Diesel International 2020-05


First of all, let us quote Antonio Guterress, Secretary-General of the United Nations, about COVID-19: “The pandemic is one of the most dangerous challenges this world has faced in our lifetime”.
Let’s move to Diesel of the year 2020: FPT Industrial F28 is not one engine but three: diesel, gas and hybrid.
Kohler told us how they approached the dramatic Coronavirus emergency.
What do you say? Hybrid? Ok! We mention two very special applications: the hyper-car Koenigsegg Gemera and the tractor Steyr Konzept.
The lockdown doesn't stop us from reporting from ConExpo: under the spotlight John Deere 18L and Kubota 7.5L.
Diesel engines comparisons: single cylinder, the chip appearance, and 9 engines for 9 liters.
Fish-Eye: Lindner and Perkins. A strong relationship extended to Stage V.
MEE Dubai: we got it! Just one step before lockdown…
Diesel marine: a report about LNG and the As Hydropod.
What about components? PGMs: a European project to improve DPF. The key word is ‘copper’. And again, Dana, Danfoss and Eaton, Arbos, Powerlink and more and more.

F28 Diesel of the year 2020: also hybrid - Interview: Dana INC. -

Report from Conexpo: JD, Kubota - Comparisons: 1-cylinder


www.vadoetorno.com - ISSN 0042

Poste Italiane s.p.a.

Sped. in a. p. - D.L. 353/2003

(conv. in L. 27/02/2004 n° 46)

art. 1, comma 1, LO/MI


and 9 liters - Lindner&Perkins - MEE Dubai - LNG - DPFs

May 2020


MAY 2020



FPT Industrial F28 is hybrid too!



The serial hybrid gets serious


12. DANA INC. (Part 2)

Dana Italy, ConExpo, 3D, 4.0





Report from Las Vegas, focus on JD and Kubota


20. 350 CC

Is it time for the ‘electro sound’?

24. 9 LITERS

Nine players for nine engines



Lintrac 130 with Perkins Syncro


John Deere

launched the

18L, Kubota

the 7.5L.

And: FPT


Deutz, Hatz



Stronger than COVID-19


MAN, MWM, Perkins and... PowerLink


38. LNG

A ‘Made in Europe’ way




44. PGMs

How to improve DPFs? With copper

46. ifm electronics

Industry 4.0 sounds really familiar


6. Newsroom 8. Automotive

42. OEMs’Voice 48. Techno

The UN Secretary General about COVID-19:

«The pandemic is one of the most dangerous challenges this

world has faced in our lifetime. It is above all a human crisis

with severe health and socio-economic consequences.»






Mark these two names, which are fundamental in FPT’s

electricaon strategy: SeNSE and PotenzaTechnology.

The rst is a project that is part of the European Baery

Alliance, under the aegis of the European Commission: the

aim is to implement the sustainable baery cell supply chain

to support baery producon in European gigafactories,

within Horizon 2020. These future baeries will have higher

energy density, improved cell chemistry, enhanced baery

management system, extended lifecycle, faster charging

capability and more rened temperature management when

compared to today’s lithium-ion technology. The research

within SeNSE also foresees the sustainability of generaon

3b cells, with the cathode, the posively charged electrode

of an electrical device. FPT acquired 100% of Potenza

Technology. Based in Coventry, UK, Potenza Technology has

been at the forefront of electric powertrain technology since

1999, with experse in funconal safety engineering, baery

management systems for tracon baery packs, and electric

and electronic systems design and development.

David Wilkie, Head of the CNH Industrial Design Center:

«With Cursor X we can tune the powertrain solution to achieve

a unique set-up for each mission, each vehicle, each machine»

ring at FPT Industrial. «This engine

highlights our commitment to alternative

propulsion and demonstrates

our engineering abilities with its ef -

ciency and compactness advantages».

The 4-cylinder in-line combustion engine

can deliver up to 54.4 kW, with

Las Vegas, Tuesday

10th March. The

well-known Covid-19

restrictions put a ban

on FPT Industrial staff

and Diesel International

reporters. Here’s our

remote-mode account

of F28’s tripartite nature,

diesel, gas and hybrid

020: heralded as an evocative

number, almost with a

prophetic nuance, announced

as the springboard towards

CO2 reduction. Turns out it was, instead,

set to mark the beginning of

the year with a pandemic and a categorical

obligation: #StayAtHome.

On tuesday, March 10th at Conexpo,

while DIESEL’s editorial staff was

already homebound working remotely,

the F28, Diesel of the year 2020,

was being showcased as scheduled at

the FPT Industrial booth. Finally, the

curtain was lifted on the true identity

of their 2.8 litre: the-4 cylinder revealed

its hybrid side. «Our vision for

the powertrains of the future includes

some of the main features of the new

F28 Hybrid» said Pierpaolo Biffali,

Vice President of Product Engineean

additional 19.9 kW of continuous

power and 29.4 kW of maximum power

provided by the electric motor.

But who was this extra-boost designed

for? FPT mainly had small earth

moving machinery like mini wheeled

loaders, roller compactors and

backhoe loaders in mind.

From a specialised reporter’s

standpoint, F28’s sexiest feature is

denitely its versatile soul: hybrid,

diesel and gas. As they point out at

FPT, «There’s a shared interface and

the gas version is ready for launch on

some demo equipment for agriculture,

we just need to nalize the onboard

implementation of a set of features,

such as, for example, tanks».

CEO Annalisa Stupenengo thus commented

the award: «On behalf of FPT

Industrial, we are honored to have

won ‘Diesel of the Year’ again. This

award acknowledges and appreciates

our innovation path because this

engine was conceived to be modular

and multi-power. I commend the entire

team on this great result!».

Here follows an excerpt from the

award presentation speech that we

would have read, if Covid -19 hadn’t

prevented us from being in Las Vegas:

«Winning the ‘Diesel of the year’

award for the third time means that

you’ll inevitably be getting the spotlight.

Or, if you will, that you’ll be

getting some sort of x-ray. F5: 2008;

Cursor 16: 2014; F28: today, 2020,

10th of March. What do all of these

engines have in common, apart from

being designed by FPT Industrial’s

engineering department? Compactness,

or, rather, power density – 203.7

kW/cubic meters, in a 0.27cubic meter

size... Don’t forget that the key ingredient

in the Diesel of the year recipe

is innovation… The driver that turns

an engine into a ‘game changer’ ...

The ability to innovate is also the

backbone of trend anticipation, which

is what OEMs are increasingly asking

for. We believe these to be features of

the F28 by FPT Industrial… Many

manufacturers are going down the

road of conversion of diesel engines

to Otto cycle- to take advantage of the

cost and emission-related bene ts of

gas- and to the hybrid congurations

that t best with the existing engines.

FPT just went the extra mile, by designing

an engine block that with the

same size can meet the requirements

of OEMs with speci c application features

for diesel, gas and hybrid. Is

this a sneak peek into the Cursor X?

Are they betting on a futuristic multifuel

unit that may one day become the

‘Industrial Engine of the Year’? Sure

it’s too early to say and, anyway, that

will be a whole different story. What

we are telling you here and now is the

story of F28, Diesel of the year 2020».






Kohler reacted

promptly to the

coronavirus emergency

and is ready to take up

the future challenges.

Every associate owns

his/her workstation

e asked Kohler how

they’re dealing with this

moment and how they’re

going to get through it.

Was the need of getting protective

measures an obstacle to guarantee

the manufacturing process?

Since Kohler is a global company, we

faced the challenge posed by the novel

coronavirus in different periods based

on the locations and the guidelines

of the national governments. Kohler

strength in this case is that we haven’t

seen a full global stop yet, and we are

con dent we won’t see it in the future.

