POWERTRAIN International 2024-1

Powertrain 

INTERNATIONAL 

H2 means 

LIFE 

Hydrogen takes the spotlight at Agritechnica: AGCO, 

Cummins, Deutz, FPT, JCB, Kohler, Kubota, MAN - 

Battery Experts Forum - The e-truck start-up crunch 

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 

January 2024 

1

JANUARY 2024 

powertraininternationalweb.com 

CONTENTS 

GENERIC 

ICE 

H2 HYDROGEN 

kWe ELECTRIC 

GAS 

26 

DIESEL OF THE YEAR 

6. SCANIA 

Next Generation DC13 and Bruno Generators 

EVENTS 

16. BATTERY EXPERTS FORUM 

We report what we saw in Darmstadt 

COMPARISON 

20. 13 LITERS FOR OFF-HIGHWAY 

News from 2023? Cat, Perkins, Scania 

FOLLOW POWERTRAIN INTERNATIONAL ON: 

38 

42 

AGRITECHNICA 

24. OVERVIEW 

Hydrogen engines under the spotlight 

26. AGCO POWER 

Welcome to the Core50 

28. CUMMINS 

The menu is for everyone 

30. DANFOSS 

On board charger and electric filter 

32. DEUTZ 

Full steam ahead with ICE, batteries and H2! 

42. JOHN DEERE POWER SYSTEMS 

Ethanol, JD4 and the synergy with Kreisel 

34. FÉTIS 

It is continuously expanding 

38. FPT INDUSTRIAL 

The XC13 is a single-base multi-fuel engine 

40. KOHLER 

H2 under the lens: KDH and fuel cell 

42. MAN ENGINES 

H4576, structural D26, BEV, CNG 

COLUMNS 

4. Editorial 8. Newsroom 10. Automotive 

48. Sustainable Techno 

Editorial: Mr Hydrogen, who are you? 

We have affixed a celebrated quote to the prismatic 

case of hydrogen. Sometimes referred to as 

Mr Hyde, sometimes as Dr Jeckyll. 

3

EDITORIAL 

by Fabio Butturi 

Powertrain 

INTERNATIONAL 

MR H2, WHO ARE YOU? 

INTERNATIONAL 

Powertrain 

Powertra 

PowertraIN 

Great is the chaos under heaven, so great is the 

situation!”. We have affixed this celebrated quote 

to the prismatic case of hydrogen. Sometimes 

referred to as Mr Hyde, sometimes as Dr Jeckyll. 

Acknowledged as the main vector (which it is, 

to all intents and purposes) of the green revolution, it is, 

however, disputed for its low efficiency. A lot of energy is 

needed to produce it. Eurac Research carried out a study, 

which you will find on these pages, according to which 

battery-powered buses are significantly cheaper than their 

fuel-cell counterparts. The costs are 0.55 euro/km and 

1.27 euro/km respectively. Yet there are even those who 

raise the bar with an even less efficient variant, in the 

overall wheel to well balance: the internal combustion 

engine. Combustion, however, of hydrogen. It is Cummins, 

which at the recent Busworld in Brussels promoted its 

B6.7H. Ashley Watton, Director, Bus Business Europe at 

Cummins comments: “Showcasing the B6.7H at Busworld 

demonstrates our ability to provide coach OEMs with a 

range of sustainable power options for all duty-cycles. 

The B6.7H engine’s lean combustion technology 

provides zero-carbon power to support our customers’ 

decarbonisation strategies. It’s also quick to refuel and 

has significant range advantages for longer-distance 

operations like inter-city coach transportation.” 

It’s the same old story: where do you want to place the time 

threshold for the energy ransition? To act quickly requires 

“ready-made” solutions. And even Toyota, despite some 

grumbling, and the Renewable Energy Institute’s criticism 

of Japan’s energy policies, has flanked the Mirai with a 

hydrogen-powered Corolla, which has competed in the 

Japanese endurance championship. Taxi drivers seem to 

like the Mirai and, back to buses, after the platform with 

Caetano, Toyota will also supply the hydrogen driveline 

to Daimler and Menarini. 

1 

Leader in 

EFFICIENCY 

Powertrain 

Scania DC13 is the Diesel of the Year 2023 - An overview 

on power generation - CONEXPO-CON/AGG: an impressive 

amount of news - Comparisons: 7.5L - Batteries: Segula 

Echoes from 

TAIWAN 

1 

Chronicles from Taipei, the city with an electric heart - 

Hybrid 

E-trucks: Iveco and Nikola take different paths & ACT 

Expo - ConExpo: Danfoss, Deere, Kubota, Parker, Volvo 

INTERNATIONAL 

DRIVELINE 

Hybrid powertrains from Kohler, Kubota, Perkins, MAN - 

Perkins 2606J leads the ICE’s redemption - Cummins 

European Master Rebuild Centre - Cannes&Genoa Boat Shows 

1 

1 

Powertrain 

The gentle 

EVOLUTION 





ISSN 0042 



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



May 2023 

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

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

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





ISSN 0042 

Some bright 



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



IDEAS 

July 2023 





ISSN 0042 



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



Automotive: H2 ICE at Politecnico di Milano - Maserati Folgore 

November 2023 

and FPT Industrial - SeaFuture - Venice Boat Show - Bimotor 

tested Stage V - Alternatives: AS Labruna, NGV, Punch - Volvo IPS 

INTERNATIO 





ISSN 0042 



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



March 2023 





ISSN 0042 



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



September 2023 

4 

1 

www.powertraininternationalweb.com

DIESEL OF THE YEAR 

#SCANIA #POWERGEN #BRUNOGENERATORS 

SCANIA DC13 NEXT GENERATION 

FOR FIRE 

FIGHTERS 

TOO 

SPACE CAPITAL CLUB 

In the late spring of 2022, the investment platform Space 

Capital Club made its entry into Bruno Generators’ 

corporate structure. They now own 40% of the share 

capital. The investment is aimed to support the group’s 

international development, with special focus on the North 

American and Australian markets, and get the company 

to be stock-listed in 3 to 5 years’ time. The CEO Renato 

Bruno and his brother Giuseppe will still hold the majority 

of shares and keep developing the group, focusing on the 

engineering and production of premium-grade power 

generation systems. The product features are patent 

protected, and gained great appreciation from the rental 

market, where the group is active both as OEM supplier 

of the sector’s major players (25% of the turnover) and 

directly as rental service operator with a fleet of some 

1000 gensets throughout Italy. With 4 plants in Italy 

and direct sales presence on the UK, USA and Germany 

markets, Bruno Generators can boast a well-established 

international presence (with exports accounting for over 

60% of the turnover) in more than 70 countries, with 

a wide and varied customer base in diverse reference 

markets. The group has recently acquired FTG Equipment, 

a distributor that will serve as a springboard for future 

growth on the American market. 

It was 2019 and Bruno Generators 

projected the gryphon logo 

onto Stage V’s wide screen. It’s 

2023 and Scania wins the Diesel 

of the Year with their Next Generation 

DC13. What’s the link? Simply, 

power generation, which Bruno also 

fitted into the shapes of the Swedish 

13 litres. 

Back in 2019 at Munich’s Bauma we 

found a genset equipped with a 450 

kVA Scania DC13. That’s the way 

Bruno celebrated Scania’s appearance 

into the Stage V ecosystem as applied 

to gensets. Their Fusteq series included 

generators in the range from 8 to 

800 kVA, with highly soundproofed 

canopies, as well as in the range 

from 800 to 2500 kVA within 20’ 

and 40’ HC containers. In addition to 

high-level soundproofing, the Fusteq 

The Diesel of the 

Year takes on power 

generation, signed 

by Bruno Generators. 

The partnership 

between the Italian 

PG group and the 

Swedish supplier 

of propulsion 

solutions continues 

since 2019, under 

the Stage V banner. 

The engine marked 

505A powers a Fusteq 

unit, unveiled at 

Bauma Munich 

gensets stood out for their VSi cooling 

system governing electric fans’ 

rotation speed based on genset load 

and external temperature, thus getting 

rid of the engine’s mechanical fan and 

curbing fuel consumption. 

Back to present days, it’s Scania 

themselves that confirm that “this 

genset’s pedigree includes not only 

the first Scania Stage V single-speed 

engine, but also participation at Bauma 

2019 and, that same year, commissioning 

at the Tecnogen production 

plant.” Which has continued to the 

present days, amassing up to 20,000 

hours in operation. All the hard work 

behind this project enabled us to develop 

and perfect our Stage V engine 

on the field, offering Bruno a Stage V 

range that could meet the most stringent 

needs of the rental market. Re- 

membering this fruitful experience, 

we asked Bruno whether they would 

join us in a new partnership along the 

track already trodden in the past, but 

with the ambition to move beyond 

that. This project – a one of a kind in 

Europe – allowed us to present the 

market with a new 13-litre engine 

platform. This is the first new generation 

engine to be put into operation 

outside of the Södertälje plant. 

You don’t change a winning team: 

so the new Scania DC13 505A Stage 

V was installed on a Fusteq unit and 

showcased at Bauma 2022. At the end 

of the exhibition, the unit was moved 

to the Tecnogen facilities to replace its 

“big brother” and start working on the 

field. To date, Bruno has been making 

gensets for the stand-by and rental 

market with our full engine range”. 

In its genset embodiment, the engine 

comes with the full set of technological 

features of the 12.7 for off-highway 

applications. The engine is electronically 

controlled via the EMS 

(engine management system) control 

unit and features an XPI common rail 

four-handedly designed with Cummins 

for the most sophisticated and 

demanding road applications and lent 

to industrial ones; it reaches up to 

2500 bar with a dual overhead camshaft. 

At both 1500 and 1800 rpm, the 

inline-six (BxS 130x160 mm) comes 

in a wide array of versions from 240 

to 528 kW. 

About one year ago, the partnership 

between Scania and Bruno Generators 

took concrete shape in the order 

placed by the National Fire and Rescue 

Service for 63 230 kVA gensets 

destined for the regional fire brigade 

headquarters. The units will add to 

those available to the Regional Mobile 

Rescue Units in modular rapid 

response systems. 

Such systems are swiftly and effectively 

deployed on site alongside 

vehicles and staff according to the 

different recurring risk events of the 

national territory, providing the power 

needed to respond to emergency 

situations such as earthquakes, floodings 

or environmental disasters of 

various kinds. This is the last time the 

Diesel of the Year 2023 is featured in 

this column. We told you about Scania 

trucks’ genesis, and evolutions in 

the industrial as well as in stationary 

and maritime applications. The premise 

is great; we won’t miss further developments. 

6 

7

NEWSROOM 

#DEUTZ #ROLLS-ROYCE #CUMMINS #VOLVOPENTA # DPE 

DEUTZ AND MTU 

FROM 1000 TO 

1500 

CUMMINS OPENS NEW PILOT INSTALLATION FACILITY IN GERMANY 

Cummins opened a new Pilot Installation 

Centre at its Marktheidenfeld, 

Germany site. The centre will specialise 

in vehicle and machinery in-use 

emissions compliance testing. The 

Pilot Installation Centre will support 

product development of Cummins’ 

renowned internal combustion engine 

technology, including advanced diesel 

engines and aftertreatment systems 

meeting the latest emissions requirements. 

The US$1.7m / €1.59m investment 

sees a 500m 2 extension of the 

existing Cummins Emission Solutions 

facility, expanding Cummins’ portable 

emissions measurement system 

(PEMS) testing, field trial support and 

re-power capabilities. As part of Euro 

VI and Stage V regulations, Cummins 

is required to conduct in-use emissions 

testing to ensure its products continue 

to meet regulated emissions levels 

when operating in the field. These tests 

are conducted using specialist PEMS 

equipment which measures emissions 

as the vehicle operates on approved 

routes, or a set duty-cycle. The location 

of the new Pilot Installation Centre 

enables Cummins to make the most 

of nearby legislator approved test sites, 

proving grounds and road routes. 

The new facility extends the offering 

of Cummins’ European Technical Organisation, 

providing a sister site to 

the Darlington, UK, Pilot Installation 

Centre that has been in operation for 

more than 20 years serving hundreds 

of customers. The Marktheidenfeld Pilot 

Installation Centre will be equipped 

to repower both on and off-highway 

applications, such as trucks, buses, excavators 

and wheel loaders, with current 

and new Cummins engines. It has 

the capability and capacity to work on 

multiple vehicles simultaneously. 

mtu’s off-highway 

engines will be distributed 

by Deutz. Rolls-Royce 

moves out of industrial 

mobile applications. 

On the horizon, the 2028 

agreement with 

Daimler Truck 

Deutz has signed an agreement 

with Rolls-Royce that is set 

to change the technological 

geography of the propulsion 

ecosystem. The release reads “Deutz 

and Rolls-Royce’s Power Systems 

Business Unit reached a general agreement 

on the takeover of sales and 

service operations for various industrial 

engines in the 5 to 16-liter range 

with a maximum power output of up 

to 480kW.” There is a stone guest: the 

agreement with Daimler Truck, which 

has seen the company take 4.19% 

of the issued capital of Deutz. What 

will happen when the agreement goes 

live? We can say that it is definitely 

the most interesting triangulation of 

the decade. In fact, the Deutz press 

release further states “Deutz is taking 

over the distribution of the mtu Classic 

series and the mtu engine series 

1000-1500, which are based on three 

Daimler Truck engine platforms. 

In addition, Deutz is taking over the 

service operations for engines that are 

already in service.” And it continues 

“the takeover provides further evidence 

of success in implementing Deutz’s 

Dual+ strategy, which aims to boost 

the development of a green product 

portfolio and at the same time optimize 

and further develop conventional 

engines. When the strategy was presented 

in January 2023, the Company 

announced that it intends to firmly 

establish Deutz among the top three 

independent drive manufacturers – 

including through acquisitions and 

collaborations.” 

On the Rolls-Royce’s side: “In the 

Power Systems division the focus 

will be on the strategic growth areas 

of power generation, governmental, 

marine, service and the future field of 

battery energy storage systems.” 

“With the takeover of the sales and 

service operations from Rolls-Royce 

Power Systems, we are taking the next 

major step towards growth in our business 

with modern internal combustion 

engines”, says Deutz CEO Sebastian 

C. Schulte. 

Tufan Erginbilgic, CEO, Rolls-Royce: 

“This is a clear illustration of our 

strategy in action. Becoming more focused 

on the markets where we know 

Rolls-Royce can win. Power Systems 

is an integral part of our organisation 

with a strong brand and real advantage 

in power generation, governmental 

and marine end-markets, where we 

see the strongest demand and an opportunity 

for better returns from our 

power-dense and reliable solutions.” 

