are the example
at work to your team and colleagues.
As a parent, you tend to be the best of
yourself. You need to facilitate your
team and make sure that they give
their best to ensure that the company
provides additional value to its customers
that competitors do not. Volvo
Penta has a clear objective to increase
opportunities for women. It’s leading
by example and has become a diversity
flagship. Diversity, for me, is the
best way to obtain the best people in
the industry. By choosing from everyone,
as opposed to a select group, you
statistically have a better chance of
getting the best person for the job. We
don’t just focus on one area or recruit
from one background. In Italy, for example,
I have a female application
engineer in my team who I’m really
proud of. She has brought a different
perspective to the team and is one of
the best people in the industry.”
Procicchiani ends her arguments:
“Heléne Mellquist has been the President
of Volvo Penta since 2020. Having
a woman in this position of leadership
brings visibility to the company
and industry in general – showing
other women that they can do this too.
We have roles in a number of different
areas that are not strictly related
to specific products or to engines, such
as electrification and alternative fuels.
As we continue to expand into sustainable
power solutions with our net-zero
ambitions, we are starting to position
ourselves as a solutions and services
company that will be known for far
more than bringing superior engines
to the table, and consequently create
more opportunities that are attractive
to more diverse groups. Volvo Penta
has an inclusive culture, and we are
promoting the company to attract different
talents.”
42
43

SUSTAINABLE TECHNO
#INTERACTANALYSIS #BOSCH # CUMMINS #DAIMLER #PACCAR #FORSEE
A COMPONENTS OVERVIEW BY INTERACT ANALYSIS
BOSCH 800 VOLT TECHNOLOGY
We report a brief summary of
a study by Shirly Zhu, from
Interact Analysis, entitled
“What does the global competitive
landscape look like for mobile
geared products?”. The global market
for mobile geared products grew slightly
(0.6%) to $11.2 billion last year, driven
by the EMEA and Americas regions, and
is expected to register a compound annual
growth rate (CAGR) of 1.5% between
2021 and 2027. Affected by the stagnant
off-highway vehicle market in China, the
global market for geared products used
in mobile applications was estimated to
grow marginally by 0.6% to $11.2 billion
in 2022, while total unit shipments
registered a slight decrease of 2.5% to
44
MOBILE GEARED
MARKET
8.0 million units in 2022. Furthermore,
the market is expected to grow at a 1.5%
revenue CAGR during 2021 to 2027 to
$12.2 billion in 2027, with unit shipments
up by 3.1% annually to 9.9 million
units. From a regional market perspective,
EMEA is anticipated to be the best
performing region in terms of geared
product sales during the period of 2021
to 2027, with a projected revenue CAGR
of 3.5%, followed by the Americas region,
with 2.9% annual growth. Asia Pacific
will grow most slowly, at just 0.1%
per annum, with sales negatively affected
by the sluggish construction vehicle
market in China. The global supply of
mobile geared products comprises both
OEMs and independent component suppliers,
with the latter remaining the majority
suppliers. Furthermore, independent
companies are mainly dedicated
geared product (drive axle and gearbox)
suppliers (e.g., ZF, Dana, Bonfiglioli)
and mobile hydraulic companies (e.g.
Bosch Rexroth, Kawasaki). Hydraulic
component companies tend to not only
be buyers of geared products, but are
also engaged in the supply of geared
products to sell, either together as part
of systems or separately. The global
market landscape of geared products
for mobile applications is rather fragmented,
with the top 5 vendors together
accounting for an estimated 23.5% market
share in 2022, and the OEM captive
supply made for around 34.5%.
Bosch is starting the production
of new powertrain solutions
based on 800-volt technology.
“Bosch is upping the voltage
in electromobility. Our 800-volt technology
is the next step toward more
powerful electrical powertrains and
shorter recharging times,” says Ralf
Schmid, the executive vice president
responsible for electrification
in Bosch’s Powertrain Solutions division.
The 800-volt version of the
inverter is based on silicon carbide
(SiC) semiconductors, with an increased
power density. This reduces
weight and allows for a more compact
design. A premium German automaker
is now using the active parts of this
powertrain, i.e. the rotor and stator,
for the first time. In recent years, 400-
volt solutions have become widely
established as the industry standard.