We have now provided our facilities

with personal protective equipment

(face masks, sanitizers and infrared

thermometers), despite the dif culties

of retrieving such material in these

days. In this case, it’s been great to

see the solidarity among colleagues,

especially from our Chinese colleagues

who worked hard to ensure

the shipments of personal protective

equipment rapidly and ef ciently.

How are you managing the manufacturing

and shipping schedules?

Do you have production facilities

around the world that have not

been affected in the same way as

those in Europe?

The shipping schedules have been ensured

by all plants even during the toughest

days. Also, the Customer Service

has been provided continuously by

associates working remotely, and the

Service & Aftermarket department

has never stopped shipping genuine

parts for the maintenance of Kohler’s

products, especially for applications

in the eld that are supporting the

agriculture sector. Kohler’s facilities

in the US are still active because the

production of generators have been

judged necessary by the Authorities.

Can digitization mitigate the negative

effects of lockdown?

Physical distancing is necessary; it is

fundamental to apply it in every single

facility for the next months. At Kohler,

we are lucky that our plants are planned

to ensure that every associate

owns his/her workstation. To resume

the production, we’ve just adapted the

shared areas (cafeterias, changing rooms,

lounge areas, etc.).

A question that answers a personal

curiosity: could the Coronavirus

trouble nd a place in the recently

opened Gallery of engines in Reggio

Emilia (Italy)?

Why not! The brand-new ‘Gallery of

engines’ opened last December at the

diesel headquarters in Reggio Emilia,

Italy, has been conceived to change

and evolve, so it could be a brilliant

idea to create a COVID-19 related



Most recent data available evaluating California’s Low Carbon Fuels Standard has demonstrated that

diesel engines and equipment using advanced biofuels, including biodiesel and renewable diesel fuel, have

delivered more greenhouse gas reduction benets than vehicle electrication and even ethanol. Advanced

biofuels are dened as renewable fuels that have lifecycle greenhouse gas emissions that are at least 50

percent less than baseline greenhouse gas emissions. States that have enacted greenhouse gas emissions

reduction programs for the transportation sector, including low-carbon fuel requirements, are realizing

signicant reductions in carbon dioxide emissions thanks to the use of advanced biofuels including biodiesel

and renewable diesel fuel in diesel engines, vehicles and equipment (by Diesel Technology Forum).




30 years have passed since

Kubota foundation, in Osaka,

Honsu Island, Japan. One of the

world capitals of the ICE, hosting,

besides Kubota, also the Yanmar

headquarter. Kubota celebrated 130

years of history with a big announce

in Las Vegas: the V09 family grows

up with the S7509, 6 cylinder in-line,

7.5 liter Diesel engine, with ratings up

to 225 kW. Kubota’s journey started

in 1890, by manufacturing Japan’s

rst iron pipelines for waterworks. Its

founder, Gonshiro Kubota, laid the

foundations of a company that is now

one of the major players in the industry.

Mr. Yuichi Kitao, President and Representative

Director of Kubota Corporation,

said: «‘One Kubota’ is the

core belief that every member of the

company is essential to our group, and

to be ‘On Your Side,’ means that each

and every employee must reconsider

what we do each day, ensure we are

incorporating the needs of the market

into all our products and services, and

look at it through the eyes or perspective

of the customer.»

BorgWarner Inc. to aquire Delphi Technologies

At the end of January, BorgWarner Inc. and Delphi Technologies

PLC announced that they have entered into a transaction agreement

under which BorgWarner will acquire Delphi Technologies in an

all-stock transaction. The main aims of this operation are three:

strengthen BorgWarner’s power electronics products, capabilities

and scale; enhance BorgWarner’s combustion, commercial vehicle

and aftermarket businesses; drive meaningful synergies.


Sima postponed to February

2021, due to the Covid-19

outbreak. The French event

addressed to the agricultural

world will take place in Paris

from Sunday 21 to Thursday

25 February 2021. «Following

the request of a large number

of exhibitors and organizations

in the agricultural machinery

sector whose production and

distribution activities have

been hard hit by the current

public health and economic

crisis, the organizers of Sima

have decided to reschedule

the next edition of the fair

during its usual dates in

February 2021», AXEMA said.






«At Råda military air eld deep in the forests of Sweden,

Koenigsegg has set a new 0-400-0 km/h world record when a

Koenigsegg Regera completed the run in 31.49 seconds»


The name, Tiny Friendly Giant Engine, is very

well suited to this short-stroke engine with

fantasc performance thanks to the Freevalve

system, a hydro-pneumac valve management

system which moves each valve independently.

The rst advantage is that the throle valve (and

the associated pumping losses) disappears. The

second is the very advanced management of

the turbochargers. The rst compressor feeds

one valve for each cylinder and the second the

others. Up to 1,700 rpm, opens one exhaust

valve in each cylinder, feeding the rst turbine.

When the engine speed rises, the other exhaust

valves open and the second turbine also

runs at full throle. The result is an excellent

response at low rpm and a torque 50 percent

higher than a tradional two-litre supercharged

engine. The stac rao of 9.5:1 is very high for

a supercharged engine, with benets in terms

of efficiency. The linear speed is very high (over

26 m/s), and pme is even higher at 35.20bar

which becomes 37.68 at maximum torque, much

higher than a Formula 1.

rect Drive torque converter has made

it possible to eliminate the classic gearbox,

increasing efciency by 3-5

percent, and to double torque from

standstill up to 3,000 rpm. For each

Koenigsegg ability to

reinvent hybrid cars

is quite impressive.

No gearbox, no

camshaft, a very

innovative ICE

and three electric

motors for the most

exclusive, performing

and sustainable sport

car ever

erformances are impressive:

1,245 kW and 3,500 Nm and

the ability to shoot from 0 to

100 km/h in just 1.9 seconds.

The engine is an incredible two-litre

dry-sump lubrication three-cylinder

rear-mounted midship engine which

powers the front axle with the aid of a

294 kW and 500 Nm E-motor.

Mass is only 70 kg, a true record-breaking

performer for mass/power ratio.

Kilowatts are 440 at 7,500 rpm with

600 Nm of constant torque between

2,000 and 7,000 rpm.

Thanks to the Free Valve system, under

standard loading conditions the

engine runs according to a Miller

cycle, and fuel consumption is about

15-20 percent lower than a traditional

Otto cycle engine. The combination

of this engine and the Hydracoup Direar

wheel, there is a 367 kW - 1,000

Nm electric motor mounted midship

to reduce unsprung masses.

Koenigsegg Engine Control Module

(KECM) oversees the power distribution

between the ICE and electric motors,

ensuring both extraordinary performance

and excellent road holding,

thanks to torque vectoring on all four

wheels, which are also all steering.

Torque at a standstill is incredible but

1,600 Nm still available at 350 km/h

are even more astonishing.

In typical operation, all the electric

motors work in tune with the ICE,

which can take advantage of the ef-

ciency benets of the Miller cycle.

In purely electric operation, is uncoupled

the front axle, and mobility is ensured

only by rear motors.

Liquid-cooled battery pack tension is

800 V, with a 16.6 kWh capacity.

C-rate in discharge is 60 (that’s 900

kW) and 13 in recharge to recover up

to 200 kW. It’s like to have supercapacitor

performances but with the

capacity of a battery pack (generally,

an excellent battery has a C-rate not

higher than 7).

With such performances, no wonder

as characteristics of the batteries (e.g.

manufacturer or chemistry) are top

secret. Range in full-electric mode is

about 50km. That’s about 3 km/kWh,

in line with this kind of car and the

1,850 kg unladen mass.