Jörg Stratmann, CEO of Rolls-Royce’s 

Power Systems: “As we evolve 

our strategy, we are also constantly 

analysing our product portfolio. As 

a result, we will be concentrating 

largely on higher-powered systems 

in the off-highway engine sector, primarily 

from our in-house production. 

We have therefore decided to transfer 

our successful lower-power-range engines 

business, which uses Daimler 

technology, to a partner.” 

A NEW PRESIDENT 

FOR VOLVO PENTA 

ON DECEMBER 1, 2023, 

ANNA MÜLLER REPLACED 

HELÉNE MELLQUIST 

Anna Müller has been appointed 

as President Volvo Penta 

and member of Volvo Group 

management. She will replace 

Heléne Mellquist who will leave the 

Volvo Group. Anna Müller started her 

Volvo Group career in 2014 in the Volvo 

Penta service organization, working 

with business development. She comes 

from the position of Senior Vice 

President for the Europe North and 

Central Division at Volvo Trucks. “As 

a co-owner of a small family farm in 

southern Sweden, I hold a deep appreciation 

for the agricultural and forestry 

sector,” says Anna. “I hold true to 

three essential values: Performance, 

Passion, and Integrity. I’m committed 

to building teams centered around these 

values to drive our business transformation, 

ensuring outstanding results 

and an excellent customer experience. I 

look forward to meeting our customers 

and colleagues around the world.” 

DPE 2024 RIMINI 

DPE is approaching and the 

International Electric Expo 

announces the extension of 

its scope. From 28 February 

to 1 March 2024, DPE, the 

exhibition dedicated to the 

ecosystem of electrical 

generation, transmission, 

distribution, safety and 

automation, organised by 

Italian Exhibition Group 

in collaboration with the 

Entrepreneur Association 

“Generazione Distribuita” 

and, for the first time, ANIE 

Federation, will be held for 

the second year running. 

After the “0 edition” in 2019 

and the success collected 

in March 2023, DPE 

extends its vision, further 

expanding the project to 

involve, in line with the 

new payoff “International 

Electricity Expo”, all 

the protagonists of the 

electrical industry. 

8 

9

AUTOMOTIVE 

#TESLA #VOLTATRUCKS #NIKOLA #ELECTRIFICATION 

ELECTRIC TRUCKS 

THE TWILIGHT 

OF 

START-UPS? 

VOLTA TRUCKS 

At some point, more than a start-up, it looked like a star up; 

but the Volta Trucks star then became a supernova and Volta 

bursted. Indeed, the company officially filed for bankrupt in 

Sweden, just prior to starting series production of Volta Zero, 

their 16-ton truck. Once fully operative, the Swedish company 

aimed to sell more than 27,000 vehicles a year by 2025, with 

prospects of further gradual growth in the following years. 

By the way, Volta Trucks was also targeting the US, with a 15- 

ton Class 7 model, to be followed by an 8.85-ton Class 5 and 

a 12-ton Class 6. As per official records, it all began with the 

crisis hitting Proterra, the American battery supplier. The halt 

to supplies had a clearly unbearable impact on Volta Trucks 

and their investors. As production was greenlighted at Steyr 

facilities, Volta Trucks Co-Founder and Chief Manufacturing 

and Logistics Officer Kjell Walöen said: “In just 2.5 years, less 

than half the time existing truck manufacturers take, we have 

moved from launching a concept, through the engineering, 

development and quality phases and now the start of 

production of the final specification models.” Well, things have 

taken a different, maybe unpredictable, certainly dramatic turn 

for the new entrants who had managed to draw a 40-millioneuro 

investment from the EIB, get type approval from 

ECWVTA, set up hubs in Paris and London and sites in Italy, 

Spain and Germany, and partner with Siemens and Carrier. 

Between “nervous” 

investors and battery 

manufacturers cutting 

profit forecasts, 

start-ups are sinking. 

Tesla burned through 

$70 billion in one 

day. Semi, however, 

remains a candidate 

to carve out a space 

for itself as opposed 

to the start-ups. Volta 

Trucks is going to 

close (maybe...), driven 

by Proterra’s crash, 

supercuts for Arrival 

As shown by Steve Jobs, who 

raised Apple from its own ashes, 

often “a good presentation 

is worth more than what you 

sell”. It’s no coincidence that he was 

known to put obsessive care in preparing 

every public speech, rehearsing 

it over and over again for days. 

An example that Elon Musk seems to 

have ignored, at least upon presenting 

Tesla’s latest quarterly report to 

shareholders. It’s hard to say whether 

it was his bad choice of words as he 

said “we dug our own grave with the 

Cybertruck” or the clumsy analysis 

of the 11% decline in revenue for unit 

sold from 2022 following the price 

war waged against Chinese manufacturers. 

One thing’s for sure: that the 

American car builder’s shares burnt 

70 billion dollars’ worth of stock market 

capitalisation in a day, plus some 

20 billion from Musk’s own capital. 

A “mini disaster” according to 

Wall Street analysts, that triggered 

a downward revision of forecasts 

among Tesla’s suppliers. Indeed, both 

Panasonic and LG have drastically 

revised their profit forecasts for 2023; 

while the Japanese have grounded 

their production cuts in reasons linked 

to “stock rotation”, LG Energy 

Solution Chief Financial Officer Lee 

Chang Sil told the Financial Times 

that the Polish plant’s slowdown was 

due to the fact that “EV demand might 

be lower than expected: the high interest 

rates are stifling consumer expenditure 

in the USA and growth is 

slowing in Europe”. Like icing on a 

cake comes Toyota’s announcement 

of an 8 billion investment to increase 

the number of production lines from 

2 to 10 in their North Carolina production 

facility, building batteries for 

their own hybrid and plug-in hybrid 

systems. File that goes under: “Battery 

cars: anyone seriously believing 

in them?” 

Doubts keeps growing on the Cybertruck, 

Tesla’s take on the pretty much 

star-striped world of pick-up trucks. 

Musk has long been heralding its arrival, 

but leaving aside its space-age 

design, an empty weight of six to seven 

thousand pounds (2.720-3.175 

kg) risks making it unpalatable to 

the American market, which is, indeed, 

also snubbing its competitor 

– the 6800-pound Ford F-150 Lightning. 

And what Elon said about the 

Cybertruck reminded many investors 

of Ford admitting having burnt some 

36,000 dollars – such is the amount 

they lost – for each EV they sold in 

2023. Also, it should not be forgotten 

that the Cybertruck may end up being 

impossible to sell in many markets, 

such as Europe, where its weight in 

excess of 3500 kg it would require a 

truck-driving license. 

If for cars the forecasts call for storm 

in the stock market, what made the 

alarm bell go off in the commercial 

vehicle sector – seemingly in contrast 

to the data on vehicle registration 

provided by the European Automobile 

Manufacturers’ Association for 

the first three quarters of 2023 – is 

the downward trend of the numerous 

startups that followed into Elon 

Musk’s footsteps in the heavy load 

industry. 

For those who are content with per- 

centage increases, a + 423% for the 

range between 3.5 and 16 tons and a 

+ 236% for the heavy segment will 

be more than enough. But the disappointment 

comes with absolute numbers: 

2,228 registrations out of the 

41,032 totalled in the medium range, 

and 1,690 out of a total of 227,734 

in the top class sure can’t be called 

a miracle. Not to mention light vans, 

accounting for less than 80 thousand 

plates registered out of over a million 

vehicles hitting the road. Speaking 

of the top class, the divorce between 

Iveco and Nikola showed that in the 

heavy load world there isn’t much 

room for new entries, with the exception 

of the Class 8 tractor USA developed 

by Tesla. A futuristic vehicle, 

the Semi, with a driving range that 

few really managed to see first-hand, 

10 

11

AUTOMOTIVE 

#ARRIVAL #BATTERY #CANOO #GEELY #RIVIAN 

ARRIVAL 

IRIZAR @ SOLUTRANS:: 

Irizar presented the latest 

generation of its ie truck 

conceived for urban and 

inner city applications. The 

newly-introduced vehicle is 

fitted with the Group’s third 

generation higher energy 

density batteries for more 

on-board power using less 

volume and weight. As a 

result, this new generation 

battery stores up to 512 kWh 

and provides up to 400 km of 

autonomy, depending on use. 

On March 13 this year, electric van maker Arrival cut its 

workforce under a dramatic downsizing. It shifted its focus 

on vans for the USA market. Original plans were fairly 

different, as Arrival had expressed the intention to build 

electric vans, but also buses and even cars in micro-sized 

production facilities scattered across Europe and North 

America. As reported by Reuters, the van maker got a 300 

million dollars equity financing line from Westwood Capital 

after “US-listed shares of the company closed 13.5% lower”. 

Reuters stressed that at the end of 2022 the company had 

about 205 million dollars in cash and cash equivalents. 

Its production model revolved around the innovative notion 

of micro-factories, production plants to be sited in different 

countries and set up in existing facilities. 

The expression of interests it had received included nine 

7.5-ton vans for London’s Royal Mail and, probably the 

most impressive, some 10,000 vans for Ups. Ups Ventures 

had previously acquired a minority stake in Arrival. 

Just seven months later, Arrival has announced it will slash 

its workforce by up to a further 25%. After the staff cuts 

made in January, Arrival’s overall headcount amounted to 

approximately 800 people. 

and, above all, production numbers 

that are vague, to say the least, when 

moving beyond the test vehicles entrusted 

to operators. 

As for the others, Iveco has to carry 

on with the work done with Nikola 

and announced their own battery and 

fuel cell vehicles by the end of the 

year; others like Volvo, Scania, DAF 

and Mercedes already have battery 

electric heavy vehicles in their 

product offer, with a driving range 

usually between 400 and 500 km, the 

typical mileage covered in a driving 

shift on the odometer. Apart from 

production costs, given the scarcity 

of charging stations for trucks in 

Europe, there are still some rough 

edges to be smoothed out concerning 

the difficult balance between payload 

and driving range. The statement 

by Domenico De Rosa – CEO of logistics 

group SMET – according to 

whom “we’d get to the paradox that 

electric vehicles would serve to transport 

their own batteries instead of 

goods” drew a smile on the faces of 

a lot of technical experts, since it is 

not true that “an electric vehicle can 

carry half the goods that are transported 

on an internal combustion 

engine”. Yet the three planets – production 

costs, payload and driving 

range – struggle to align, as shown 

by the start-ups’ very bad year in the 

medium weight segment. The default 

of Swedish Volta Trucks – that could 

count on 300 million racked from investors, 

a list of orders totalling 5,000 

vehicles and DB Schenker among its 

clients with 6,500 units – made big 

news, but there’s an impressive list 

of new manufacturers that have filed 

for bankruptcy over the last 24 

months. Recently, rumours have circulated 

that may rekindle some hope. 

The hedge fund Luxor Capital Group 

“is in advanced talks with the company’s 

administrators to buy it in a 

deal which could salvage hundreds 

of jobs”, according to Sky News. Volta 

Trucks used to employ about 600 

people in Britain and 250 people all 

over Europe. It’s true – as pointed out 

by Reuters’ analysts – that putting a 

new LCV on the market can cost up 

to a billion dollar, but a look to 2021 

news headlines is enough to realize 

that top players like British Arrival 

and USA-based Lordstown Motors 

Corp and ELMS Electric Last Mile 

Solution are by now long forgotten. 

As for Canoo, winner of the Best 

Concept Award 2021, they presented 

their Elettra LDV190 van last August, 

but they’re still stuck with the 

pre-series despite having been optioned 

by trade giant Walmart. The only 

top-scoring LCV for distribution is 

Rivian’s EDV, the delivery van coming 

in three sizes (500-700-900) 

developed for Amazon. Indeed, the 

EDV 700 fleet in operation has crossed 

the psychological threshold of 10 

thousand units and the massive order 

for 100,000 units to be delivered by 

2030 allows the USA brand to look 

to the future with relative peace of 

mind. 

For Israeli REE Automotive and 

their chassis P7-C problems stretch 

way beyond production issues into 

the realm of international politics. 

The last months of 2023 – the first delivery 

deadline – will, instead, show 

the concreteness of British Tevva’s 

project of a 7.5 ton battery electric 

truck and hydrogen fuel cell range 

extender. Tevva’s goal – one they 

already missed – was to manufacture 

10 thousand units by the end of the 

year; but the prospects of a 250 km 

driving range – growing by a further 

500 with the range extender – allowed 

the startup based in Tilbury, Essex, 

to stay afloat. 

The future’s a bit more uncertain for 

the recent Lego-like modular minivan, 

as well as for the van with Teslastyle 

chassis-incorporated batteries 

proposed under the name of eCV1 

by Watt Electric Vehicle Company, 

another British startup. The killer 

application, though, may come from 

China, backed by titan Geely, one of 

Beijing’s four big companies: still a 

prototype for the time being, the 3.5 

ton SuperVan with the Farizon Auto 

brand scheduled for 2024 is a commercial 

van belonging to the New 

Energy Vehicle family, equipped with 

an interchangeable battery, cruise 

control and smart navigator to plan 

and manage recharging, in addition 

to a methanol range extender capable 

of doubling the conventional driving 

range. One last detail, the body 

is separate from the chassis, and in 

combination with the drive-by-wire 

driving system it allows for endless 

possibilities as to wheelbase and body 

building. If it gets to be produced, it 

could really smash the ambitions of 

many competing innovators that are 

richer in ideas than in experience and 

capital. 

12 

13

ON-ROAD 

#EURAC #FCEB #BEB 

EURAC RESEARCH 

OVERVIEW OF PERFORMANCE DATA FOR OPERATION OF THE ANALYSED ZEB FLEET 

SOLARIS URBINO 

12 HYDROGEN 

FCEBS BEBS TOTAL 

MERCEDES O530 

CITARO FUEL CELL 

HYBRID 


12 ELECTRIC 


18 ELECTRIC 

Available buses 12 4 3 2 21 

Distance [km] 211,173 88,114 150,531 87,768 537,586 

Distance [%] 39 % 16 % 28 % 16 % 100 % 

Consumption 18,848 kg H2 8706 kg H2 200,198 kWh 127,658 kWh – 

BATTERY 

Distance between refuels/recharges [km] 170 156 170 136 – 

Consumption between refuels/recharges 15 kg H2 15.7 kg 225 kWh 204 kWh – 

Energy vector efficiency 9.31 kg H2/100 km 10.07 kg H2/100 km 137 kWh/100 km 153.8 kWh/100 km – 

Energy efficiency [kWh/100 km] 310.24 335.75 137 1 53.8 – 

Running costs [€/km] 1.23 1.36 0.53 0.58 – 

IS 

CO CHEAPER 

2 

savings: HEB [tons CO 2 

] 193.4 80.7 1 37.9 80.4 4 92.4 

CO 2 

savings: ICEBs [tons CO 2 

] 230.9 96.3 164.6 95.9 587.7 

CO 2 

savings: CNGB [tons CO 2 

] 237.7 99.2 169.5 98.8 605.2 

Source: "Monitored data and social preceptions analysis of battery electric and hydrogen fuelled buses in urban and suburban areas", by Eurac, 

published on Journal of Energy Storage 72 (2023) 

In this image, a bus in service at 

SASA in Bolzano, South Tyrol, 

during road tests conducted by 

Eurac Research. 