With the same current, but double
the voltage, twice as much power can
now be transmitted. This modification
allows for thinner cables, which saves
on space, weight, and copper. As a
result, the inverter is more compact
and powerful. With a 400-volt onboard
network, the maximum charge
power at charge spots that are powerful
enough is 250 kW. With 800
volts, twice this is possible in theory.
In addition, the inverters feature SiC
chips, in which carbon atoms have
been introduced into the crystalline
structure of the ultrapure silicon. This
improves the semiconductors’ electrical
conductivity. In power electronics,
moreover, 50% less energy is lost in
the form of heat. The SiC chips have
even more energy-saving potential
to offer: for example, they increase
the inverters’ efficiency to as much
as 99%. The standout features of the
800-volt variant of the Bosch electric
motor now going into volume production
are 830 Nm torque and 460 kW
output. Thanks to the use of I-pin bar
winding, the motor’s efficiency, compactness,
and level of automation in
production can be further improved.
In terms of power-to-weight ratio, this
delivers 35% more power density, at
60kW/kilogram. On top of this, it offers
an excellent torque density of 105
Nm per kg. This means that the Bosch
motor achieves a maximum efficiency
of up to 98%.
Cummins, Daimler and Paccar to “electrify” the US market
Accelera by Cummins, Daimler Trucks & Buses US and Paccar converge
to localize battery cell production and the battery supply chain in
the US. The three companies will each own 30% of the joint-venture,
which will initially focus on the lithium-iron-phosphate (LFP) battery
technology family for commercial battery-electric trucks. The LFP
battery cells produced by the joint venture will be able to offer several
advantages compared to other battery chemistries, including lower
cost, longer life, and enhanced safety, without the need for nickel
and cobalt raw materials.
Forsee Power LFP Battery Modules
The ZEN LFP battery system, available in 36 kWh and 55 kWh modules, has been developed by Forsee Power’s
R&D engineers and will be manufactured in Europe, North America, and Asia-Pacific. The move announced by
Forsee Power is another indication that something is changing in the European battery manufacturing landscape:
while at the beginning of the EVs ramp up most of Western battery suppliers focused on NMC, now LFP is gaining
traction. The new battery model offers an energy density of 240 Wh/L, and the ability to stack up to 2 modules –
allow a multitude of integration possibilities to optimize all available space in the vehicle. This new product line
offers a life of up to 6,000 cycles and cost optimization related to the LFP chemistry.
45

POWER GENERATION
#MTU #4000SERIES #THAILAND
ROLLS-ROYCE POWER SYSTEMS
UPGRADING
BIOGAS
Game-changing
fuel efficiency
Scania has raised the bar. After a decade of engineering innovation our new engine platform for
industrial and power generation is here, ready for the challenges of today and tomorrow. More
efficient, more powerful and more durable – all powered by cutting-edge technology.
Efficiency pays; at a time where spiralling fuel prices are a concern, Scania’s new platform unlocks
increased value from every drop. An up to seven percent improvement in fuel consumption*
combined with an extended engine lifespan means you get more for
longer. And reduced CO 2
emissions across the range means you also
get ready for sustainability regulation.
Step into the future of power solutions.
R
olls-Royce Power Systems,
aka mtu, has been investing
in gas technology for PG and
CHP since Tognum and before.
Rolls-Royce is introducing upgraded
versions of mtu 4000 Series biogas
gensets for power and heat generation.
These gensets are designed to
establish higher benchmarks in terms
of efficiency, power density, and life
cycle costs. Vittorio Pierangeli, Vice
President Global Powergen at the
Rolls-Royce business unit Power Systems,
explained: “The new 4000 Series
L64FB engines are designed for
global use and are extremely robust,
showing consistently high performance
even under extreme conditions
of ambient temperature, humidity and
altitude.” At starch producer Tongjit
in Thailand, the first new mtu biogas
gensets are currently being installed to
supply electricity and hot steam to the
factory. The 4000 Series is distributed
with 8, 12, 16 and 20 V-cylinders
46
(BxS 170x210 mm), up to 44.4%
electric efficiency, the basis for the
development of the new series is the
experience gained with the predecessor
models (L32 for biogas and L64F-
NER for natural gas), which have
proven themselves worldwide. Already
available is the 12-cylinder version,
which offers an electrical output
of 1,521 kWe with a new peak electrical
efficiency of 44.1 percent and an
overall efficiency of more than 90 percent.