Fuel can be second-generation ethanol

(G2.0) or synthetic methanol (such as

Vulcanol) or a mix of the two. But,

if necessary, the engine management

system allows us to run on E85 or traditional


Of course, the satisfaction of a 950km

range entirely carbon-neutral thanks

to the 75 l tank is no negligible. On

the contrary, thanks to the absolute

absence of particulate matter and the

high-efciency catalysts, in many

conditions the exhaust gases contain

less pollutants than combustion air.

As if to say that not only does not pollute

but, practically, puries the air.

A sophisticated system rapidly heats

the catalysts at start-up as, on short

trips, a modern endothermic engine

emits most of the emissions during the

rst 20-30 seconds of operation due to

the low temperature of the cylinders

and catalysts and the lousy mixing of

air and fuel at low rpm.

The Free Valve system succeeds in

reducing these emissions by about

60 percent thanks to an accelerated

warm-up and high turbulence, achieved

with a sophisticated balance

between intake and exhaust valves

openings and closing.

Moreover, starting at low temperatures

can become a nightmare for

alcohol-fuelled engines, a problem

generally solved with the addition of

a small amount of petrol.

Here, instead, KECM activates a fast

heating cycle (for a couple of seconds)

during which deactivates one cylinder,

and in each of the others opens

only one intake valve minimum to

maximize turbulence and evaporation

of fuel. At the same time, EGR heats

the combustion mixture and in about

ten cycles air temperature is increased

by about thirty degrees, allowing the

transition to regular operation.

Alberto Scalchi







The baery pack is modular, to guarantee a reliable autonomy.

The N45 by FPT Industrial supplies 150 kW, which can be increased

to 250 kW in hybrid boosng mode. The engine is therefore not

directly connected to the wheels and tracon is provided by four

independent electric motors installed directly in the hubs. All

electric motors are connected and can be driven by the baery

or generator. The eTorque propulsion system, powered by a

central baery, provides addional energy during power peaks,

ensuring a highly efficient,

connuously variable electric

drive. This eliminates the need

for mechanical transmission and

hydraulic components in the drive

train, with the advantage of fewer

moving parts, opmum energy

ow and lower power and energy

losses. The four-wheel drive is

completely independent as well as

electronically controlled.

Selin Tur: «The modular architecture will allow to keep in the

medium term the conventional PTO and the hydraulic system to

operate also with standard implement.»

urprisingly, on the Steyr Konzept

the traditional transmission

disappears, replaced by

a solution with 4 independent

hub wheels with integrated system

(electric motor and gearbox). The

ICE joined a generator that provides

the electric power for e-traction, e-

implements, electried tractor functions

(PTOs, hydraulics and auxiliaries)

and for battery recharging. A

recharging plug-in socket allows the

battery charging during overnight.

We talked about all this with Selin

Tur, Head of FPT Industrial E-Powertrain.

tise by CNH Industrial & Steyr, and

electri ed powertrains by FPT Industrial,

a serial hybrid architecture

with engine generator, independent

hub wheel motors with reduction

gear system and battery pack has

been identi ed and properly sized for

A serial hybrid

architecture with

engine generator,

independent hub

wheel motors with

reduction gear system

and battery pack.

All made by CNH


Within this collaboration between

the two brands in the same group,

how have you divided up the tasks?

Based on the speci c tractor experthis

concept. CNH Industrial & Steyr

identi ed the innovative modular

vehicle layout allowing the installation

of all the drivetrain components

including suspension and steering


Let’s talk about fuel consumption:

you assume a 10 percent reduction.

What was the primary goal that

made you choose this solution?

On some specific tractor missions,

the combined effect of the friction

reduction thanks to the downsizing

from 6 to 4 cylinders engines

and the optimized engine working

points - thanks to the flexibility of

serial hybrid architecture - allows

to achieve the fuel consumption saving.

A ‘pure electric’ drive mode is pos-

sible for zero-emission and low-noise

operations with autonomy range

depending on the vehicle mission.

The 4 electric motors are supposed

to work at very low speeds

(even a few meters per hour) for

longer periods: how do you deal

with the issue of their cooling?

The concept includes high speed

and high ef ciency electric drives

with integrated gearbox. A dedicated

liquid cooling system provides

the proper amount of coolant for all

the e-components (e-motors, inverters,

batteries). The main radiators

with dedicated e-fans have been installed

under the vehicle hood.

Will the traction to the wheels be

direct or will there be hubs with

one or more reduction stages?

Through a planetary gear reduction

system eMotor speed is reduced

to wheel speed to cover all operation

tractor speed range. On the

rear wheels motors a double gear

ratio is used to provide traction up

to max tractor speed.

On front wheels motor a detachment

clutch for high speeds has been designed

in order to allow all wheel

drive mode at low vehicle speed.

The presentation mentions ‘modular’

batteries: which capacities

are you thinking about?

Two packs of 30 kWh each are foreseen

to ensure 30 min autonomy

in zero-emission driving mode or

inner-city zone on standard heavyduty


The maximum power at the wheels

is 250 kW. Not being isodiametric,

how is it divided between

front and rear axles?

40% front and 60% rear, up to 250kW

for hybrid electric boosting mode for

improved dynamic behavior on high

load demand in the eld.

You have so far retained the classic

hydraulic system for operating

implements: are you planning to

remove it in the future?

In the long-term perspective, the

modular approach allows to remove

them easily passing to a fully electric

architecture supporting electri-

ed implement thanks to the standard

AEF (Agricultural Electronic

Foundation) socket.

Alberto Scalchi







At ConExpo both Diesel Internaonal and Dana INC. have given up aendance

with their representaves. If we had gone instead, what would we have seen?

Following Dana’s press release: «A new series of eight Spicer Torque-Hub

drives, expanding the company’s offering of drive and moon technologies

for crawler cranes and other large tracked vehicles. With torque rangs

from 80,000 N-m up to 450,000 N-m, the new drives offer exible packaging

and gear raos to meet manufacturer preferences for tracked and wheeled

applicaons. Spicer Torque-Hub drives can be packaged with Brevini®

hydraulic pumps and motors to offer an opmized soluon that delivers

superior power density, increased torque and efficiency at start-up, and

smooth starts and stops. The rst three models in the new series of drives are

currently available for eld tesng by original-equipment manufacturers, with

producon expected by the end of this year».

COVID-19 OUTBREAK - March 6, 2020 – Dana Incorporated announced that the company

and its staff will not participate in the ConExpo-Cpn/Agg: «The safety of our employees,

customers, suppliers, and the public is our highest priority, which is why after careful

consideration, and out of an abundance of caution, we made the difcult decision to withdraw

our participation from the ConExpo exhibition in Las Vegas. The situation surrounding the

novel COVID-19 coronavirus outbreak continues to evolve and we believe it is important to,

where possible, reduce the risk of exposure for our team. We have made this decision as a

precautionary measure but remain committed to the ConExpo-Cpn/Agg tradeshow and look

forward to the next edition in 2023»

ana is growing rapidly to meet

the challenges of the global

market and the demands for

efciency and electrication

of industrial applications. Rino Tarolli,

Vice President and General

Manager of EU Mobile Operations,

accompanied us in the discovery of

Dana’s evolution.

Dana Italy cannot be considered

just a subsidiary, it is the ‘thinking

head and the operational harm’ of

Dana INC. in Europe.

Italy is the ideal location to serve

as Dana’s anchor for supporting the

global off-highway market. Today,

Dana has 4,500 associates at 18 facilities

in Italy, including production,

distribution, and technical centers.

This is by far the largest number of

employees and facilities devoted to

the off-highway business that Dana

has positioned in any single country.

Our off-highway operations have ve

main pillars in Italy. Off-highway

axles represent our oldest business,

and they are developed and produced

in Arco, Rovereto, and Como.