Eurac made a 

research into the 

electrification of the 

boats operating on 

Lake Orta, between 

Piedmont and 

Switzerland. Previously 

Eurac approached a 

comparative study on 

the SASA bus fleet 

in Bolzano/Bozen, 

South Tyrol. The study 

compares the tankto-wheel 

costs 

of hydrogen and 

electric buses 

The refueling costs of fuel cell 

buses are 2.3 times higher 

than those of battery-powered 

e-buses. And it is not the battery 

lobby that says so, but the Eurac 

research institute, based in Bolzano, 

South Tyrol, as part of a study published 

in the Journal of Energy Storage 

and carried out on data provided 

by the operator SASA, one of Europe’s 

leading operators of fuel cell 

technology. However, three clarifications 

are necessary. The first: the 

study (titled “Monitored data and 

social perceptions analysis of battery 

electric and hydrogen fuelled 

buses in urban and suburban areas”) 

does not call into question the TCO 

of the vehicles, but exclusively their 

“running costs”. Purchase and maintenance 

costs are not included. Second 

clarification: the study has in its 

“assumptions” the following costs: 

13.80€/kg of hydrogen and 0.40€/ 

kWh for charging on public roads. 

These are prices for individuals at refueling 

stations, from January 2021 to 

April 2022. And here we come to the 

third clarification: the study was published 

more than a year after the end 

of that period. The research was conducted 

as part of the Lifealps project, 

which is funded by the EU under the 

European Commission’s Life Ip program. 

The SASA fleet included, during 

the period selected by the study, 

three Solaris Urbino 12 Electric and 

two battery powered articulated buses. 

It continued, in the fuel cell area, 

with 12 Solaris Urbino 12 Hydrogen. 

At the time, four hydrogen-powered 

Mercedes O530 Citaro (1999 class), 

which have since gone out of service, 

were also present. It is worth pointing 

out, although it is well known, that 

SASA operates 20 urban, 20 suburban 

and 3 urban night lines. 

Let’s talk about the study findings. 

“The average monitored tank-to-wheel 

(TTW) efficiency for the two different 

FCEB models was 10.07kg H2/100 

km and 9.31 kg H2/100 km, while the 

monitored TTW efficiency for the two 

BEV models was 137 kWh/100 km 

and 153.80 kWh/100 km,” the study 

says (hydrogen-powered Solaris registered 

in 2021 consume 10% less 

than 12-year-old Mercedes). Logically, 

these numbers say little until they 

are converted to a common unit of 

measurement. The Eurac scholars use 

a conversion factor of 33.33 kWh/kg 

H2. The result is “an average hydrogen 

models TTW efficiency of 310.24 

kWh/100 km and 335.75 kWh/100 km, 

respectively”. The comparison at this 

point is simple: “The TTW efficiency 

results of FCEBs are much lower than 

the efficiency of BEBs; indeed, it is 

between 2 and 2.45 times lower”. Based 

on this figure, from January 2021 

to April 2022, after covering about 

500,000km, it is estimated that SASA 

spent about 511,300 euros to refuel and 

recharge the fleet with zero emissions. 

74‰ of the cases went to fuel cell vehicles, 

which also covered 56% of the 

initial half million km. As a result, the 

refueling costs for battery and hydrogen 

vehicles in the SASA fleet turn 

out to be 0.55€/km and 1.27€/km, respectively. 

So, we are back to square 

one: for the same distance covered, the 

operating costs of fuel cell-equipped 

buses are 2.3 times higher than those of 

battery-powered buses. But there is a 

“but”. The two technologies are not on 

equal footing in terms of their behaviour 

in challenging weather conditions. 

The study findings indicate a (much) 

greater variability in energy consumption 

for battery electric buses than for 

fuel cell buses. The study reveals that 

for FCEBs, during the observed period, 

the maximum TTW consumption value 

was 16% to 19% higher than the average. 

For battery-powered buses, the increase 

in consumption can be as much 

as 72% above the average (the range 

is between 27% and 72%). In short: 

extreme cold affects batteries far more 

than fuel cells. The fact remains that a 

reduction in the hydrogen price would 

be enough to significantly cut the cost 

hiatus between the two technologies. 

14 

15

ELECTRIFICATION 

#BATTERY #ELECTRIFICATION #BMZ 

BATTERY EXPERTS FORUM 

EXCITING 

TIMES 

Over 100 leading users, developers and researchers 

from international companies and institutes, as well as 

opinion leaders, have spoken about the latest industry 

trends over the three days of the event. 

The Battery Experts Forum was 

created by BMZ, which hosts 

the event. Karlstein, where the 

parent company has taken root, 

is located close to Frankfurt, as is the 

Darmstadtium Science and Congress 

Centrum in Darmstadt. It was in this 

futuristic arena that the 18 th edition of 

the three-day in-depth forum about 

the entire battery industry took place. 

In our foray into the stand we found, 

among other things, Morpheus – an 

evocative name from the Matrix trilogy 

– an 800 Volt charging system for 

LEV (Light Electric Vehicles) applications. 

Power2Go is a portable charging 

module, lithium-ion batteries, 2,500 

Wh, 92-264 VAC voltage, and 1,000 W 

charging power. On the other hand, the 

Power2Use is available with 4, 8 and 

10 h, nominal capacities of 72, 144 and 

From the 18 th edition 

of the Battery 

Experts Forum came 

an unequivocal 

message to 

European and 

national legislators. 

A continental battery 

supply chain must 

be stimulated, 

without neglecting 

any element, starting 

from semiconductors 

180Wh, 18V, and a weight of 0.6, 0.95 

and 1.03 kg, respectively. We could go 

on and on, but what we bring home is 

not in the data sheets. It is in the statement 

by Sven Bauer, the founder of 

BMZ: “In 2030, the battery market will 

triple compared to today.” 

At the presentation press conference, 

the stone guest (China) materialized 

in the person of Du Quoqing, Chief 

Battery Scientist at DMEGC. Always 

fascinated by batteries, Du Quoqing 

has pursued a career between academic 

circles and industry. DMEGC 

has been listed on the stock exchange 

since 2006 and has gone through all 

the stages of sustainability. In 2009, it 

embraced photovoltaics, and it is also 

recognised by Bloomberg as a Tier 1 

supplier. In 2016, it rode the wave of 

lithium-ion batteries. The numbers 

speak for themselves: so far, they have 

manufactured 700 million battery cells, 

a figure that is set to double in the next 

two years. 

Dave Fawcett represents Californiabased 

Amada Weld Tech, which coalesces 

several divisions, all related 

to metalworking, with a turnover of 

2.4 billion euros. For batteries, they 

provide precision welding and assembly. 

The common denominator is high 

process control and quality control. Mr 

Fawcett brought a valuable element 

into the discussion: the most suitable 

materials must first be selected for each 

specific type of battery. 

Sven Bauer, again, insists on the main 

topic: the European government must 

protect and promote continental industry. 

Without public support, as is the 

case in the US and China, we will get 

nowhere. The decision to develop a 

BMZ plant in North Macedonia is aimed 

at reducing costs, including logistics. 

BMZ is ninth in the ranking of 

finished products and cylindrical batteries 

manufacturers, and eighth among 

EV batteries. 

Wolfgang Bernhart, from Roland 

Berger in Munich, deals with the industrial 

aspects of decarbonisation; for 

example, he advises two European materials 

companies, others involved in 

catalysis, chemistry and other segments 

of the supply chain. In the last three years, 

he has intensified his consulting 

activity in the area of recycling. The 

fluctuation of material costs has had a 

macroscopic impact on the aggregate 

price per unit of product. How to intervene? 

By leveraging subsidies, at any 

level of the supply chain, as envisaged 

in the USA. The Inflation Reduction 

Act is divided almost equally on materials 

and processes. The tax credit will 

be 10% on critical materials and electrode 

material. It is the famous “de-risk 

and diversify” advocated by the Biden 

Administration. Indeed, approximately 

90% of materials and cell production 

is within China’s sphere of influence. 

Even in the case of artificial graphite, 

the factors change but the result does 

not: it is still the Dragon that hogs the 

limelight. In Europe, there is an urgent 

need for cross-sectoral partnerships 

between the worlds of production, academia 

and decision-making. At the moment, 

only Scandinavia stands out in 

the extraction of rare earths in Europe. 

According to Du Quoqing, however, 

“decoupling” is not a forward-looking 

operation. It has been attempted 

16 

17

ELECTRIFICATION 

#DMEGC #AMADA #ROLANDBERGER #FENDT #TOTY 

BMZ AND AGCO CORPORATION 

BMZ is the technology partner for the electrification 

of AGCO Corporation’s agricultural machinery. AGCO 

and BMZ have embarked on a joint mission to design 

and manufacture the Battery Electric e100 tractor, 

specifically tailored for heavy-duty farming operations. 

Fendt e107 V Vario has been awarded at Agritechnica 

as Sustainable Tractor Of The Year 2024. The 

collaboration will foster the integration of advanced 

digital and autonomous technologies into farming 

equipment, enabling precision farming, data-driven 

decision-making, and increased productivity. The high 

energy density ensures that the vehicles can operate 

for extended periods between charges, significantly 

reducing downtime and increasing efficiency. 

Developed batteries offer robust and reliable power 

to meet the demanding needs of heavy-duty farming 

equipment. The 150 Ah capacity ensures that the BEVs 

can handle the most challenging tasks on the farm, 

from plowing fields to transporting crops, all while 

maintaining consistent performance. 

in the recent past with microchips, 

and perhaps it is better to cooperate, 

DMEGC’s Chief Battery Scientist 

suggests. We would like to argue that, 

even before the microchip, which is in 

the hands of a few entities, including 

Samsung, the raw nerve is that of semiconductors. 

Counterbalancing the 

Chinese dominance are the Americans, 

with the likes of Texas Instruments, Micron 

Technology and IBM. The American 

momentum, however, has waned, 

and it will receive new impetus thanks 

to the Chips and Science Act. There is 

also a European counterpart to this measure, 

which aims to double the global 

market share to 20% (European Chips 

Act, valid as of 21 September). The 

BMZ forecasts indirectly contradict 

these figures and hazard a 13% share in 

cell production. On 10 May 2023, the 

Commission set up the Semiconductor 

Alert System, a pilot system to monitor 

the semiconductor supply chain. We 

are talking about a universe of millions 

of batteries, which will have to be reversible 

in applications, for example 

in stationary second life, at the end of 

the first automotive life cycle. After five 

years of gestation, European legislation 

has given birth to the directive that does 

not repeal laws, but harmonizes them. 

The definitions of traction batteries and 

LMT (Light Means Transport), which 

were not covered before, stand out. 

Criteria and procedures are provided 

for the disposal and recycling of cobalt, 

lithium and nickel, to be used in the 

production of new batteries, starting in 

2024. CO 2 

limits will be made public in 

2025. Methods for defining and calculating 

emissions have not yet been defi- 

ned. The number of accidental events is 

also contemplated. The question is how, 

and to what, the concept of accident is 

applicable to an industrial battery. 

To follow the trend, one must be flexible 

in using available technologies, 

such as the two most fashionable 

lithium ion chemistries, NMC (Nickel 

Manganese Cobalt) and LFP 

(Lithium Iron Phosphate). This reasoning 

particularly applies to sodium 

ions (Na-ion). Sodium is an alkaline 

about 1,300 times more readily available 

than lithium, and so is manganese, 

an availability that will drive the rapid 

expansion of this market. This type of 

battery proves to be more economical 

and has a lower environmental impact 

because it does not require the same 

earth as NMCs and LFPs. It is a similar 

technology to lithium-ion batteries, so 

it can be integrated into existing infrastructure, 

but it is much less reactive, 

does not suffer from dendrites (a potential 

cause of short circuits) and reacts 

in a thermal range that is more dilated 

than lithium, from -20 °C to + 60 °C. 

The main limitation is power density, 

between 140 and 160 Wh/kg, as opposed 

to the 180-250 Wh/kg range of 

lithium-ion batteries. The final message 

of hope for the future of the battery 

industry concerns the thorny subject of 

recharging times: the threshold of 80% 

in 10 minutes seems to be approaching 

with wide strides. 

We wanted to go over the highlights of 

the Battery Experts Forum in a few salient 

steps with Volker Ritzert, CEO of 

BMZ Germany. “Providing the big picture 

of battery pack development requires 

a holistic view. We are solution providers, 

understanding becomes common 

within the development process”. 

Matthias Girlich, Project Leader of 

the event, adds: “I see the Battery Experts 

Forum as a super-opportunity to 

bring people together in a human environment. 

It is meant to be a networking 

experience and a marketplace at the 

same time. An approach that makes us 

special, in this niche environment, where 

we try to bring together the different 

links in the supply chain and provide 

interesting content. Content, innovation 

and networking”. 

Mr Ritzert continues: “Battery waste 

and lithium recycling is what we will 

focus on most in the future. It’s the 

same approach as with smart-phones; 

you disassemble and save the elements, 

and put them back into the production 

cycle. Fast charging will also increasingly 

be a reality, even for commercial 

and industrial applications. Speaking 

of batteries, I want to mention 

lithium-sodium batteries. Their price 

has dropped by 30% and they are optimal 

if applications do not require power 

density and little space. As far as 

performance is concerned, we have developed 

our own cells and launched a 

6.4Ah battery, a high-performance version, 

if you consider that the standard 

is 2.4Ah”. Speaking of semiconductors, 

Mr Ritzert reiterates the mantra. “In 

Europe, we have to build an infrastructure 

capable of low-cost production, as 

is happening in the US. Without such a 

strategy in the EU, Europeans will be 

forced to give up these projects in the 

future. I believe we can meet the challenge 

with China. Semiconductors are 

not an option. We must have a plan B.” 