Compared to the previous series
4000L32FB model, output has been
increased by 30%. The system’s compact
design ensures the smallest footprint
and highest power density in its
class. As a result, the new 12-cylinder
variant delivers just as much power as
the 16-cylinder variant of the predecessor
L32 model. The other cylinder
configurations (8V, 16V, 20V) are also
available to order for delivery in 2024.
The development of the new mtu 4000
Series L64FB biogas gensets also fo-
cused on reduced life cycle costs and
ease of maintenance. The engine lifetime
of up to 84,000 operating hours
until major overhaul (TBO). To meet
the world’s strictest exhaust gas standards
(e.g., 44 th BImSchV in Germany),
the genset can optionally be
combined with a suitable exhaust gas
aftertreatment system. In addition to
agricultural applications, the gensets
are also in demand for use at wastewater
treatment plants (sewage gas),
landfill sites (landfill gas) and in food
processing, for example. Rolls-Royce
is already installing a first 12-cylinder
mtu Series 4000 L64FB biogas CHP
at starch producer Tongjit in Thailand.
The family-owned company already
has a 20-cylinder unit of the previous
model in operation and will now be
able to supply its entire factory with
its own electricity, thus saving electricity
costs of around 600,000 euros per
year, according to the Rolls-Royce official
data.
The fuel saving of up to 7% is achieved by comparing
the current Scania DC13 engine platform.

AUTOMOTIVE
SCHAEFFLER FOR HYDROGEN
BIPOLAR
PLATES
#SCHAEFFLER #FUELCELLS #HYDROGEN
For the attention of the CEOs of the major
internal combustion engine manufacturers
Would you like to double the power of your 4 stroke
engine or half its mass to have the same power?
Learn about our
NEW TWO STROKE INTERNAL
COMBUSTION ENGINE
“COMMON RAIL FONTANA SYSTEM”
DESCRIPTION
tive Technologies at Schaeffler. At a
purpose-built pilot production facility
in Herzogenaurach, the company
is now manufacturing the new plates
in runs of up to several tens of thousands
of units for use by international
vehicle manufacturers in prototype
and small-series production.
The fully automated facility is part
of Schaeffler’s centre of excellence
for hydrogen, a complex that also
includes an extensive array of testing
equipment. The facility has been
designed so that it can also be used
to manufacture large plates of the
type used for electrolysers. Schaeffler
is thus ensuring both sustainable
motion and the sustainable supply
of green hydrogen.
Thanks to its systems expertise,
Schaeffler is also able to partner with
customers to develop customized
bipolar plates and components for
fuel cell systems. Schaeffler is due
to start production of bipolar plates
S
chaeffler is demonstrating its
development capabilities in
the field of hydrogen-powered
mobility with a new generation
of metallic bipolar plates for
PEM fuel cells. All fuel cell systems
rely on bipolar plates. But the plates
developed by Schaeffler feature a
new design optimized for large-series
production and leverage an innovative
coating process for long
fuel cell life. The stacks made using
the new Schaeffler plates achieve
a power density about 20% greater
than that of stacks made using
previous-generation plates. “When
it comes to drive systems for commercial
vehicles, Schaeffler is also
investing in hydrogen, especially
for long-haul applications. We are
developing both individual components
and complete subsystems for
fuel cells and are gearing up for
their full-scale industrialization,”
said Matthias Zink, CEO Automounder
the name of Innoplate, a joint
venture with Symbio, in Haguenau,
France, at the start of 2024. To the
untrained eye, bipolar plates aren’t
much to look at, being only about
the size of a DIN A4 envelope and
weighing just 60 grams. Schaeffler’s
new plates enable a fuel cell
stack power density of 4.6 kW per
liter of fuel cell volume (including
end plates and compression hardware).
For vehicle applications,
several hundred of these plates are
layered on top of one another, each
separated by a membrane electrode
assembly (MEA), to form a stack.
The plates account for up to 80% of
the stack’s weight, and up to 65%
of its volume. Stacks comprising
up to 400 of these cell units have a
total power output of up to 140 kW
– enough for light commercial vehicles.
Heavy commercial vehicles
up to 40 tons generally require two
stacks.
The engine is equipped with a separated device that compresses a blend of air and fuel at the exact
pressure the engine needs and introduces it in a “COMMON RAIL FONTANA SYSTEM”. With this
system a turbocharger is therefore NOT needed.