The Dana Mechatronic

Technology Center in

Rovereto, Northern

Italy, is a key location

for the development of

additive manufacturing

and other initiatives

related to Industry 4.0

Next, Crescentino is the primary location

for driveshaft production. Finally,

we have three pillars we have

added in recent years through acquisitions:

planetary drives are produced

in Reggio Emilia; electric motors

and controls are made in Arzignano;

and Graziano® transmissions, highperformance

gears, and shifting solutions

are engineered and manufactured

in Turin. There are many reasons

why Italy is the perfect location for

Dana. This country has a global

reputation for nurturing and developing

high-performance products,

which is why we have so many super

car manufacturers that thrive here.

Italy supports numerous universities

that provide the engineering talent

Dana needs to develop the advanced

technologies that keep us ahead of

our global competitors. It also provides

highly skilled employees and suppliers

who deliver the craftsmanship

and quality our customers demand.

To complement the previous question,

which skills and applications

does the Technology Center in Rovereto,

Northern Italy?

Rovereto is the home of the Dana Mechatronic

Technology Center, and it

focuses on Dana’s global advanced

engineering activities. Our engineers

in Rovereto are focused on the research

and evaluation of new solutions

that are making our products smarter.

One of the key principles in mechatronics

is the integration of systems including

robotics, electronics, software,

telecommunications, controls, and

product engineering. We’re drawing

from all of these disciplines in the development

of our new products and

solutions for hybrid- and electric-driven

vehicles. The Dana Mechatronic

Technology Center is also a key location

for the development of additive

manufacturing and other initiatives

related to Industry 4.0.

The work of our teams in Rovereto is

best exempli ed by the development

of a mid-sized aerial work platform

(AWP) and a 1.5-ton mini excavator

that showcase our portfolio of drive

and motion technologies for electricpowered

vehicles. We out tted these

machines with proven Dana technologies

to show how we can help electri-

ed off-highway vehicles deliver the

productivity, maneuverability, operator

comfort, and safety that equipment

buyers need to get work done.

Looking at the global strategy, how

does Dana describe the electrication

as seen by Dana itself?

The off-highway market is tremendously

diverse, and the drive and motion

technologies used from application

to application are also diverse. It

makes sense that the adoption of electri

cation technologies will happen

in stages as well, depending on application,

duty cycle, and regulations.

Today, we are focused on developing

electri cation technologies for

applications that are most impacted

by zero-emissions initiatives, such

as compact construction equipment,

material-handling vehicles, and access

equipment. Mining equipment

also provides an immediate opportunity

for us to deliver solutions. These

are the areas where our OEM custo-






Dana does not limit research and development to the

products, and applies resources and knowledge to

process engineering as well. 3D modeling is the process of

developing a mathemacal representaon.

February 2017: on the occasion of Inn4Mech, at the Polo

Meccatronico (Mechatronics Pole) in Rovereto - Italy -

Dana spoke about 3D modeling. Can we go into detail on

this topic?

Rino Tarolli: «Based on the research we have done

thus far, we are condent that advanced 3D modeling

techniques and addive manufacturing will be

instrumental in accelerang the development and delivery

of our products to market. For example, we are currently

tesng ways that addive manufacturing technologies

can replace the tradional producon of certain


In Rovereto, we are also doing extensive work in uid

dynamics modeling to beer design and congure

our products, especially our hydraulic and pneumac

components as well as our lubricaon technologies».

mers are focused, so we are focused

there as well. We presented a demonstrator

aerial work platform and

mini excavator at Intermat in 2018

and Bauma in 2019 to illustrate how

Dana supports customers with an

industry-leading portfolio of marketready

innovations to enhance the productivity,

mobility, and ef ciency of

electric-powered vehicles. They also

show how we can optimize the performance

of drive systems and work functions

on electri ed equipment. Our

Spicer Electri ed e-Axles and Spicer

Electri ed e-Gearbox are two of the

rst off-highway products that show

how we are working closely with our

customers to design, test, and deliver

solutions that t within current vehicle

architectures. They also represent

how we have rapidly integrated

recent acquisitions of electri cation

technologies into solutions for customers.

Is it by chance that Spicer Electri-

ed was launched at Bauma China?

While we launched the Spicer Electri

ed brand at Bauma China, it’s

important to note that we have offe-

Dana is implementing


programs that promote

the use of innovative

technologies and

processes, such

as 3D printing and

cooperative robotics

red hybrid and electric solutions for

many years to cars and other light

vehicles, buses and other commercial

vehicles, as well as off-highway


We announced the Spicer Electri ed

with TM4 e-Hub drive at Bauma China

since it was the rst opportunity

to show how we have combined into

a single package our proven heavyduty

Spicer axle expertise, planetary

drive designs, electric motor technology

from the recently acquired TM4,

and Dana’s advanced control expertise.

A Tractor of the year 2020, all the

winners have a common denominator:

Dana. What is the common

denominator that allows Dana to

apply as ‘sustainable’?

The products we have developed

for the tractor market meet the highest

standards for performance,

ef ciency, reliability, and durability,

with the goal of delivering longterm

value to OEMs and equipment

buyers. We work closely with OEMs

to identify their needs and develop

the right solution for their applications.

Through our acquisition of the drive

systems businesses of Oerlikon,

we now supply highly engineered

shifting solutions for the agriculture

market, including synchronizers,

«We also see smart, exible, networked

manufacturing processes as an important

component, where we capture data

from networked sensors and intelligent

automation ».

clutches, and bevel gear sets. The

solutions offer faster synchronization

times, enhanced shifting performance

and driver comfort, improved ef-

ciency, and lower overall transmission

weight – all of which contribute

to sustainability.

Dana’s high-precision gears and

shifting solutions are used by the

New Holland Methane Power Tractor,

which was honored as the ‘Sustainable

Tractor of the Year.ì

We also engineer and manufacture

axles that are engineered to support

tire in ation systems, such as Trelleborg’s

CTIS+ Inside. Trelleborg

research demonstrates that correctly

in ated tires can cut variable farming

costs by as much as 20%, while

reducing the environmental footprint

of farming operations.

Digitization and 4.0: does power

transmission be ‘present on the homeroom’?

As our customers implement the latest

Industry 4.0 strategies and technologies,

Dana is also leveraging these

advancements to improve the products

we develop while enhancing our

internal operations. On the product

side, Dana is developing numerous

Spicer Smart Suite technology packages,

which are fully integrated, connected-vehicle

features that convert

operating data from the drivetrain

into actionable insights for enhancing

productivity, improving operator and

machine safety, reducing maintenance

costs, and decreasing total operating

costs. In our operations, we

are transforming our manufacturing

plants into facilities of the future.







The editorial staff of Diesel Internaonal did not leave for ConExpo out

of a sense of responsibility before the Italian government decided the

lockdown. So did also Cummins, Dana INC., Faster, Parker and Volvo Penta.

Call him Covid-19, call him Sars-Cov-2 or simply coronavirus, it was in any

case the unwelcome guest of Conexpo-Con/Agg. Official data are however

good showing an over 130,000 aendance, in line with 2017 edion.

Parcipaon by US professionals has increased by 8 percent, and the total

aendance of buyers has increased by almost 5 percent. «We refer to

Conexpo-Con/Agg as the ‘heavy metal’ show, but it’s more than that. It’s

also small equipment, educaon and technology» said Mary Erholtz, Vice

President of Markeng at Superior Industries and Conexpo-Con/Agg 2020

Show Chairperson.