18 

19

COMPARISONS PREVIEWS 

#MOBILEAPPLICATIONS #COMMONRAIL #6CYLINDERS #HVO #CAT #POWERPACK #CUMMINS #OFFROAD #JOHNDEERE #CHECKAPP #DEUTZ 

AROUND 13 LITERS 

A NEVERENDING 

STORY 

It is known as 13 litre and it belongs 

to the 11,9 - 13,5 litre segment, 

with power encompassed 

in the elastic range between 383 

kW and the 500-kW notch. Just consider 

a couple of figures. Torque at 

max power is enclosed in a narrow 

20% range. A pretty significant percentage 

gap that has, though, to be 

read on a case-by-case basis, keeping 

an eye on size and other parameters 

such as up-stroke and density. Not to 

mention (as a digression would lead 

us too far off) the variables linked to 

the size of the aftertreatment system, 

the structural sump designed for tractors, 

the intertwining of curves and 

flexibility of engine rpm, that change 

to fit every OEM’s preference based 

on the application’s specs. Among the 

new entrants to this comparison, we 

find Caterpillar and Perkins, jointly 

developing a 12.9 litre they shaped, 

though, into a dual incarnation; it was 

unveiled at Conexpo, both in yellow 

and in grey, and we recently admired 

it at London’s Shard, sporting Perkins’ 

livery. It is still work in progress for 

the time being, since mass production 

is scheduled for 2026. Let’s start with 

this comparison’s basics, then: the 

Diesel index, which plots a project’s 

engineering coordinates. Caterpillar’s 

C13D and Perkins’ 2606J share the 

top podium spot. Following is Deutz’s 

13.5 litre, also designed four-handedly 

with Liebherr, and the other sensational 

new entrant, the 12.74 litre by 

Scania, winner of Diesel of the Year 

2023. Cat’s 6-cylinder sets at 12.5 litres, 

with a difference of just 2 mm 

in bore and 5 mm in stroke cylinder-wise 

as compared to the 12.9 litre. 

The power density bar is 10% higher 

than for the single turbocharger 18-litre 

engine. To make it more compact, 

the DOC was grafted onto the DPF. 

This engine can work at an altitude 

of 3658 m, which corresponds to the 

12,000 feet mentioned in Las Vegas – 

BRAND 

CATERPILLAR 

CUMMINS 

DEUTZ 

DEUTZ 

FPT INDUSTRIAL 

JOHN DEERE 

LIEBHERR 

MAN ENGINES 

MTU 

PERKINS 

SCANIA 

MODEL 

C13D 

X12 513 

TCD 12.0 V6 TCD13.5L6 

C13 2ST T 

JD14X 

D946 A7-04 

D2676LE 

6R 1300 2606J-E13TA 

NEXT GENERATION 

VOLVO 

DC13 

TAD1375VE 

I. D. 

B x S mm - S/B 130 x 162 - 1,25 130 x 150 - 1,15 130 x 150 - 1,15 135 x 157 - 1,16 135 x 150 - 1,11 132 x 165 - 1,25 130 x 150 - 1,15 126 x 166 - 1,32 132 x 156 - 1,18 130 x 162 - 1,25 130 x 160 - 1,23 131 x 158 - 1,21 

N. cil. - dm 3 6 - 12,90 6 - 11,94 6 - 11,94 6 - 13,48 6 - 12,88 6 - 13,54 6 - 11,94 6 - 12,41 6 - 12,80 6 - 12,90 6 - 12,74 6 - 12,77 

Maximum power kW - rpm 515 - 2.100 383 - 1.900 404 - 1.700 454 - 2.100 500 - 2.100 510 - 2.100 380 - 1.900 404 - 1.700 390 - 1.600 515 - 2.100 450 - 1.900 405 - 1.900 

Mep at max power bar 23,3 20,7 24,3 19,6 22,6 21,9 20,5 23,4 23,3 23,3 22,8 20,4 

Piston speed m/s 11,3 9,5 8,5 11 10,5 11,6 9,5 9,4 8,3 11,3 10,1 10 

Maximum torque Nm - rpm 3.200 - 1.300 2303 - 1.400 2505 - 1.200 2757 - 1.100 2901 - 1.400 3050 - 1.550 2597 - 1.250 2520 - 1.100 2605 - 1.300 3.200 - 1.300 3009 - 1.400 2650 - 1.150 

Mep at max torque bar 31,8 24,7 26,9 26,2 28,9 28,9 27,9 26 26,1 31,8 30,3 26,6 

% power at max torque (kW) 52,2 50,1 52,1 50,8 48 49,8 58,3 52,4 56,8 52,2 56,9 55,4 

Torque at max power Nm 2.342 1.921 2.264 2.058 2.274 2.323 1.911 2.264 2.323 2.342 2.264 2.038 

% power at max torque (kW) 84,6 (436) 88,20 (338) 78,00 (315) 70,00 (318) 85,10 (426) 97,10 (495) 89,50 (340) 71,90 (290) 91 (355) 84,60 (436) 98,10 (441) 78,90 (319) 

Work range rpm 800 500 500 1.000 700 550 650 600 300 800 500 750 

DETAILS 

Specific power kW/dm 3 39,9 32 33,7 33,6 38,8 37,6 31,8 32,5 30,4 39,9 35,3 31,7 

Specific torque Nm/dm 3 248,0 192,7 209,6 204,4 225,2 225,1 217,3 202,9 203,3 248 236,1 207,4 

Areal spec. power kW/dm 2 64,70 48,12 50,75 52,85 58,21 62,12 47,74 54,01 47,50 64,70 56,53 50,06 

RULES AND BALANCE 

Dry weight kg 1.154 1.125 983 990 1.430 1.521 1.341 1.107 1.071 1.154 1.050 1.267 

L x W x H mm 1.381x969x1.273 1.274x994x1.134 1.378x852x1.161 1.378x852x1.161 1.365x912x1.213 1.446x890x1.366 1.428x903x1.151 1.355x907x1.120 1.393x1.043x1.215 1.381x969x1.273 1.397x1.157x920 1.148x868x1.237 

Volume m 3 1,70 1,44 1,36 1,36 1,51 1,76 1,48 1,38 1,77 1,70 1,49 1,23 

Weight/power kg/kW 2,2 2,9 2,4 2,2 2,9 3 3,5 2,7 2,7 2,2 2,3 3,1 

Weight/displacement kg/dm 3 89,4 94,2 82,3 73,4 111 112,3 112,3 89,1 83,6 89,4 82,4 99,2 

Power density kW/m 3 302,9 266 297,1 333,8 331,1 289,8 256,8 292,8 220,3 302,9 302 329,3 

Total density t/m 3 0,68 0,78 0,72 0,73 0,95 0,86 0,91 0,80 0,61 0,68 0,70 1,03 

Displacement/volume dm 3 /m 3 7,59 8,30 8,78 9,91 8,53 7,70 8,07 9 7,24 7,59 8,55 10,39 

20 

21

COMPARISONS PREVIEWS 

#LIEBHERR #MAN #PERKINS #ROLLSROYCE #SCANIA #VOLVO 

BRAND 

CATERPILLAR 

CUMMINS 

DEUTZ 

DEUTZ 

FPT INDUSTRIAL 

JOHN DEERE 

LIEBHERR 

MAN ENGINES 

MTU 

PERKINS 

SCANIA 

MODEL 

C13D 

X12 513 

TCD 12.0 V6 TCD13.5L6 

C13 2ST T 

JD14X 

D946 A7-04 

D2676LE 

6R 1300 2606J-E13TA 

NEXT GENERATION 

VOLVO 

DC13 

TAD1375VE 

INDEX 

Torque 12,1 8,4 8,5 13,4 10,8 9,5 10,1 9,3 6,5 12,1 9 11 

Performance 8,7 7,0 7,5 7,5 8 8,2 7,6 7,4 7,3 8,7 8,2 7,4 

Stress 14,4 11,4 11,8 12,4 13,1 13,5 12,5 11,8 11,5 14,4 13,5 12,2 

Lightness 11,9 12,8 11,1 10 15,4 15,5 14,8 11,7 11,2 11,9 10,7 13,1 

Density 9,8 8,9 10,2 10,3 10,2 8,8 9,5 9,8 7,6 9,8 10,4 11,2 

DIESEL INDEX 8,5 7,4 7,7 8,3 7,9 7,7 7,5 7,6 7,1 8,5 8 7,7 

that’s double the altitude the current 

13 litre can withstand – coping comfortably 

with temperatures ranging 

from +60° to -40°. The difference in 

noise levels between the two engines 

gets as high as 3 dB, without a fan. 

Also worth mentioning is a 45% reduction 

in junction losses, which 

combined with other improvements 

contributes to curbing fluid consumption 

and extending oil and fuel filters 

maintenance intervals to 1000 hours 

between a session and the next. The 

front geartrain was moved to the rear 

section: that’s where moments of inertia 

and noise-emitting components 

are found, that have been dampened. 

The high-pressure fuel pump also 

plays its part in reducing noise. The 

common rail remains part of the package 

but gets upgraded to meet the 

fuel calibration requirements of such 

a high-performance unit. As for novelties, 

we find the variable geometry 

turbocharger. 

Deutz deploys a two-pronged offensive 

lineup with two 6-cylinders featuring 

a different cylinder displacement. 

Which means a 12 and a 13.5 

litre stemming from partnering with 

Liebherr and firmly set in the inline 

architecture domain, banning the 

EGR. The conventional 12-litre V 

block – pledging loyalty to the gas recirculation 

principle – featuring a milder 

performance (390 kW and 2130 

Nm) is not being considered here. 

Differently than in the 2018 Diesel 

of the Year winning 9-litre engine, 

the single cylinder displacement 

of the 13.5 litre is modular. And the 

TCD13.5L6 no doubt gets to show 

its temper with torque, that sure also 

depends on the largest displacement 

among the 12 “apostles” in this power 

rating range, as well as on factors linked 

to it being very lightweight. Such 

as, for instance, the impact of weight 

in relation to volume and, above all, 

the much-desired power density. Only 

Cursor 13 can snap the red from Cologne 

at the heels, thanks amongst 

others to a two-stage turbocharger that 

achieves consistency of combustion 

air and optimises chamber filling. 

Scania made it to the podium, too, 

which calls for a proper digression. 

In Södertälje, plans were made to step 

onto the crowded path of green transition. 

At the Swedish “Lonely Planet” 

then, the promotion of electrification 

– revealed at Ecomondo in 2021 with 

their 32kWh battery packs scalable up 

to 12 units – goes hand in hand with 

the adjustment of thermodynamic parameters. 

This was the premise upon 

which they designed the Next Generation 

DC13, current Diesel of the Year 

title holder. A balanced engine that 

doesn’t push too far on piston cycle 

and gets near the crucial efficiency 

barrier of 50%. And here’s what we 

said about the Super, this engine’s 

dad, upon the preview of its debut 

beneath griffin-badged front grilles: 

“Made to gravitate into the Euro6 

orbit, its is available in four power 

ratings from 420 to 560 hp (the other 

two steps being 460 and 500). Which 

has its kW equivalent in the 309, 338, 

368 and 412 kW options. Scania Super’s 

powertrain nods to the TCO. As 

compared to the previous generation, 

the estimated fuel saving is as high as 

8% – and even better than that, according 

to a few test drivers who tried it 

under real-life conditions – for longhaulage 

missions. The whole family 

is compatible with HVO, and midsegment 

options – 460 and 500 hp 

– can digest FAME biodiesel. Other 

versions are in the pipeline for the 

extra-European markets and biomethane. 

Scania nailed it also because of 

the dual overhead camshafts and dual 

AdBlue dosing by Scania Twin SCR. 

Torque is on tap at 900 rpm – another 

feature that delivers efficiency, both in 

terms of specific fuel consumption as 

well as in terms of engine elasticity.”. 

“We knew from the beginning that 

dual overhead camshafts (DOHC) in 

combination with four-valve cylinder 

head technology and SCR only was a 

requisite” said Magnus Henriksson, 

Scania’s Chief Engineer. “And precise 

valve control from overhead cams 

is also a must for the advanced Scania 

Twin-SCR system with dual dosing of 

urea.” 

What we have so far is the description 

of a truck engine. Sure it’s similar, but 

not a mirror image of, the industrial 

counterpart; it does, though, belong to 

the same lineage. We could say that 

should it be tested for the sixth level 

of the emission standards, this engine’s 

interaction with batteries would 

make it the ideal candidate to pass 

with full marks. With 3.000 Newton 

metre, it is Cat’s and Perkins’ sole true 

opponent, and it’s already proved capable 

of delivering almost 97% of its 

power at max torque. 

It does well weight-wise, too, with 

slightly over than a thousand kilograms, 

and a size that can fit into the 

front overhang’s engine compartment 

of machinery with tight spaces. Speaking 

of it during the award ceremony, 

Scania Italia’s Power Solutions Director 

Paolo Carri said: “Its overall size 

and mounting brackets remain unchanged 

and customer interfaces are 

kept in similar locations. It is enough 

to think that some units, such as those 

for railway applications and dumpers, 

may benefit from an 11% increase 

in max power at 450 kW and a 21% 

increase in max torque at over 3000 

rpm. Which translates into enhanced 

productivity and fuel consumption – a 

key factor for all work equipment – 

improved by up to 7%.” 

About FPT Industrial we stressed the 

turbocharging precision. In the past 

comparison edition, it came second 

behind Cummins QSG12, following 

X12 in Columbus. Back in those days, 

the Stage IV season still lingered on. 

CATERPILLAR PERKINS DEUTZ 

SCANIA 

22 

23

OFF-HIGHWAY 

#AGRICULTURE #DEERE #DEUTZ # JCB #HANNOVER 

AGRITECHNICA 2023 

A MOLECULE 

FOR 

FARMERS 

Tobias Eichberg, Managing Director of DLG Service: 

“The heart of the international agricultural machinery 

industry beats to the rhythm of Agritechnica.” 

At Agritechnica’s latest edition 

from 12 to 18 November 

2023, hydrogen engines stole 

the show. Almost all engine 

makers have introduced one, and the 

next few pages will delve into those 

proposed by AGCO Power, Cummins, 

Deutz, FPT Industrial, Kohler, 

Kubota and MAN Engines. 

“Agriculture is undergoing a fundamental 

shift as it transitions to greater 

climate neutrality,” explained Sebastian 

C. Schulte, CEO of Deutz. 

“We want to play our part in this 

huge task by offering the optimum 

solutions for the specific requirements 

of our agricultural customers. 