The engine needs to have only two strokes: expansion and discharge. The supply is made in this way:
just before the piston is at the maximum point and the operation of evacuation is completed, the exhaust
valve is closed. At this moment, the SUPPLY VALVE introduces the right quantity of the compressed and
blended fuel into the engine. When the piston has reached the maximum point the spark will burst. In this
way we will have an expansion at every round (two – stroke).
In the case of a ”DIESEL ENGINE” we need to introduce compressed air only. The supply will
be completed by the brilliant Ricco’s COMMON RAIL system. In fact, we are talking about the
transformation of an usual FOUR -STROKE ENGINE in a TWO-STROKE one.
So we’ll remove the stroke of aspiration and the stroke of compression. These two operations will be
executed by a compressor which will supply the common rail Fontana System (system DIESEL – FONTANA).
--------------------------------------------
Patent n.102018000020893
--------------------------------------------
IF you are interested in the subject, do not hesitate to ask us
for information about our know how
email: fr.fontana@libero.it
48

TECHNO
#VOITH #INVERTER #VEDS #DMU
SUPPLEMENT
VOITH INVERTER FOR VEDS
Busworld in Brussels emphasised
components, predominantly
electric technology
oriented. Voith also put itself
on show with the Future Inverter Platform
(FIP). This technology aims to
be integrated into future generations
of the VEDS (Voith’s Electric Drive
System), an electric drive concept for
commercial vehicles. Here’s a breakdown
of the key points in the passage:
the Fifth-Generation Integrated Power
Electronics technology has been developed
for specific use in the commercial
vehicle industry; VEDS is an
electric drive concept for commercial
vehicles. It was introduced in 2021
and has been successful in various bus
applications. The FIP technology is set
to go into series production without
an integrated DMU (Dynamic Motor
Unit) in 2024. The FIP technology is
planned to be integrated with DMU in
2025. “This integration is the result of
Voith’s consistent track record of comprehensive
system expertise. Users of
the VEDS can therefore rest assured
that we are delivering a complete system
package where all components
are precisely matched to one another
and work together effectively,” explains
Manuel Calero, Vice President
E-Mobility at Voith. The reduction of
complexity benefits OEMs, because
the more integrated the vehicle software
controls, the simpler the vehicle
design and manufacturing process.
For this reason, Voith has designed
the FIP to integrate with many different
electric drive system components.
Furthermore, despite the higher power
density, the FIP is very compact and
light, weighing in at just 25kg compared
to its 54kg predecessor. Another
important factor is that because the
FIP functions as both an inverter and
control unit, it could be a potential target
for hackers. From the very outset,
Voith’s development team focused on
ensuring compliance with global cybersecurity
standards, making Voith
a pioneer for the sector. Beginning
in mid-2024, international security
standards for cybersecurity, as established
by the United Nations Economic
Commission for Europe (UNR 155
and UNR 156), will be enforced for
the automotive industry. Road vehicles
then must meet the ISO standards
26262 and 21434 for functional safety
and cybersecurity engineering. Every
new vehicle platform will therefore
need to be validated accordingly before
it is approved.
Engines and components for OEM
Culture, technology, purposes
and market of diesel engines
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50

THE POWER
TO PERFORM
The 09 Series Engine
The compact high output, 4 cylinder engine
delivers the power you need with less emissions.
HISTORY
+
S E R V I C E
+
S U P P O R T
+
TECHNOLOGY
+
D I S T R I B U T O R S
FIND KUBOTA ENGINES HERE:
CONNECTION.
IT’S WHERE THE REAL POWER LIVES.
I.M.A.
Hall 15 | Stand K12
Kubota
Hall 5 | Stand B29
IT’S WHERE THE REAL POWER LIVES.
There’s
The an
award-winning unbreakable bond
engine between John
series Deere
offers products
the and
perfect
the people who choose them. It gives you the power to take your
balance between compactness and performance.
equipment where it needs to go, with premium John Deere quality
standing behind you. And the power to work confidently knowing a
Low fuel consumption
global network of more than 9,000 John Deere dealers are ready to
offer High service and power support whenever density
you need it. That’s the unique
connection you get with John Deere power.
Easy maintenance
Emission compliance
JohnDeere.com/Connection
kuk.kubota-eu.com/engines/09series