«This has been one of the best edions ever», connued Erholtz. According

to IFPE Show Chairperson David Price, Global Markeng Manager of

HydraForce Inc., «the crowd was much beer than expected under the

circumstances and most importantly, the right buyers were on the show

oor. We were very pleased with the strong showing from the 300-plus

exhibitors at IFPE 2020, and we are looking forward to the 2023 show».

Mike Ballweber, President, Doosan Bobcat echoed those senments,

«Tuesday for us was record breaking in terms of sales leads and aendance

at our booth, which is how we measure how successful the show is for us.

This is a one-every-three-years show and our dealers and customers were

really excited to be here.»

nly on March 13, when the

curtain was falling on Conexpo,

Donald Trump declared

the national emergency. In line

with 2017 edition, no news from the

press ofces up to the ofcial launches.

As anticipated on the pages

dedicated to Diesel of the year, FPT

Industrial has unveiled the F28 gures.

The hybrid version was added to

diesel and gas versions.

As for Kubota, we witnessed the

consecration of the micro-hybrid.

Originally equipped with the V2400,

it was introduced equipped with an

ion-lithium battery and converter. The

interface does not change so as to preserve

the same accessibility to PTOs

of a conventional engine. In the meantime,

the system has also been made

compatible with the powerful 3.3-liter,

DC-DC converter and 48V lithiumion

battery. Tomokazu Matsushita,

of Kubota Engine America, said that

«Kubota’s Micro-Hybrid System allows

for engine downsizing yet main-

130,000 visitors

despite the Covid-19.

Conexpo held several

surprises. Deere

unveiled its 18-liter,

Kubota its 7.5-liter

and the micro-hybrid.


2020, revealed its

third personality, the

hybrid one

taining performance, productivity and


Deutz unveiled its D1.2 hybrid. Precisely

in Las Vegas last year, at World of

Concrete, Deutz unveiled the outcome

of its collaboration with Kukje Machinery

which settle in the low entry

segment, the 1.2 and 1.7 liter engines.

The ‘odd cylinders engine’ is coupled

with a 48 Volt electric motor. Now

let’s move on to highlights, newly

designed engine blocks that raise the

bar of engineering departments. 2017

was the year of FPT Industrial V20,

Kubota V5009 and John Deere 13.6L.

And two of them, that is Japanese and

American, raised the stakes. There

were rumors about the upgrade of the

portfolio below 4.5 liters, and instead...

starting from the 13.6-liter design

Deere introduced a 18-liter, which is

positioned in the same range of Deutz

- Liebherr and Caterpillar - Perkins

platforms. The maximum power is remarkable,

650 kW (870 HP).

On this displacement John Deere still

relies on cooled EGR and in series turbo

along with high pressure common

rail. Following sensors optimization,

the software has been developed according

to remote diagnostics requirements

and setting based on cycle and

workload, also to provide an optimal

response to transients. A rear gear train

reduces noise and both torsional and

crankshaft stress. The 18-liter will be

«AEM has announced that Phil Kelliher,

vice president of Caterpillar Inc., will chair

the next CONEXPO-CON/AGG, set for

March 14-18, 2023»

manufactured at John Deere Engine

Works plant in Waterloo, Iowa. Production

is expected to start in 2022.

Kubota worked in the utmost condential

way. We know that the S7509

completes the 09 range, which was

launched at ConExpo 2017 with the

V5009, Diesel of the year 2019. The

V4309, a 4.26-liter, 4-cylinder, younger

brother of the V5009, dates back to Intermat

2011. The S7509 is a 6-cylinder,

1.25 liter cylinder, delivering 225 kW

at 1,900 rpm (300 hp) and featuring a

100% PTO also on the ywheel and

fan side and two hydraulic pumps. To

simplify maintenance lters are allocated

on the same side, and the engine

features an automatic belt tensioner.

After-treatment includes both catalyst,

particulate lter and catalytic selector

of technical urea. Production is sche-

duled for 2023.

Hatz took advantage of the stage to

bring what has been seen in Europe to

the attention of North American users.

The E1 technology introduced at Bauma

Monaco features electronic control

on single-cylinder engines. As Sales

and Marketing Director Bernhard

Richter-Schützeneder explained to us,

«it deals with the electronic control

of the fuel pump and of the nebulizer,

which allows to know the supply of fuel

in the chamber and to keep under control

all the injection and combustion

parameters. With the E1 the Canbus

comes into play». Another strong point

is the H series. The 3H50T in OPU

(Open Power Unit) format made its

debut In Las Vegas with pre-mounted

coolers and aftercoolers in order to limit









John Deere 18 liters diesel engine


Kubota 7.5 liters diesel engine

eere has chosen the ConExpo

in Las Vegas as a

springboard for the second

consecutive edition. In

2017 it was the turn of 13.6 liters,

in March this year the 18 liters diesel

engine was under the spotlight.

And instead... Starting with the

13.6 litre engine block, John Deere

has introduced an 18 liters,

which is positioned on the same

displacement latitude as the Deutz

- Liebherr and Caterpillar - Perkins

engine platforms. The John Deere

18L shows really interesting power

and torque curves: 650 kW and

4250 Nm. Let’s find out some characteristics

of the one who will take

the 13.6 liters off the throne.

According to official releases, the

engine controls are strictly made

in John Deere, the common rail is

high pressure and series turbochargers

with cooled EGR (editor’s

note: Waterloo and Saran R&D

centers have paved the way for the

EGR from Stage IIIB: gas recirculation

is still available and turbocharging

is adjusted according to

specific applications). A rear gear

train reduces noise and torsional

and crankshaft stress. As with the

13.6L, hydraulic lash adjusters

eliminate lash valve maintenance.

The similarity comes

spontaneously: in Las

Vegas the Deere came

out of the 500 kilowatt

fence, projecting itself

towards the threshold

of 900 hp. All thanks to

the 18L, which will go

into production in 2022

at Waterloo. The aim

is to reduce vibrations

and stress

The rear gear train provides low

crankshaft stress and reduced engine


David Hoffman, Global Director

of Marketing, Sales and Customer

Service at John Deere Power

Systems, said: «We are constantly

focused on providing our customers

with solutions that fit their

application needs. That is why we

are expanding our power range

and optimizing our latest technologies».

About the 18 liters engine

announced at Conexpo, he said:

«We have used an optimised engine

design process to extend our

power range. Advanced modeling

has allowed us to define and optimize

engine subsystems to meet our

performance requirements and to

meet our customers’ growing power


The 18.L will be manufactured at

John Deere Engine Works in Waterloo,

Iowa. The production of the

18L is scheduled to begin in 2022.

ubota S7509, Las Vegas, Nevada.

It is not an encrypted

code, but rather the sensational

(or maybe not...) new entry

prepared and introduced by Kubota

Engines. On the identity card of the

Kubota S7509 at ConExpo we nd 6

cylinders and 1.25 liters single cylinder

displacement, providing the unusual

7.5 liters displacement.

The six-cylinder engine raises even

higher the bar of the V5009, which

had been introduces in Vegas as well:

with its 225 kilowatts (300 HP), it

claims the record in the power range

of the Osaka portfolio. So far, we

know that it supplies 100 percent power

to a PTO at the ywheel and fan

side: the exhaust side auxiliary PTO

takes up to two hydraulic pumps in

addition to the intake side PTO. The

engine also features an automatic

belt tensioner. Maintenance is made

easier also by placing the lters on

one side. Such as three years ago for

the V5009, it will be launched into

the market later on. In the case of the

S7509, mass production will start in


Indeed, the launch of a micro-hybrid

engine was in the air. At Bauma

Munich 2019, the D1803-CR-T has

shown itself in the prototype of a

Our cover engine is

the new entry at the

top of Kubota portfolio.