At the same time, we aim to make 

the most of the opportunities of this 

transition in order to continue to 

grow profitably and to permanently 

Hydrogen appeared 

on the bright 

showcase in 

Hannover. Fuel cells 

are still a bit immature 

for the fields, but 

the ICE lent itself to 

the H2 molecule on 

the stands of AGCO 

Power, Cummins, 

Deutz, FPT Industrial, 

JCB Power Systems, 

Kohler, Kubota, 

Liebherr, MAN. John 

Deere diversifies with 

9L ethanol engine 

establish Deutz among the top three 

independent engine manufacturers.” 

In the middle of Deutz’s booth stood 

the TCG 7.8 H2, a hydrogen-fuelled 

internal combustion engine that is 

playing a pioneering role in the quest 

for climate neutrality. The six-cylinder 

engine can deliver 220 kW and 

will go into volume production at 

the end of 2024. In principle, it can 

be used in all current Deutz applications 

and in the on-highway segment. 

Deutz recently received its first order 

from China for 100 H2 gensets 

powered by the TCG 7.8 H2. From 

the Green segment, Deutz presented 

a 400-volt drive system that uses 

a split drive comprising two 40 kW 

electric motors. The ISO 26262-certified 

system has a peak output of 80 

kW. Novel engines can also be found 

in the Classic segment, the core business 

of the company which firmly 

believes that internal combustion engines 

will continue to be necessary, 

especially in the agricultural sector. 

Again, at Agritechnica we saw TCD 

5.1 and 7.7., both available as of mid- 

2028. The first has a power range of 

up to 170 kW and maximum torque 

of 950 Nm, combining the power of 

six cylinders with the efficiency of 

four. Boasting a power range of up 

to 280 kW and a max torque of 1,550 

Nm, the 7.7 will fit a great number 

of off-highway and industrial applications. 

JCB Power Systems, too, whose offer 

is becoming increasingly electric, 

has hydrogen in its crosshairs: a team 

of 150 engineers is working on a pioneering 

project to develop hydrogen 

combustion engines, with more than 

75 prototypes already produced in the 

British plant. At Agritechnica, JCB 

showcased its hydrogen combustion 

engine designed for agricultural and 

construction machinery. JCB’s hydrogen 

prototypes are already powering 

models of telescopic handlers, 

backhoe loaders, trucks – namely, a 

7.5-ton Mercedes and a Sprinter. For 

the time being, JCB believes fuel 

cells are too expensive, too complicated 

and not robust enough for construction 

and agricultural equipment. 

At the exhibition, John Deere was the 

one thinking outside the box: instead 

of a hydrogen combustion engine, it 

showcased a prototype 9-litre engine 

compatible with ethanol, showing 

their commitment to developing a diverse 

range of solutions. The Amer- 

ican agricultural equipment giant is 

using its technical expertise to analyse 

new technologies that can simplify 

the integration of renewable fuels 

with internal combustion engine 

technology, with a view to offering 

its clients greater value and productivity. 

As for the available range of 

options, John Deere considers biodiesel, 

renewable diesel (or HVO), 

and ethanol to be the most promising 

options for near-term integration 

into heavy duty applications. Ethanol 

is an alcohol-based renewable fuel 

that’s widely available in many parts 

of the world, given it can be derived 

from cattle feed crops such as corn, 

wheat or sugarcane. Also, being a 

high-octane fuel, it is an interesting 

option for high performance internal 

combustion engines. 

24 

25

OFF-HIGHWAY 

#AGCOPOWER #AGRITECHNICA #CORE50 

AGCO POWER @ AGRITECHNICA 

ECONOMY 

OF 

SCALE 

Left, the prototype of the hydrogen version of the Core50, called 

eHydrogen, exhibited at Agritechnica. Above, Kelvin Bennett, Senior 

Vice President Engineering of AGCO Corporation, and Kari Aaltonen, 

Technical Director at AGCO Power. 

The R&D work at AGCO Power’s 

engine plant in Nokia, Finland, 

has reached a turning point. “We 

are developing off-road solutions 

to sustainably meet farmers’ needs, including 

solutions using electric batteries, 

hydrogen, methane and methanol,” 

says Kelvin Bennett, Senior Vice President 

Engineering at AGCO. “The sustainable 

development of agriculture requires 

a radical reduction in emissions 

from machinery, and these engines are 

the most significant energy generation 

prototypes in our history”. All existing 

AGCO Power engines, which power 

brands such as Fendt, Valtra and Massey 

Ferguson, are already compatible with 

HVO, which can reduce greenhouse 

gas emissions by 75-95% compared to 

diesel. The latest engine family, AGCO 

Power Core, was designed from the 

In Hanover the 

Finnish manufacturer 

presented a wide 

range of solutions to 

reduce agricultural 

emissions: from 

alternative fuels to 

electric systems, but 

above all the new 

addition to the Core 

platform, the 50, which 

maintains the same 

unit displacement as 

the Core75, varying 

only the number of 

cylinders 

ground up with the fuels of the future 

in mind. The new Core50 was presented 

at Agritechnica. The flexible Core 

platform is also used in the eHydrogen 

mild hybrid engine prototype, also on 

display at the show. In hybrid technology, 

the continuous power of the hydrogen-powered 

engine is dynamically 

complemented by the extra power and 

torque resulting from electricity. The 

Core50 has the same unit displacement 

as the 75, bore and stroke are identical, 

the only difference is in the number of 

cylinders. Here too the EGR valve has 

been eliminated, while the ATS and 

the wastegate valve are the same. All 

Core engines, even future ones, will 

have the camshaft overhead, not in the 

crankcase, and will be equipped with 

common rail and ECU. 

“We have found that the six-cylinder is 

performing very well,” explains Bennett. 

“According to the results we have 

released here at Agritechnica, it has 

marked a new reference standard for 

lower consumption, in a category in 

which our competitors have been the 

point of reference for several years. All 

components work well and that’s why 

we are confident in the future of our 

Core50.” The choice to adopt the same 

unit displacement was made for reasons 

of economy of scale and also to reduce 

complexity. “Having common components 

simplifies processes and assembly 

lines, reduces the risk of errors since 

these are standard procedures and this 

also makes it easier for our suppliers. 

We really believe in this engine, both for 

its low fuel consumption, now confirmed 

by independent tests carried out on the 

six-cylinder, and for its high durability.” 

Jarmo Tuorila, Sales and Marketing 

Director of AGCO, answers about the 

choice of the 5-litre displacement, which 

has recently come back into vogue (such 

as Kubota and Deutz): “Using the same 

unit displacement as the Core75 offers 

synergistic advantages in our production 

and savings for our customers, 

since both models share components. 

The 5-liter displacement also fits perfectly 

with our updated engine portfolio 

below the Core75.” Hydrogen and batteries. 

Which technology is a candidate 

for tractors above 100hp? “AGCO Power’s 

view is that there is no single solution 

for agriculture and that the technology 

depends on the application and power 

requirements. The battery-electric model 

(such as the Fendt e100 V Vario electric 

tractor) is suitable for applications under 

100hp, where the size and weight of the 

battery are still manageable. As energy 

needs increase, other technologies such 

as alternative fuels represent a more viable 

solution. We believe that ICEs will 

still have a role in heavy-duty applications 

for years to come, as they provide 

the required performance and have the 

necessary operating range required by 

agriculture and other off-road applications. 

We have several ongoing projects 

where we are testing the feasibility of different 

technologies and fuels for different 

applications, but we cannot go into details 

at the moment. The feasibility of the 

different technologies depends on market 

demand and support infrastructures that 

we cannot directly control: therefore, 

AGCO Power dedicates considerable 

research and development efforts to 

study and test all alternative energy technologies 

that are viable at this time.” 

26 

27

HYDROGEN 

#CUMMINS #AGRICULTURE #NPROXX 

CUMMINS B6.7H 

COMMITTED 

TO 

HYDROGEN 

Cummins has also laucnhed hydrogen into the agricultural applications arena. 

Philip Dawson, General Manager, Global AG Business, and Steve Nendick, 

Marketing Communication Director, told us about the B6.7H and Columbus 

strategies. 

At Agritechnica Cummins confirmed 

its commitment to the 

hydrogen economy as part of 

its Destination Zero strategy, 

already made clear by recent investments 

and acquisitions. There are three 

fronts on which it intends to focus: the 

production of green hydrogen, the management 

and transport of hydrogen and 

the application of hydrogen in engines 

and fuel cells. As for the first aspect, 

with over 600 electrolyzers distributed 

globally in 100 countries, Cummins is 

investing heavily in this technology. For 

storage, the launch of the joint venture 

with NPROXX, a world leader in high 

pressure hydrogen storage for both stationary 

and mobile applications, was of 

fundamental importance. 

Regarding agricultural applications, 

which are the protagonists of Agritechnica, 

Philip Dawson, General Manager, 

Global AG Business, states: “We 

are building experience in the electrification, 

through our Accelera by 

Cummins division. I see that tractors 

which operate near the farm, where it 

is easy to implement an infrastructure, 

will adopt electric before open field 

tractors. Large open field machines 

have to carry out heavier work and require 

higher performance and longer 

working hours. So I think that battery 

technology will be limited to smaller 

tractors, while the challenge becomes 

more difficult with larger tractors, 

where the battery capacity may not be 

sufficient for their working needs. For 

our diesel engines, they are already 

all compatible with HVO biofuel and 

offer a level of environmental benefit. 

There are other biofuels that could be 

particularly interesting for the agricultural 

market, for example ethanol 

in South America, which could fuel a 

circular economy for farmers. For our 

new hydrogen combustion engine, it 

can provide similar performance characteristics 

to our diesel engines, with 

challenges related to hydrogen storage 

and production to be overcome.” 

These are the issues Cummins focused 

on in this edition of Agritechnica. 

Steve Nendick, Marketing Communication 

Director, adds: “The hydrogen 

engine we show here is what we call an 

agnostic engine. Essentially the cylinder 

head changes, but the block remains 

the same, making assembly easier from 

an OEM point of view. We can offer 

the use of different types of fuel with 

the same engine platform: clean diesel, 

hydrogen, biogas. Biogas has had 

little uptake in agricultural engine so 

far, however we are already powering 

trucks and buses in Europe with natural 

gas engines so have the experience. We 

have just moved our natural gas engine 

production from the US to Europe so 

we can better support European OEMs 

with on-road natural gas engines.” 

You’ve been testing tractors in Darlington 

for a few years. Can you tell 

us more about it? 

Nendick: “These are confidential projects 

for now that we hope to be able to 

talk about soon! But I can tell you that, 

at our technical center in Darlington, we 

will be opening a new building in July 

next year. We will be able to test complete 

vehicles and machines rather than 

just engines. We will be able to test complete 

drivelines whether they are clean 

diesel, battery electric, hydrogen fuel 

cell, or hydrogen combustion engines.” 

What are the specific needs of farmers 

compared to other off-highway 

applications? For example, the size of 

the ATS or the control of the ECU? 

Nendick: “If you look at the L9 engine 

we have here, we took the Stage 

V version and adapted it for use in a 

combine harvester. We changed the 

turbocharging from a wastegate to a 

variable geometry one. We were able 

to tailor the ECU and the calibration 

to make it work at high rpm with a focus 

on performance and fuel economy 

needed for harvesters. We manufacture 

our own turbos and aftertreatment systems, 

so we can customize the entire 

system and optimize power delivery 

and fuel economy for customers. Each 

engine specification is tailored to the 

customer’s needs.” 

What aspects do you plan to implement 

in the Ag sector, after the innovations 

seen at Conexpo, IAA and 

Busworld? 

Nendick: “The 6.7 engine we have here 

is an agnostic engine, with clean diesel, 

hydrogen and natural gas capability. It 

aligns with the platform idea we presented 

at Conexpo. There we had the 15 

litre, but the design solution is the same. 

We also present a battery, the BP95E, 

which we have already revealed at 

Busworld to represent our Accelera division. 

It is important to show the market 

that we are also carefully investing 

in new technologies as well as our current 

products. We want to show a complete 

portfolio, because today we power 

so many different vehicles and machines 

that it is clear that one technology solution 

cannot be valid for everyone.” 

28 

29

ICE 

#AGRICULTURE #CHARGER #FILTER 

DANFOSS POWER SYSTEMS 

POWER 

TO THE 

FIELDS 

The introduction of the ED3 (above) will mean that agriculture 

companies can install an AC charging unit to charge their electric or 

hybrid machines. 

At Agritechnica Danfoss Power 

Solutions’ Editron division has 

launched two new electrification 

products: the ED3 onboard 

charger and the LCL1200/1700 electric 

filter for off-highway applications. 

These products will increase value for 

original equipment manufacturers in 

the on- and off-highway industries and 

quicken the pace of heavy-duty electrification. 

The Editron division will bring 

its ED3 onboard charger with electric 

power take-off functionality to the open 

market. Previously only available to 

Volvo Trucks, a product standardization 

project is underway as the exclusivity 

period has ended. Danfoss expects 

prototypes to be available in 2024, with 

serial production to follow. Initially designed 

for on-highway applications, the 

ED3 offers fast, easy access to charging 

Kimmo Rauma, 

Vice President, 

Editron division, 

Danfoss Power 

Solutions, said: 

“Launching these 

new products 

at Agritechnica 

means that our 

Editron division 

now has one of the 

market’s largest, 

most sophisticated 

electrification product 

portfolios.” 

power. The ED3 is a bi-directional onboard 

charger and electric power supply 

that offers high charging power and 

distributes energy to auxiliary functions 

within a vehicle. It can deliver up to 43 

kW to the main high-voltage battery, the 

highest AC power available today, and 

up to 43 kilowatts of AC or DC power 

as needed to other subsystems. But 

what are the benefits fo the ED3? The 

charging power offered by the ED3 will 

allow heavy-duty electric vehicles to be 

charged overnight using readily available 

AC power outlets, facilitating quick 

deployment while minimizing charging 

infrastructure costs for customers. 

The product’s high-power AC and DC 

electric power take-off will also simplify 

integration for OEMs. The product 

pulls DC power directly from its main 

high-voltage battery to support up to 44 

kW of power. It can also convert power 

drawn from the battery to AC in a 

single- or three-phase electrical supply 

to deliver up to 43.6 kilovolt-amperes. 

These features mean the ED3 can support 

any electric power take-off function 

for most auxiliary functions. Andreas 

Kling, Senior Director of Hydrostatic 

Division Sales EMEA at Danfoss Power 

solutions, explains: “In agriculture, the 

focus is very much on AC. Most agriculture 

applications still aren’t going fully 

electric, and because hybrid machines 

have smaller battery packs, they don’t 

require DC charging. High-power AC 

charging is valuable as it speeds up 

charging and reduces vehicle downtime, 

which is a real challenge for operators 

who need vehicles running to maximize 

revenues. The ED3 is a versatile product 

that can be used across various agricultural 

applications and supports many 

functions, such as tractors and their auxiliary 

functions, harvesters, and sprayers. 