At Conexpo also a

micro-hybrid system

forklift truck: in such conguration,

the D1803-CR-T went from 2.43 liters

to 1.82 liters. In the meantime,

the system has been ne-tuned, including

the 3.3 liters DC-DC converter

and 48V lithium-ion battery.

«Kubota’s Micro-Hybrid System

allows for engine downsizing yet

maintaining performance, productivity

and ef ciency,», said Tomokazu

Matsushita, Kubota Engine America.

«The enhancement of the lineup will

provide bene ts to more OEM customers

and equipment users».

Kubota Engine America also presented

its mobile app. The app can

connect users with support, as well

as providing engine registration and

a reference center with resources on

maintenance programs, operation

manuals and warranty information.






What is CREIS?

CREIS has an open

injector which allows

partial fuel vaporization

and pre-mixing. During the

ascending phase of the

three-diameter pumping

element it uncovers the

radial holes in the body,

the fuel then flows due

to the negative pressure

between the larger and

intermediate cylinder

of the pumping element.

By reversing the movement,

due to the particular

profile of the injection

cams, when the pumping

element is lowered the

fluid is sent through a

special duct followed

by a non-return valve

between the central and

lower part of the pumping

element. The amount of

fuel is determined by the

inclination of the pumping


Bauma. Monday, April

8th, 2019: the singlecylinder


appeared at the Hatz

booth in an unusual

guise. They are equipped

with E1 technology, which

introduces electronic

management also on the

mono. We’ll tell you the

moves of the triad of the

single-cylinder diesel

aimed at updating this

‘commodity’, which still

has much to say: Hatz,

Kohler and Yanmar

ingle cylinder, the last trench

of mechanical resistance’. A

title between the melodrama

and the war de-enactments

destined to fade. At Bauma, in

April 2019, Hatz opened the electronic

control season also on mono

under the initials E1, available for

both B and D series. Here we will

deal with the 300 cc engines by

Hatz, Kohler and Yanmar.

However, the path is shared by all

‘singles’ up to the half-liter top. As a

statement issued by Richter-Schützeneder,

Hatz Sales & Marketing Director,

said: «We believe that the trend towards

downsizing and hybridization

will be rewarding. Take for example

the Led Hybrid concept, a light tower,

located here outside, which features

the 1B30E, the smallest 4.5 kW motor.

The light tower is able to bene t

from E1 technology because, unlike

compactors and other applications,

it works without any operator. Before,

we wouldn’t be able to know the

operating conditions of the engine,

how external temperatures and altitude

act, while the E1 is instead able to

provide these information also thanks

to remote connectivity».

Summing up the power range covered

by the E1 technology used

on the B series (1B50E, 1B30E

and the brother with vertical shaft,

the 1B30VE) we start from 6.7 and

reach 8 kW. Faced with the electronic

turning point Yanmar relies

on its roots, which lie in the meticulous

development of combustion.

An approach that prompted Osaka






KD15 350



I. D.

B x S mm - S/B 80 x 69 - 0,86 82 x 66 - 0,80 78 x 67 - 0,86

N. cil. - dm 3 1 - 0,34 1 - 0,34 1 - 0,32

Maximum power kW - rpm 4,5 - 3.600 5,1 - 3.600 4,8 - 3.600

Mep at max power bar 4,4 5 5,1

Piston speed m/s 8,3 7,9 8

Maximum torque Nm - rpm 14 - 2.000 16,6 - 2.400 17 - 2.400

Mep at max torque bar 5,4 6,1 7,1

Torque at max power Nm 11 13 12,7

% power at max torque (kW) 68,5 (3) 81,90 (4) 92,20 (4)


Speci c power kW/dm 3 12,9 14,5 14,9

Speci c torque Nm/dm 3 42,3 47,5 55

Areal spec. power kW/dm 3 9 9,62 10


Dry weight kg 40 33 38

L x W x H mm 370x298x431 386x301x445 395x448x472

Volume m 3 0,05 0,05 0,08

Weight/power kg/kW 8,9 6,5 7,9

Weight/displacement kg/dm 3 115,3 94,6 118,8

Power density kW/m 3 90 102 60

Total density t/m 0,80 0,66 0,48

Displacement/volume dm 3 /m 3 6,94 6,98 4

to customize the injector (featuring

a timing modeled around the Stanadyne

rate shape nozzle).

But let’s briefly take stock. The LN

series is the silenced evolution of

the LV, a development of the La

platform which is ready for EPA

standards. In meeting the limits

on noise emissions (see directive

2005/88 EC onwards) which facilitates

the work of genset manufacturers

the mechanical injector by

Yanmar itself plays a crucial role

and is appreciated for pre-injection

at low loads.

Among the various ‘sound-absorbing’

solutions are plastic covers,

the intake manifold integrated into

the air filter box and the increased

mass of the crankshaft.

Since their Tier 4 final edition Yan-





Cummins and Stanadyne

Among the milestones of Cummins there’s also the injector pump, which

Cummins claims to be the inventor of. The hydraulic mechanical layout

did not undergo relevant variaons unl the advent of electronics and the

appearance of the solenoid

valve that manages the

injecon dosage and ming.

Up to Tier 3 it was believed

that the injector pump was the

most technologically suitable

soluon and the mandatory

way to manage emissions.

Stanadyne instead invented the

Rate shapping nozzle, a variable

geometry injector which

features several small spray

holes, a constricon inside the

sprayer and a needle with a

larger diameter. In pracce, it

is a variable geometry injector

which modulates the ow rate

according to the li (in the

photo, Cummins and CREINS).






KD15 350




Torque 17,1 13,3 13,4

Performance 2,6 2,7 2,8

Stress 4,6 4,7 5

Lightness 11,7 10,5 12

Density 46,9 52,7 37,4

DIESEL INDEX 5 5,3 5,4


mar mono engines have both fixed

and variable rpm, replicate the

previous dimensions and feature

the catalyst (this is the exclusive

contribution of the Japanese to the

evolution of single-cylinder engines).

Since December 2014 they

are in fact available with catalyst

for unburnt hydrocarbons. DOC is

not a one-shot experiment for Yanmar

engineering, pioneering the

exhaust gas recirculation in Stage

III in under 56 kW range where

TNV (leaving the mono segment

for a while) have always been appreciated.

Kohler also thinks of applications

such as light towers, which are suitable

for hybridized solutions, including

the use of solar panels.

To complete the picture let’s dive

into the past, in 2006, on the eve

of the last annual edition of EIMA

International, when we wrote «The

LD range has been enriched with

the ‘s’ version. The re-engineering

involved the injection system, the

combustion chamber and the injection

pump, in particular the propeller

and the delivery valves. The

RSN Stanadyne injector (see box on

the left) is strategic in converting

the 350 to the silenced version able

to modulate the flow according to

the lift».



We’re meticulous creators of power components that integrate easily and

perform reliably. From inspiration to application, we celebrate the process

of bringing your equipment to life. We truly understand the needs of the

OEM because we are one. We’ll put our insight and expertise to work

to provide a seamless solution for your machine — from the engine and

electrification to the drivetrain.

We’re John Deere Power Systems. We’re proud to power you.






boasts a plastic oil sump and introduced

electronic immobilizers and modular

auxiliary units so to t alternator, air

conditioning and compressor to different

engine compartment conguration.

What has changed in this displacement

range? The 1.5 liter cylinder (with due

approximations and the exception of the

only ‘odd’ cylinders engine, the Scania

5-cylinder) was introduced in the engine

hall of fame by Deutz, Cummins and the

same MAN. Deutz even won the Diesel

of the year 2018 with its TCD 9.0.

Speaking of 1.5 liter cylinder, the Cologne

anomaly is evident and here lies its

competitiveness. It is in fact a 4-cylinder

whose compactness guarantees a competitive

advantage compared to its natural

competitors, all featuring 6 cylinders

apart from the odd Scania. TCD9.0 was

introduced at Bauma China and comes

Reiner Rössner, Head of Sales at MAN

Engines: «With the D4276, we are offering

OEM manufacturers an engine that is easy

to integrate and will help set them and their

machines apart from the competition»

from the collaboration with Liebherr

which also brings in a 12 and a 13.5

liters, sharing with them about 65 percent

of the spare parts. At the top of this

common platform we nd the 18-liter, a

brand new displacement for Deutz. Let’s

go back to our engine, which does not

push to hard when it comes to absolute

power entirely focusing instead on density.

It shares the top position with Cummins

when it comes to kW/displacement

ratio and dimension is of the essence (see

power density and relative density).

Deutz’s TCD 9.0 has a white-painted

twin, the D964 by Liebherr, a recent

partner in Cologne in the restructuring of

the upper range of Deutz portfolio which

re-proposes the quartet among captive

applications and free market.

But let’s go to the other player, Cummins.

From QSL9 to L9, the red-painted

8.88-liter lost two letters while gaining

the plus symbol. The evolution of

the full line from Columbus for Stage

V upgrade excluded exhaust gas recirculation

while heavily betting on

efciency. This approach granted an

8 percent gain on power curve and 13

percent on torque curve. Cummins

improves its performance sharing the

same Diesel index with Perkins, which

relying on the properly adapted Caterpillar

monoblock (as evidenced by the

gap with its yellow elder brother) won

the rst place. The 1706J-E93TA made

a sweep in specic values: specic power,

specic torque, areal power. The

yellow from Peoria features the same

monoblock while showing different

gures, being more conservative and

captive-leaning. Reasoning in absolute

values, the two engines are separated by

42 kW and 366 Nm. 95 percent of Cursor

9 are assembled in the SFH Saic Fiat

powertrain Hongyan plant, the Chinese

joint venture with Saic, which boasts 65

thousand sqm in Chongqing, 23 thousand

of which are dedicated to 9 liters.

This is not the most performing model

of the Cursor family but is able to keep

a balanced prole in dimension/performance

ratio while standing out in terms

of elasticity. John Deere revisited its top

of the range introduced in Las Vegas at

his engine range still shines, although

2019 has not seen new

entries. MAN is spreading the

word of its D1556 among onroad

applications as widely expected

(and predictable, given the connotations

of the German manufacturer

under the Volkswagen umbrella). The

six cylinder was for the second time at

Agritechnica after its debut in 2017. In

the off-road segment the D1556 will replace

the D2066, following the downsizing

trend (see box at page 22). The engine

block gives up EGR in favor of SCR

only with after-treatment management

integrated in the control unit (AGN).

Common rail is probably the same for

all applications, 2,500 bars an variable

geometry turbine delivering from 205 to

324 kW and torque reaching its peak at

1,970 Nm at 1,150 to 1,300 rpm. MAN

Among these engines,

four out of nine are

German native speakers,

with MAN Engines to

open the way. Yet, on

the podium, there are

Perkins, arm in arm with

the lion of Nuremberg,

and Cummins. Deutz has

brought in this range of

engines the Diesel of the

year 2018, the TCD9.0.

Above, the Doosan

Construction Equipment

D30, a dumper truck

powered by a Scania DC9















MAN D1556



I. D.

B x S mm - S/B 115 x 149 - 1,300 114 x 145 - 1,27 135 x 157 - 1,16 117 x 135 - 1,15 118 x 136 - 1,15 135 x 157 - 1,16 115 x 145 - 1,26 115 x 149 - 1,30 130 x 140 - 1,08

N. cil. - dm 3 6 - 9,28

6 - 8,88 4 - 8,98 6 - 8,70 6 - 8,92 4 - 8,98 6 - 9,03 6 - 9,28 5 - 9,29

Maximum power kW - rpm 298 - 2.200 321 - 2.100 300 - 1.900 330 - 1.900 317 - 2.200 300 - 1.900 324 - 1.900 340 - 2.200 294 - 2.100

Mep at max power bar 17,9

21,1 21,5 24,4 19,8 21,5 23,1 20,4 18,4

Piston speed m/s 10,9

10,2 9,9 8,6 10 9,9 9,2 10,9 9,8

Maximum torque Nm - rpm 1.715 - 1.400 1847 - 1.500 1695 - 1.200 1850 - 1.400 1686 - 1.600 1739 - 1.400 1970 - 1.150 2.081 - 1.400 1827 - 1.500

Mep at max torque bar 23,7

26,7 24,2 27,2 24,2 24,8 28,0 28,7 25,2

% power at max torque (kW) 47,6

47,5 46,5 46 43,2 48,0 50,8 51,3 52,1

Torque at max power Nm 1.294

1.460 1.509 1.656 1.372 1.509 1.627 1.470 1.333

% power at max torque (kW) 84,4 (252)

90,40 (290) 71 (213) 82,20 (271) 89,20 (283) 85 (255) 73,30 (237) 89,80 (305) 97,70 (287)


Specic power kW/dm 3 32,0

36,1 33,3 37,9 35,5 33,3 35,8 36,5 31,6

Specic torque Nm/dm 3 184,6

208 188,5 212,4 188,9 193,4 217,9 224,1 196,6

Areal spec. power kW/dm 2 47,83

52,45 52,36 51,16 48,32 52,36 52,01 54,57 44,28


Dry weight kg 885

708 750 870 1.044 750 860 865 970

L x W x H mm 1.119x827x1.066 1.128x704x1.166 1.015x838x1.116 1.216x883x1.007 1.271x856x1.265 1.015x838x1.116 1.414x807x1.103 1.125x791x1.068 1.235x980x1.100

Volume m 3 0,99

0,93 0,95 1,08 1,38 0,95 1,26 0,95 1,33

Weight/power kg/kW 3

2,2 2,5 2,6 3,3 2,5 2,7 2,5 3,3

Weight/displacement kg/dm 3 95,3

79,7 83,4 99,9 117,0 83,4 95,2 93,2 104,4

Power density kW/m 3 301

345,2 315,8 305,6 229,7 315,8 257,1 357,9 221,1

Total density t/m 3 0,89

0,76 0,79 0,81 0,76 0,79 0,68 0,91 0,73

Displacement/volume dm 3 /m 3 9,38

9,55 9,46 8,06 6,47 9,46 7,17 9,77 6,99








The D15 will replace the D26, the 10.5-liter that replaced the D28 in 2004

for distribuon and construcon applicaons: thanks to its power density,

120 kg less than the D20 are a nice introducon. Coming to bus applicaons,

the D1556 has already a companion. It’s the fully updated Lion’s City, in

whose driveline the engine is vercally mounted to favor the arrangement

of components elements and consequently the conguraon above the

walking surface. The Lion’s City features the Efficient Hybrid system featuring

a connuous-6 kW electric motor-generator, developed by MAN together

with Nidec and mounted between the engine and gearbox, a 48V power line

linked to a Csai Ac/Dc inverter, an Ultracap 48V Eberspächer-Maxwell group,

a 48V/24V converter powering the on-board network and a mass distributor.

The system allows a substanal reducon in fuel consumpon.

13.6 liters in Stage V and will bring it in

at Intermat together with its Stage V full

range. Stresses are contained, following

John Deere engineering philosophy.

The dimension/weight/performance ratio

is certainly penalized by this approach,

while specic power is very appreciable.

Scania is looking towards 2019

and beyond with its odd that leaves out

recirculation while conrming XPI.