For instance, tractors traditionally 

pull auxiliary functions using a mechanical 

power take-off. The ED3 can direct 

AC or DC power to a motor to drive 

these functions, eliminating the need for 

a mechanical power take-off and reducing 

efficiency losses. Less mechanical 

devices also lower the strain on components, 

delivering maintenance and 

servicing savings.” The second product 

Danfoss’ Editron division launched in 

Hanover is the LCL1200/1700 electric 

filter. Specifically designed for off-highway 

applications, the filter is an accompanying 

component for the EC-C1700 

electric converter the company released 

earlier in 2023. The LCL1200/1700 

filter acts as an active front end to con- 

vert energy from AC to DC grid or as 

a grid filter in generator applications. 

The LCL filter offers easy installation 

and design flexibility to OEMs. When 

combined, the LCL1200/1700 filter and 

EC-C1700 converter will meet market 

demand for smaller, more sophisticated 

electric converters and enable easy 

access to full power grid connection. 

Danfoss launched also its H1F fixed 

displacement bent axis hydraulic motor. 

Designed for open- and closed-circuit 

applications, the H1F motor offers bestin-class 

efficiency, proven reliability, 

and a compact design. The latest development 

in Danfoss’ high-power H1 series 

of pumps and motors, the H1F fixed 

bent axis motor offers overall efficiency 

of up to 95%. High-efficiency motors 

deliver fuel savings, improve productivity, 

and reduce heat generation. 

30 

31

OFF-HIGHWAY 

#DEUTZAG #AGRITECHNICA 

DEUTZ @ AGRITECHNICA 

WELCOME 

BACK 

The Deutz board has very clear 

ideas on how to deal with the 

energy transition. Compared to 

the previous management, the 

approach is more flexible or, if you 

prefer, agnostic and market oriented. 

Trust in electrification, continuity in 

the development of the infrastructure 

necessary for the spread of hydrogen, 

without forgetting the updating of the 

internal combustion engines line-up. 

“There will continue to be demand 

for conventional combustion engines 

going forward, particularly in the agricultural 

sector. These drives can run 

on biofuels and synthetic fuels, making 

them more environmentally friendly,” 

explains Markus Müller, CTO and 

CSO of Deutz AG. “Our plan for the 

years ahead is therefore not only to 

enhance our climate-neutral product 

Deutz is back at 

Agritechnica. Among 

the many innovations 

was the TCD 7.7, 

available from 

mid-2028. An Agri 

Performance Concept 

designed for AG 

machinery, provides 

300 kW and 1,700 Nm. 

A compact electric 400- 

volt drive system uses 

a split drive comprising 

two 40 kW electric 

motors. We talked to 

Antonio Giordano 

portfolio but also to further expand our 

classic engine business.” 

We asked more details to Antonio 

Giordano, Deutz Director regional 

sales EMEA. 

Deutz opened the compact engines 

season with the 2.9 and 3.6 liters. 

Where did the decision to increase 

the unit displacement of the 3.9 liters 

diesel engine come from? 

“The Deutz TCD 3.9/4.0 series is the 

successor of the TCD 3.6/4.1 series, 

with start of production in 2025. The 

TCD 3.9/4.0 is based on the installation 

space of the TCD 3.6 series to 

enable a substitution of both series. In 

terms of power and torque, the TCD 

3.9/4.0 performs better than TCD 

3.6/4.1 series with up to 130kW power 

output. We will further develop the 

new engine platform for future ex- 

haust emission legislation, while this 

will not be the case for the TCD 3.6. 

Thus, applications equipped with the 

TCD 3.9/4.0 can be adapted to future 

requirements more easily. Customers 

benefit additionally by switching from 

two engine architectures to a singular, 

future-proof, higher-performance engine 

platform.” 

At Coreum we witnessed your construction 

electrification strategy. 

How is this mission going? 

“Transforming mobility is an enormous 

task, and at the same time, an economic 

opportunity for us. Some industries 

have already reached a consensus 

on how to achieve climate neutrality. 

For engines that are in constant use 

and move large loads, several technological 

options – or a combination of 

them – are possible. However, what 

a climate-neutral truck, excavator 

or tractor will look like is still up for 

debate. Therefore, we still only experience 

limited demand for our e-drive 

systems. Both high voltage and low 

voltage systems are market ready now. 

A recent example for an initial success, 

is the customer Kärcher, where our 

battery systems will be installed in the 

first prototypes of a street sweeper next 

year and we are already negotiating a 

small series production. And there are 

a number of other projects for which 

we are not yet allowed to name the customers.” 

Hydrogen: how will the collaboration 

with Mahle develop? Do you 

see hydrogen stationary applications 

more for continuous, stand-by 

generation or to power CE or AG 

machines? 

“The collaboration with Mahle is only 

for one module of the hydrogen engine. 

We also have many other important 

suppliers for the engine. We are initially 

starting with sales mainly into 

stationary gensets as the supply with 

hydrogen is easier to solve for this use 

case. In a next step we believe a train 

application is likely as also here the 

supply of hydrogen is easier to plan. 

And when the infrastructure is ready, 

we will also offer these engines for mobile 

applications like construction or 

agricultural machinery.” 

The announced partnership with 

Daimler promises interesting developments. 

Will it be the trump card 

for gaining market share above 120 

kW? 

“The Daimler collaboration indeed 

opens up new possibilities for Deutz. 

32 

33

OFF-HIGHWAY 

OFF-HIGHWAY 

JOHN DEERE @ AGRITECHNICA 

ALSO 

WITH 

ETHANOL 

With the two engine platforms MDEG 

and HDEP we optimize our product 

portfolio as well as our production network. 

For the MDEG Deutz takes over 

IP and license rights for two engines 

(5.1L and 7.7L) and will further develop 

the engines for all applications as 

well as for next engine emission levels. 

Engines will be produced by Deutz and 

can be used in smaller trucks or construction 

machinery for example. For 

the heavy-duty engine HDEP, Deutz 

takes over license rights for three engines 

(10.7L, 12.8L, 15.6L) and will 

further develop the engines for use in 

all off-highway applications. Thus, this 

deal opens up new customers and applications 

for Deutz especially in the 

heavy-duty engine segment.” 

Operation Torqeedo is being discussed 

in the German press. What 

can you tell us about the new board's 

vision? 

“In 2017, Deutz has acquired Torqeedo 

with the main purpose of accelerating 

Deutz’s electrification strategy 

for our core customer segments (CE 

equipment, AG vehicles, and industrial 

trucks) and – as an addition to that – 

because Torqeedo holds a leading technology 

and brand position in the field of 

e-mobility on water. In recent years, we 

have successfully built a strong electric 

Deutz portfolio for our core customer 

segments and Torqeedo has further 

strengthened its leading technology 

and brand position. However, we have 

also learned that since Deutz is neither 

at home in the marine business nor 

has strong consumer goods expertise, 

we do not have the market knowledge 

and scaling capabilities to optimally 

develop Torqeedo. In addition, Torqeedo 

does not fit into our product and 

regional portfolio. Therefore, we made 

the decision to find a better owner for 

Torqeedo and started a structured, professional 

sales process. For this reason, 

we are in advanced talks with several, 

exclusively strategic partners from the 

maritime sector. For reasons of confidentiality, 

we cannot comment on the 

names of potential interested parties. 

The talks are being conducted by both 

Torqeedo management and representatives 

of Deutz. The negotiations are expected 

to be concluded next year. The 

upcoming change is a great opportunity 

for Torqeedo. With the right strategic 

partner, Torqeedo can consistently 

pursue its chosen path and position 

the company for the future. And we at 

Deutz can focus on our core business.” 

John Deere 

Power Systems 

is implementing 

integration with 

Kreisel. The electrical 

systems will be 

scalable and also 

applicable for heavyduty 

applications. 

For demanding 

applications, there 

is also the ethanol 

solution and NGE 

(Next Generation 

Engine), including the 

brand new JD4 

John Deere meets the needs of 

the market and has set up an 

answer for every type of fuel 

technology requirement. With 

a personal touch: the choice of ethanol 

as an alternative to the usual HVO 

and paraffin and biomass fuels. Nick 

Block, Director, Global Marketing and 

Sales for John Deere Power Systems, 

answered our questions. 

What propulsion systems and components 

were on display in the John 

Deere booth at Agritechnica? 

“We had our full Next Generation Engine 

(NGE) lineup on display at Agritechnica 

this year. The NGE lineup is the latest engine 

platform to come from John Deere. 

When designing this new platform, we 

took a clean sheet approach and developed 

an engine architecture that delivers 

new levels of reliability, durability, flexibility, 

and serviceability for a wide array 

of heavy-duty applications. This engine 

design enables various extensions that 

could unlock the potential for broader integration 

of renewable fuels with combustion 

engines. Currently, our NGE lineup 

includes the JD4, JD14, and JD18. We 

had a concept ethanol engine on display 

at the show to demonstrate how John 

Deere is using its diesel engine design as 

a starting point and making key changes 

to enable ethanol compatibility. Ethanol 

is a biofuel that we’re exploring because 

of our ability to create an engine with 

similar power density to one using petroleum-based 

diesel. And the fuel supply 

infrastructure is similar to the existing 

infrastructure, which would make the 

adoption of the fuel simpler for many of 

our customers around the world. All that 

said, John Deere believes that the path 

34 

35

OFF-HIGHWAY 

#JOHNDEERE #ETHANOL #KREISEL 

Nick Block, Director, Global Marketing and Sales: “The JD4 will be compatible 

with EU Stage IIIA - Stage V emissions levels through common interfaces. 

The engine is low-NOx ready with planned external cooled exhaust gas 

recirculation and a single overhead camshaft valve train. The JD4 engine is 

also compliant with U.S. EPA Final Tier 4 and EU Stage V with no EGR.” 

to a sustainable future does not rely on 

only one solution. There are applications 

where ICE will continue to make sense 

and others where full battery electric or 

hybrid diesel-electric will be ideal. For 

those machines where ICE remain relevant, 

biofuels have the potential to make 

a significant impact in the near term.” 

At Conexpo Jennifer Preston, Vice 

President of John Deere Electric Powertrain 

and CEO Kreisel Electric 

said, “Together with Kreisel we are 

expanding our battery portfolio.” 

“As more of the off-highway industry looks 

to electrify their equipment, there will 

be a significant need to have scalable power 

and battery configurations that can 

meet unique energy and design needs 

across applications and equipment sizes. 

To meet this growing demand for diverse 

battery sizes, we are working with Kreisel 

to further develop our battery portfolio 

to include more modular options and 

broader energy ranges. We introduced 

three new concept batteries at Conexpo 

in 2023 that build off the modular design 

of the 63-kWh KBP63 battery that were 

also on display at Agritechnica. The two 

concept batteries at 38-kWh 750 V max 

can be used in parallel to meet larger 

power needs. The 20-kWh 400 V max 

battery can be connected in series or in 

parallel. With up to 750 V from a single 

pack and flexible dimensions, these new 

models offer industrial and marine customers 

increased packaging flexibility 

and utilize Kreisel’s modular architecture 

and patented immersion cooling 

technology. We’re also upfitting a facility 

to enable battery production at our factory 

in Saran, France, and investing in a 

new 115,000-square-foot battery manufacturing 

facility in Kernersville, North 

Carolina, in the US. The facility in North 

Carolina will be equipped to produce 

lithium-ion battery pack designs and will 

support a production capacity increase 

to serve the off-highway market in North 

America. Production is estimated to begin 

in 2025. We are working to develop 

comprehensive charging solutions that 

our customers can rely on to run in rugged 

environments. Like batteries, charging 

requirements will differ by market 

segment and applications — conceivably 

needing both stationary and mobile 

options and versatile ranges and charge 

times. That’s why we’re building out a 

diversified battery portfolio and developing 

a charging ecosystem, starting with 

the Kreisel Chimero battery integrated 

charging station, to meet operating conditions 

on a variety of jobsites.” 

What can you tell us about the integration 

of electric motors, batteries 

and inverters by John Deere? 

“We believe that hybridization will play 

an important role as a stepping stone 

toward more widespread full battery 

adoption. Many off-highway applications 

are too energy-dense to utilize full 

battery-electric power, but hybridization 

provides a way to lower their carbon output 

by coupling an electrification solution 

with an engine. We’re continuing to 

assess opportunities for both hybridization 

and full battery-electric and explore 

applications that could benefit from this. 

We are developing E-Power machines 

that utilize battery solutions from Kreisel 

Electric. EDrive machines feature an 

electrified drivetrain with an engine as 

the primary power source. In addition, 

eDrive machines enable better fuel eco- 

nomy, improved powertrain component 

life, and stronger pushing power on the 

job than traditional models. By 2026, 

John Deere aims to offer customers a variety 

of electric equipment solutions, including 

more than 20 electric and hybrid 

models to help reduce the carbon footprint 

of the off-highway industry.” 

At Conexpo we saw the JD4. What 

can you tell us about this new engine? 

“The JD4 is the latest addition to our 

Next Generation engine lineup. The engine 

made its first Agritechnica appearance 

this year. Providing up to 120 kW 

(161 hp) of power, the JD4 features a 

rear gear train that provides customers 

with low noise and high PTO power. The 

engine also has an extended single turbo 

range and provides 700 Nm (516 lb-ft) 

of maximum torque for improved highload 

capacity and productivity. The JD4 

features a 20–30% reduction in package 

size and a more than 100 kg (220 lb) reduction 

in weight compared to the John 

Deere 4.5L single turbo engine. The JD4 

will power OEM products such as water 

pumps, telehandlers, and woodchippers. 

Early testing of the JD4 shows performance 

advantages with its controls, 

superior fuel and air systems, and efficiencies 

with smart solutions. The JD4 

offers a more reliable diesel exhaust fluid 

(DEF) delivery system. The engine also 

features extended fluid service intervals 

of 750 hourss. Hydraulic lash adjusters 

decrease valve wear and eliminate valve 

lash maintenance. The JD4 engine features 

up to two auxiliary drive pads, providing 

three times more available auxiliary 

power. This additional power allows 

flexibility and enables off-boarding for 

electrification and hybrid applications.” 

36 

37

OFF-HIGHWAY 

#FPTINDUSTRIAL #HYDROGEN #BIOMETHANE 

FPT INDUSTRIAL@AGRITECHNICA 

SINGLE 

BASE 

MULTIFUEL 

At the Agritechnica press 

conference, Sylvain Blaise, 

President of Iveco Group’s 

Powertrain Business Unit, 

began by clarifying FPT Industrial’s 

goals: “Our goal is to provide farmers 

with the widest range of powerful, 

efficient and sustainable solutions. We 

are ready to satisfy their ever-evolving 

needs in all agricultural operations, 

promoting top productivity and 

future fossil energy independence. We 

strongly believe in a more than ever 

sustainable agriculture, and our products 

display together with the ‘nature’ 

of our stand clearly demonstrates the 

extent of our commitment.” 

The stand was designed in cooperation 

with the Polytechnic University 

of Milan, which analysed its global 

carbon footprint taking into account 

Among the many 

propulsion solutions for 

agriculture available 

from FPT Industrial, 

the big news is the 

XC13, FPT's first 

single-base multifuel 

engine. Hanover 

was the showcase 

for the premiere of 

the hydrogen version 

for industrial mobile 

applications. We saw 

also the F28 Hybrid, 

the F36 Power Pack 

and the N67 NG 

the transport of materials, products 

and people, and the energy consumption 

during the fair, set-up and dismantling. 

For example, all necessary 

materials were transported by a fleet 

of Iveco S-Way trucks equipped with 

Cursor 13 NG engines fuelled by bioLNG. 

The search for alternative horizons 

is not limited to exploring the 

potential of biomass. FPT emphasised 

the role played by hydrogen in the agricultural 

transition. Among the solutions 

presented was the XC13, FPT’s 

first single-base multifuel engine, in 

the hydrogen version, labelled “XC13 

H2”. The hydrogen-powered engine is 

exactly the same that had been tested 

by Prinoth on the Leitwolf h2Motion 

snow groomer. Hydrogen is stored in 

five tanks mounted on the rear of the 

machine, with an approximate run- 

ning time of more than three hours. 

The engine block itself has been optimised 

for multiple fuels, from diesel 

and natural gas (including biomethane) 

to hydrogen and renewable 

fuels. The hydrogen version has a direct 

injection system. The F28 Hybrid 

was also at the stand. It uses a diesel 

engine coupled with an electric flywheel, 

combining high performance 

with low fuel consumption. This inline 

four-cylinder engine develops 

a maximum power output of 55kW, 

while the electric motor adds a further 

20kW of continuous power and 

29kW of maximum power. Due to its 

integrated layout, it's a plug-and-play 

solution to replace larger diesel versions 

and is the best solution for efficient 

use of electric agricultural implements. 

The F36 PowerPack Stage 

V for stationary and semi-stationary 

applications is an integral part of the 

offer for the agricultural sector. The 

evolution of the F5 is the engine deployed 

by FPT in the crowded super 

compact arena. The after-treatment 

module is installed on the engine, including 

the technical urea injection 

system and all the necessary sensors 

and manifolds. Alternators, starters, 

water and air preheating systems and 

urea tanks of different sizes are available 

on request, as well as other solutions 

for customising the layout and 

on-board functions. The ever-increasing 

demand for electrified solutions, 

which we witnessed at this edition of 

the fair, led FPT to present a battery 

pack specifically designed for offroad 

use, the eBS42, which was developed 

in collaboration with Micro- 

vast. Due to its energy density and the 

high level of flexibility offered by its 

multipack configuration, it can be installed 

on various types of agricultural 

machinery. Produced in over 2 million 

units since 2001, the N45 continues to 

be successful in the agricultural sector 

thanks to its variety of configurations. 

It is presented here for the first time in 

the 147kW version, which is dedicated 

to the most demanding agricultural 

applications, with maintenance intervals 

of up to 1,200 hours. As far as 

natural gas is concerned, Agritechnica 

cannot miss the N67 NG. Biomethane 

enables the creation of a virtuous 

ecosystem based on the circular economy. 

This engine is under the bonnet 

of the New Holland T6.180 Methane 

Power, which won the 2022 Sustainable 

Tractor of the Year award. 

38 

39

OFF-HIGHWAY 

#FETIS #DINTEC #EUROPE #CANADA 

FETIS @ AGRITECHNICA 

TUNNEL 

OVER THE 

ATLANTIC 

The Fétis Group will be focusing on the following four areas of 

technology to help OEMs bring machines to life: Firstly, there 

is the supply and integration of Power Sources themselves. 

Secondly, there is Electrical Integration. Thirdly, they are 

expanding software and controls activities. Fourthly, the 

integration of the electric and hydraulic traction and actuation 

components to turn power into motion and useful work. 

We met Fétis at HyVolution in 

Paris. We saw them again in 

Hanover. Again, we listen 

to the words of Oliver Lythgoe, 

Chief Marketing Officer. First, 

however, we give space to the President, 

Damien Fétis. He tells us about 

the company’s recent investments in 

Ontario, Canada. “We have been developing 

our North America strategy 

following positive discussions with 

potential partners and customers”, explains 

Damien Fétis. “Our first facility 

in North America meets an immediate 

need in our industry. Wiring harnesses 

are becoming more complex with increasing 

numbers of sensors to support 

automation, and the addition of high 

voltage circuits to support the move to 

vehicle electrification. Our customers 

tell us that it is difficult to find partners 

The Fétis Group 

opened a new 

facility in Canada, 

and is developing 

its international 

operations in France, 

Germany and Spain. 

After meeting them 

at HyVolution Paris 

earlier this year, 

we saw them again at 

Agritechnica. 

We spoke to Oliver 

Lythgoe, Chief 

Marketing Officer 

who can produce these systems to the 

required quality and in the volumes 

that are typical in our market. We have 

existing expertise both in the local 

Canada team and in our established 

facilities in Europe which have been 

experiencing high growth.” 

Starting from here, we report Oliver 

Lythgoe’s answers. 

Why did you choose to expand into 

Spain and Germany? Is it just a 

question of territorial proximity? 

“Germany is the OEM powerhouse 

of Europe and to participate fully we 

needed to offer local engineering and 

commercial capabilities. Some of our 

most complex HV and controls integration 

projects are developed in our 

facility in Kaufbeuren, including drop 

in form-and-function electric replacements 

for diesel engines. 

Spain is a great base for production. 

We have a wiring harness facility in 

Zaragoza where we are able to manufacture 

to the cost and quality that 

OEMs want for mid volume production. 

This is a service that is in high demand, 

which is why we are now establishing a 

further footprint in Canada for this activity. 

Spain is also home to many forward-looking 

OEMs, especially for the 

smaller equipment that is most likely to 

lead the way in Electrification, so we 

have local commercial and engineering 

capabilities as well as production.” 

What input did you receive from 

OEMs and end users? Is the market 

ready for the electrification of agricultural 

applications? If so, which 

ones? 

“Electrification will not happen to all 

agricultural machines at the same time. 

For a few machine types, the time has 

now arrived to develop serious early 

series production of electrified and 

automated machines. For, other machines 

with intensive operating cycles, 

such as combine harvesters or heavy 

field tractors, electrification is still 

some way off. Another way of thinking 

about the agricultural machinery evolution 

is in terms of jobs to be done, 

rather than today’s machines. Some 

agricultural tasks are very appropriate 

for automation. Here robotics will be 

cost effective in replacing traditional 

machines, implements and methods.” 

What’s your North America strategy? 

“The initial footprint in North America 

will be in cable harness manufacturing 

in Canada. Although wiring production 

is only one aspect of our business, 

it is a great place to start as every 

OEM needs this product and machine 

wiring is getting increasingly complex 

and specialised.” 

What about HyVolution 2024? 

“Here we need to zoom out from Dintec 

solutions to the wider Fétis Group. 

There are three activities in the group 

that touch Hydrogen. Firstly, our Marine 

power engineering integration 

company Seco Marine has delivered 

successful hydrogen fuel cell yacht projects. 

Secondly, our power generation 

company Geniwatt is offering a hydrogen 

ICE genset. Thirdly, we have the 

hydrogen installations in mobile machines 

by Dintec Solutions. At HyVolution 

we will be showcasing all three 

areas of activities, and collaborating 

intensively with both governmental and 

industry bodies to build an effective hydrogen 

ecosystem.” 

40 

41

HYDROGEN 

#KOHLERENGINES #PLATINUMEQUITY #KDH #AGRITECHNICA 

KOHLER ENGINES 

A NEW 

CHAPTER 

Vincenzo Perrone, President of Kohler Engines, with Brian Melka, 

President of Kohler Energy, in front of the new KDH, the hydrogen engine 

derived from the proven KDI platform, of which it retains most of the 

components. 

It happened just days before the 

start of Agritechnica: Kohler Co. 

announced the strategic decision to 

establish Kohler Energy as a separate 

and independent company, with 

Platinum Equity engaged as the main financial 

partner. The businesses involved 

in this transaction are Power Systems, 

Engines, Home Energy, Kohler Uninterruptible 

Power, Clarke Energy, Curtis 

Instruments and Heila Technologies. 

Brian Melka, President of Kohler Energy: 

“This is something we’ve been 

looking at for a while. We’ll have the 

ability to focus and prioritize on our 

business. This acquisition gives us the 

chance to not only focus but gives us 

a different operating structure and by 

that I mean the entire leadership team 

is still in place but it takes out some of 

the bureaucracy and allows us to focus 

and execute with agility and also 

changes our capital structure, meaning 

we’ll have more opportunities to actually 

invest even more. We’ve invested a 

lot into products, as you saw this morning, 

we’re opening new manufacturing 

facilities around the world, so this really 

is about a resetting up for the next 

chapter.” Vincenzo Perrone, President 

of Kohler Engines, comments: “We are 

happy with this step because it essentially 

allows the Energy division to have a 

greater degree of autonomy, agility and 

focus on our projects.” Agritechnica was 

the occasion chosen to unveil the new 

KDH hydrogen engine, born on the KDI 

platform and in particular on the 2504 

TCR, with which it shares most of the 

components, and some other solutions, 

such as Kohler’s first hydrogen fuel cell 

with a 100kW solid polymer electrolyte 

membrane, using green hydrogen, for 

emergency backup, peak shaving and 

demand response. The system is suitable 

for a wide range of mission-critical 

energy users, including hospitals, data 

centers, utilities, ports and water treatment 

plants. During the official presentation 

of the hydrogen engine, Melka 

said: “This marks an exciting moment 

in the future of our energy company. As 

governments, businesses, and individuals 

look for ways to reduce their carbon 

footprint, we’re likewise pursuing ways 

to positively contribute to decarbonization 

through new technologies and advanced 

engineering to develop solutions 

that utilize clean energy sources. We believe 

we can provide the broadest array 

of solutions, especially in hydrogen, given 

our unique footprint across diverse 

end markets.” In the interview we had 

the opportunity to do with him after the 

presentation, he added: “From a strategic 

standpoint, there’s not one solution 

to the problems. We are very much committed 

to a multifunctional, multi-technology 

kind of landscape over the past 

and continue to also focus on developing 

the products we do make to be 

more sustainable, more environmentally 

friendly in the future. We think there’s 

still a lot of runway with the traditional 

internal combustion engine, we have 

not reached the maximum efficiency and 

sustainability even with traditional fuels, 

but in addition to the discussions around 

the hydrogen engine, we also have a 

business today that’s launching a hydrogen 

fuel cell module in partnership with 

the major automotive manufacturers. I 

think we’re best positioned because we 

operate across so many different dimen- 

sions, so many different markets that we 

can really understand the landscape of 

little bit broader. I think hydrogen has 

a tremendous opportunity in the market 

but it’s not going to work for every situation. 

I believe that innovation has to 

have a sustainable meaning, hydrogen 

is actually not the biggest challenge, the 

biggest challenge is how do you make 

it as productive, with the same performance 

characteristics as diesel engine. 

When we look at innovation whether it’s 

hydrogen or whether it’s other technologies, 

we’re not just doing what others 

are doing, we have to find ways to do it 

better and find ways to bring more value 

to our customers.” Perrone explains: 

“The KDH is the same engine as the 

KDI 2504, with the same displacement 

and the same architecture. Some components 

are different, such as obviously 

the injection system, but these are not 

extraordinary changes, a feature that 

will allow us to enter production without 

major issues.” The innovative aspect is 

direct injection, which allows the behaviousr 

of diesel to be replicated, including 

transient response, avoiding the backfiring 

problem. The design philosophy 

behind the KDH engine is to mirror the 

performance of the original diesel engine, 

including maximum power (55.4 

kW, i.e. 75 horsepower at 2,600 rpm), 

peak torque (315 Nm at 1,500 rpm) and 

idle speed and transient response, thus 

ensuring optimal equipment productivity. 

This engine is designed as a drop-in 

solution, offering adaptability to a wide 

range of applications. Crucial components 

such as the cooling circuit, PTO 

and flywheel, engine mounting points 

and the intake line remain unchanged. 

42 

43

OFF-HIGHWAY 

#MAN #H2 #BATTERY #STRUCTURAL 

MAN @ AGRITECHNICA 

A TRUE 

PRIMER 

Left. The PistenBully 800 snow groomer from Kässbohrer 

Off-Road Vehicles is already conceptually designed to be 

powered by the MAN H4576 hydrogen engine. 

In Hannover, MAN Engines set a 

table where nothing, really nothing, 

is missing. Hydrogen? There 

is and it is called H4576, it applies 

hydrogen power to the D3876 engine 

block, Diesel of the year 2016. Need a 

structural one for the specific needs of 

the OEMs exhibiting at Agritechnica? 

The D2676 has an oil sump developed 

for the purpose, which was extensively 

tested on the Fendt 1050 Vario. And 

the nouvelle vague of electrification? 

The answer lies in the exposed, automotive-derived 

battery packs, the 

mother of all MAN applications. Reiner 

Roessner, Head of Sales MAN Engines, 

answered our questions. 

MAN has redesigned its industrial 

engine portfolio. Should we expect 

more innovations, perhaps in the lower 

power range (D08)? 

H4576 is the acronym 

of the hydrogen MAN 

pioneer. It already 

boasts a suitable 

application, a snow 

groomer. In Hanover, 

MAN Engines 

developed a dictionary 

of agricultural 

propulsion. There are 

updated diesel engines, 

even with the structural 

frame. There is CNG, 

BEV and, the 16.8-litre 

hydrogen, based on the 

2016 Diesel of the Year 

“In the off-road sector, MAN Engines offers 

a line-up from 205 kW to 816 kW in 

the current emission standards. The basis 

for this is modern engine platforms, 

which provides a lot of potential for future 

developments. In addition, there is the 

MAN BatteryPack, which was presented 

at Agritechnica 2023 and offers additional 

potential to power customer applications. 

The D08, which rounds off the 

performance portfolio at the lower end, 

has been fundamentally revised by MAN 

and now features SCR-only technology. 

The D08 is available as a 4- and 6-cylinder 

engine for off-road projects.” 

How is MAN Engine Academy equipping 

itself for the challenges posed by 

new fuels and electric motors? 

“Of course, for our MAN Engine Academy 

it is the normal process to adapt 

to new technologies in line with new 

products provided by MAN Engines. 

We generally train direct customers, 

but also end customers in the on-road, 

off-road, power and marine product 

segments. In addition to face-to-face 

seminars in Nuremberg and the responsible 

country representatives in 

Florida for Las Americas and Singapore 

for the Asian continent, training 

courses are also available directly at 

the customer’s site. These face-to-face 

events are supplemented by online training, 

so that travel time and costs can 

be saved. In the off-road sector, we are 

currently training the service employees 

of certain customers directly and 

conducting training courses according 

to the train-the-trainer principle. The 

start of series production of alternative 

drive systems in the off-road sector 

can be planned very well in terms 

of time. This allows us to prepare our 

customer training courses specifically 

and according to the current state of 

development in accordance with our 

high quality standards. With regard 

to battery-electric drives, the focus is 

currently on training primarily for applications 

for MAN buses and trucks, 

as vehicles are already in use here. 

With regard to alternative fuels, our 

experience in the field flows directly 

into the training courses at the MAN 

Engines Academy.” 

Are you studying the applicability 

of CNG and LNG technology on 

large harvesting machines or other 

special applications? 

“For the power range from 205 kW to 

816 kW, in which MAN Engines develops 

and produces diesel engines 

for agricultural machinery, the use of 

CNG or LNG is currently not preferred 

as an alternative from the user’s 

point of view. First and foremost, there 

are three reasons that reduce acceptance 

among machine manufacturers 

and end customers: since gas does not 

have the power density of diesel, gas 

engines do not produce the torque that 

is produced by a diesel engine of the 

same displacement. With a significantly 

larger engine, existing vehicle concepts 

have to be modified at great expense. 

Fuel tanks with diesel, HVO or 

eFuels can be integrated into machines 

much more easily than voluminous gas 

pressure tanks or even gas cylinders. 

Keyword refuelling infrastructure: in 

contrast to the existing petrol station 

network, the infrastructure for refuelling 

pressure tanks or replacing gas 

cylinders has yet to be set up.” 

44 

45

EVENTS 

#PETRONAS #FIATLUBRICANTS #NEVFLUIDS 

PETRONAS 

CLOSE 

TO THE 

NEEDS 

A DIVISION FOR ELECTRIC VEHICLES 

The celebration of the first five years of the Petronas 

research center in Santena also marked the creation 

of the new NEV Fluids division completely dedicated 

to the development of lubricants for electric vehicles. 

It is precisely the rise of zero tailpipe emission vehicles 

that has pushed Petronas towards sustainability, as 

demonstrated by the Petronas Iona line, which is 

designed precisely for electric vehicles. Efficiency and 

sustainability are the main drivers on which the actions 

of Petronas’ new business unit will be based. Petronas 

will develop, among other things, solutions for battery 

cooling, lubricants for electrified powertrains, and also 

cooling liquids for charging stations. In short, needs are 

changing with respect to traditional thermally powered 

powertrains, and Petronas wants to continue to play 

a leading role. Alessandro Orsini, Head of Group 

Marketing and Group Customer Excellence at PLI, 

comments, “Petronas Lubricants International’s goal is to 

become a major player in electric vehicle fluid solutions, 

and this team will be the catalyst for accelerating the 

achievement of this ambition. James’ experience will be 

critical in effectively accelerating the company’s offerings 

for a sustainable mobility future and becoming a relevant 

player in the fluid business for NEV Fluids globally.” 

A 

n international, global enclave 

in Piedmont on the Po River. A 

forward-looking place, yet one 

that keeps the memory of its 

past alive. The celebration of the first 

five years of the Petronas Lubricants 

International (PLI)’s Global research 

and technology center in Santena, in the 

province of Turin, was very meaningful. 

A center, the one opened by the Malaysian 

multinational, where ideas (and, of 

course, lubricants) are conceived for all 

areas of mobility. With the goal of making 

not only products, but also processes, 

more sustainable. How? By working on 

the materials used to formulate oils, for 

example, but also by trying to intercept 

the trends that will mark the future of 

the automotive industry and by recovering 

the energy produced during tests on 

the test benches. This energy is used to 

Petronas Lubricants 

International’s 

R&D center 

turns five and is 

increasingly looking 

at sustainability 

and alternative 

powertrains, as 

evidenced by the 

creation of NEV 

Fluids. Meanwhile, 

the company 

museum that traces 

the history of Fiat 

Lubricants is opening 

near Turin 

power the rest of the center and, if there 

is a surplus, it is fed back into the grid 

for the benefit of the local area. “When 

we opened the center in 2018, we promised 

ourselves that we would allocate 75 

percent of our projects specifically to the 

pursuit of sustainability, and at that time 

that was not obvious at all”, said Alessandro 

Orsini, head of group marketing 

at Pli. It was easier to imagine the desire 

to be directly present in a key territory for 

European, even more than Italian, automotive, 

with the beating heart of what is 

now Stellantis, and the headquarters of a 

manufacturer like Iveco, which are just a 

few kilometers away. After all, it all goes 

back to 2008, when Petronas acquired the 

important legacy of Fiat Lubrificanti, deciding 

to enhance and not erase its knowhow, 

grip on the territory and history, 

as we shall see. Opened in 2018, PLI’s 

R&D center has 17 thousand square meters 

of covered area, two thousand square 

meters of laboratories and as many as 

six test benches developed with AVL. 

More than 150 people of 10 different nationalities 

are currently working in Santena 

thanks to an R&D budget that has 

been gradually increased over the years, 

against a total investment of almost $60 

million. In terms of product development 

and the push toward sustainability, Petronas’ 

now long-standing partnership with 

the Mercedes Formula 1 team (which 

extends to the other Mercedes-powered 

teams) is crucial: a partnership that will 

last until at least 2026. And speaking 

of partnerships, in the development of 

heavy-duty vehicle lubricants, the relationship 

with Iveco remains crucial. One 

example is the famous Petronas Urania 

engine oil, but here too, the future looks 

at electrification, and Petronas worked 

with the eDaily’s domestic manufacturer, 

which was not surprisingly present 

at the R&D center last October 18. Let’s 

go back to history, the one with a capital 

“H”. The history of an Italian excellence 

such as Fiat Lubrificanti, which has 

found its place in a small but significant 

museum organized by topic, from 

products (you can find the truly iconic 

ones, from Paraflu to Selenia-branded 

lubricants, for example) to marketing 

campaigns; from workshop activity to 

motorsport involvement. So, car rallies 

but also MotoGP and superbike as well 

as the aforementioned Formula 1. The 

Heritage highlights museum in Santena 

opened a few months ago but it was 

officially inaugurated in October and it 

aspires to find its place in the local tourist 

routes as a virtuous example of industrial 

tourism. 

46 

47

SUSTAINABLE TECHNO 

#YANMAR #PROTONMOTOR #KOMATSU #AMERICANBATTERYSOLUTIONS 

CATERPILLAR ENERGY STORAGE SYSTEMS 

YANMAR ELECTRIC WORK MACHINE PROTOTYPE 

IT'S A 

PLAY MAKER 

Cat Energy Storage Systems 

(ESS) is a suite of commercially 

available battery technologies. 

The systems feature 

scalable and modular designs, offering 

capabilities including generator set 

transient assist, grid integration and 

support, shifting of energy from time 

of generation to time of use, power 

stabilization, power factor correction, 

and renewable energy integration. 

The standard 20-foot modules include 

lithium-ion batteries, the Cat Bi- 

Directional Inverter and an isolation 

transformer to enable simplified transport, 

set-up, integration and maintenance. 

A heavy-duty, self-contained 

mobile option ideal for both stationary 

and rental applications utilize a shockisolated 

battery superstructure, air-ride 

trailer and onboard microgrid controller 

to facilitate quicker deployment. 

“Through these new modules, customers 

can rapidly leverage our grid 

stabilization and energy time-shifting 

technologies to support site loads with 

the scalability they need,” said Jason 

Kaiser, Vice President for Caterpillar’s 

Electric Power division. Cat ESS 

modules offer comprehensive, rapidly 

deployable energy storage capabilities 

through integrated systems, including 

battery energy storage, inverters, isolation 

transformers, fire suppression 

system and supporting equipment factory-built 

in weather-resistant containers. 

The Cat PGS module can supply 

reserve power to permit the shutdown 

of one or more generator sets, reducing 

fuel and maintenance costs. Furthermore, 

the PGS system can enable 

all generator sets to be switched off in 

island mode applications by providing 

instantaneous bursts of power when 

renewable energy sources temporarily 

wane. Each Cat PGS module is rated 

from 840 to 1260 kW and provides 

from 448 to 672 kWh of capacity. 

Multiple Cat PGS modules may be 

used in parallel to increase total output 

beyond 100 MW. Rated from 570 to 

1000 kW, Cat ETS modules can be 

combined with energy capacity expansion 

(ECE) modules to achieve 1500 

to 9100 kWh of energy time-shift capacity. 

Cat energy storage systems are 

best utilized with the Cat Microgrid 

Master Controller (MMC). This unit 

optimizes the operation of the entire 

microgrid by keeping loads continuously 

energized with high-quality 

power. Any Cat ESS module can be 

equipped with Cat Connect Remote 

Asset Monitoring (RAM), an advanced 

data collection, visualization reporting 

and alert solution. Cat Connect 

RAM can monitor and analyze 

between 13 and 200 key performance 

indicators at one-second intervals. 

Yanmar Holdings 

has unveiled a 

prototype of an 

electric work 

machine with advanced 

force control at the 

Construction DX Challenge 

2023, organized 

by the Japanese Ministry 

of Land, Infrastructure, 

Transport, and 

Tourism. Developed 

in collaboration with 

JAXA’s Space Exploration 

Innovation Hub 

Center, the large SEA 

(Series Elastic Actuator), 

was part of a prototype 

for the next-generation 

work machine 

under the Moonshot Research and 

Development Program. Yanmar HD 

successfully implemented force control 

capabilities, a challenge for conventional 

hydraulic systems. Using 

the SEA composed of an electric motor, 

reducer, and spring, the functionality 

was implemented in an electric 

mini excavator. Moving forward, the 

company plans to conduct further 

verification to realize the practical 

applications of next-generation work 

machines in construction sites and 

similar environments. Yanmar has 

H2: a position paper from Proton Motor 

provided us with a summary of the 

project in the form of key features. 

Test development of force control 

function using a large SEA that can be 

mounted on construction machinery. 

Development of a prototype incorporating 

this technology into a miniexcavator 

as part of the Moonshot 

Research and Development Program. 

Mechanization of delicate work in 

civil and construction sites, contributing 

to the labor-saving of material 

placement operations. 

Implementation of an articulated 

motor, not a conventional electric 

cylinder, to expand the range of motion 

through electrification, enabling 

high-altitude work like ceiling operations. 

The German Minister of Economic Affairs and Energy, Robert Habeck, 

is thinking big on the hydrogen issue in the context of the “National 

Hydrogen Strategy” (NWS): Around 10,000 kilometres of pipeline are 

to be planned in Germany for a nationwide core network. According 

to a recent study, around €40 billion will have to be raised annually by 

the German state for the green conversion to achieve climate change. 

The window of opportunity for the completion of the hydrogen 

pipeline, according to the German government, will take place by 2032. 

This information is taken from Proton Motor’s position paper on the 

potential of fuel cells for stationary applications. 

Komatsu to buy American Battery Solutions 

Komatsu has agreed to acquire American Battery Solutions, Inc. (ABS), a battery manufacturer headquartered in Detroit, 

Michigan, U.S. ABS develops and manufactures a wide variety of heavy-duty and industrial battery packs, using 

lithium-ion batteries for commercial vehicles, transit buses and on- and off-road vehicles. The acquisition of ABS will 

enable Komatsu to develop and produce its own battery-operated construction and mining equipment, through the 

integration of ABS’ battery technology with Komatsu’s knowledge and network. The first equipment produced with 

ABS’ batteries will be used to power mining equipment in North and South America, where demand for electrification 

has been increasing. In the future, Komatsu will aim to expand the use of batteries in construction equipment. 

48 

49

TECHNO 

MARELLI H2 @ CTI SYMPOSIUM 

Marelli and hydrogen, a connection 

to debunk any 

doubts about the exclusivity 

of the commitment to 

electrification. A complete fuel system, 

with injectors and control unit, 

is testimony to the fact that Marelli 

does not only decline decarbonisation 

when it comes to batteries. Marelli, as 

the unique player in the world to have 

developed and produced a 700+ bar 

gasoline direct injection (GDI) system, 

has moved from its experience 

of the 1,000-bar system to develop, 

still in the Propulsion Solutions R&D 

center in Bologna, a solution specifically 

suited for hydrogen, that guarantees 

high durability and injection 

stability, with excellent performance. 

This allowed the company to develop 

reliable and low-noise direct injectors 

aimed for hydrogen, with the same dimensions 

as those used for traditional 

fuels, making it easier for carmakers to 

integrate them into existing platforms. 

Moreover, these injectors feature a 

double actuation, a specific magnetic 

circuit to control the speed of the needle 

and a high static flow that can meet 

the requirements of a variety of differ- 

#MARELLI #HYDROGEN 

ent vehicles. The design also allows to 

overcome uncontrolled hits between 

the injector’s dynamic components, 

to reduce performance drifts. Finally, 

the use of a standard command control 

contributes to reduce complexity. 

The fuel system also includes a pressure 

reducer with an integrated regulator, 

to reduce hydrogen pressure to 

the injection’s working pressure, and 

a specific manifold, tested for the most 

severe automotive applications. The 

whole functioning is controlled by an 

advanced ECU, featuring software algorithms 

and specific strategies developed 

in-house by Marelli to manage 

the more complex hydrogen-based 

system. As hydrogen is a very light 

and reactive gas, a very precise fuel 

injection inside the combustion chamber 

is required, together with specific 

solutions to avoid pre-ignitions and 

backfire. It also needs a higher compression 

ratio than common gasoline 

engines to exploit the fuel efficiently. 

This makes the direct injection system 

a key enabler for this technology. 

Marelli unveiled this system at the 

CTI Symposium, held in Berlin, Germany, 

on December 5-6, 2023. 

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