The 9.3 liter engine has the credentials

to do well even in Stage V. Södertälje

could focus on rotation speed and mean

effective pressure to maximize the performances

virtues showed under the

Scania bonnets.





















Torque 11,1 9,4 10,3 8,4 9,2 8,5 10,9 11,6 9,4

Performance 6,9 7,5 7,1 7,5 7 7,2 7,7 7,9 7,1

Stress 11,5 12,3 11,4 11,9 11,4 11,6 12,4 13,2 11,7

Lightness 12,3 10,1 11,5 12,7 15,1 11,7 11,8 11,7 13,4

Density 11,8 14,1 13,9 12,4 8,8 14,1 10,8 14,8 9,6

DIESEL INDEX 7,6 8,1 7,8 7,7 7,4 7,6 8 8,2 7,5





MAN D1556






7.5-liter 228.4kW


5-liter 157.3kW


4.3-liter 115.7kW


PERKINS MAN D1556 1706





Nm 2.828



















900 1.500 2.100 2.700











Nm 3.192



2.328 335



2.078 310



1.828 285



1.578 260



1.328 235



1.078 210











900 1.500 2.100 2.700

900 1.500 2.100 2.700




Kubota 09 Series

4 ⁄ 6 cylinder diesel engine







There’s a lot of

technology in the latest

tractors of the Lintrac

family, introduced

at Agritechnica

2019. Powertrain

and connectivity are

concerned, but also

the engine looks at the

future. Which engine?

The 904J Stage V,

Perkins Syncro Series for

agricultural applications





Perkins Syncro 3.6 liters

The Syncro has found fertile ground in handling

applications, as proven by brands like Dieci or Mecalac,

the latter with the Stage V backhoe loader. Lindner

confirms its partnership with Perkins by relying on

the 904J to cross the Rubicon of the Stage V. On

specialized and utility vehicles (where the Syncro family

also has 1.7, 2.2

and 2.8 liters)

and on mediumhorsepower

tractors, the 3.6

liter offers an

elastic curve,

between 1,000

and 2,000 rpm,

and torque at

maximum power

of 79 percent.

The trump card

is the overall

dimensions: 0.29

cubic meters.

Rexroth A1V0 pump

Compact dimensions and easy installation, thus

allowing tailor-made solutions for machines with

limited space. Bosch Rexroth’s A1VO axial piston

pumps offer different sizes to meet several market


Despite its 28 cc displacement, it shares the

compact housing of the existing size 18 and can

therefore be installed in the tightest of spaces. The

connections, positioned either on the side or on the

back, are easily accessible, allowing a particularly

simple installation.

gritechnica 2019 was the location

chosen by Lindner to

put on display what its R&D

department has achieved.

We are talking about the Lintrac 130

model, whose production has recently

started, which is the most powerful

tractor ever designed by the Austrian

manufacturer. The new tractor features

some interesting developments

in terms of design, engine and automation


What we are most interested in is the

4 cylinder Stage V Syncro by Perkins,

capable of a 3.6 litre displacement,

100 kilowatts of power and able to

guarantee 550 Nm torque. These are

the basic technical characteristics of

an engine that results from important

engineering efforts made by Perkins,

whose target is to be a leading player

also in the agricultural sector. Speaking

of the relationship between engine

and tractor, however, we wanted to go

one step further, involving Lindner itself.

Then, what are the reasons why a

Stage V engine was chosen? And why

a Perkins engine? «From the outset, it

was clear that we would skip Stage IV

and then start with the new generation

of engines. This decision has proved

to be spot on. We aim to convert all of

our tractors and transporters by 2021.

The new engines are a perfect match to

According to David

Lindner, all the tractors

and transporters will be

converted to Stage V

by the end of 2021.

The Lintrac 130 is

indeed in the front

our vehicles and meet our customers’

requirements. The excellent torque for

climbing steep inclines is particularly

attractive to farmers in Alpine and

grassland areas».

These words were spoken by David

Lindner, Head of Marketing & Exports,

who also underlines the increasing

awareness showed by their customers

about quite a hot matter, the one of

sustainability. «Many of our customers

are organic or hay milk farmers (hay

milk is a traditional Austria milk produced

by cows that are not fed with fermented

fodder or rather OGms, ed). It

is very important that the tractors and

transporters also meet these sustainable

requirements and have a good ecological


«We have been working together with

Perkins very successfully for 50 years

now», added Mr Lindner about the

relationship with the engines suppli-

er. «This collaboration has become

constantly closer and better over the

course of the years. We have of course

also beneted from this during the development

of the new vehicles. We were

involved by Perkins in the development

work at a very early stage. Both sides

beneted from the close cooperation

between our R&D departments. For

example, the engine was subjected to

long-term testing at extreme angles

which reect how it will later be used

in practice by our customers».

Speaking of powertrain, as far as the

transmission is concerned, the choice

fell on ZF, and in particular on the

TMT-11 unit, a newer generation compared

to the one mounted on the Lintrac

110, the previous model within

the Lintrac range. The transmission is

capable of driving the tractor up to 50

kilometres per hour at a reduced engine

speed. Some new developments

have been added also in terms of data

collection and analysis: the Lintrac 130

also features as a standard the so-called

TracLink Smart, a telematic system developed

in partnership with ZF, which

allows users to keep track of the tractor’s

operational parameters, moving

data from the IBC monitor to remotely

connected devices, in order to be stored

and employed in real time for analysis.

Another focus has to be placed (and

we do it in the box above) on the Lintrac

130’s hydraulic system, and specically

on the Bosch Rexroth axial

piston pump, capable of continuously

adjusting hydraulic power from 4 to 88

litres per minute and, optionally, up to

100 litres per minute. The circuits for

hydraulic oil and transmission oil are

strictly separated and the hydraulic

functions are controlled by the special

joystick on the seat armrest.







There were also those who decided to be there, but only…

halfway, that is by relying on local dealers not to expose

their European staff to risks. FPT Industrial lined up a triad

of engines we had seen a year ago in these parts: the

S8000 G-Drive boasng low fuel consumpon and TCO, the

N6 - 6-cylinder, 6.7 l, 250 kVA, and the Cursor 16 G-Drive

designed for applicaons requiring 600 kVA, whose power

output is comparable to that of an 18-cylinder model.

Three-pronged line up for John Deere, too, whose range

of soluons feature power rangs spanning from 30 to

500 kVA, and displacements from 2.9 to 13.6 litres. As for

Stage V for power generaon, the deer-branded company

reproposed its 4.5 litre ed with integrated catalyst

designed for the 80 to 100 kVA segment.

Volvo Penta’s parcipaon was entrusted to its dealer Al

Masaood. At their stand, the Stage II and Stage IIIA/Tier

3-cered D8 took centre stage. Krisan Vekas - whom we

talked to shortly aer the exhibion - conrmed that it

followed the Stage V model we saw in Ecomondo Rimini at

the end of last year.

According to Cummins’ experts, «The C25G gas generator series

is expected to ll a gap that Cummins has in its portfolio for the

generator power range below the 1 MW category».

ving up participation. In the power

generation sector – the one that we

were most interested in and we searched

out more extensively – Baudouin’s

absence, announced just a

The COVID-19

pandemic had its impact

on the 2020 edition of

Middle East Energy,

with some exhibitors

not showing up and

visitor attendance being

unavoidably reduced.

As for us, we were

there, and here’s what

we saw in Dubai

ust like Las Vegas’ ConExpo

- taking place only one week

after - Dubai’s Middle East

Energy 2020 will probably be

remembered as one of the last trade

fairs the Coronavirus tsunami did not

manage to sweep away.

And, as far as we’re concerned, also

the last time we went on a work trip

before borders started being progressively

shut down. We did undergo the

rigorous (and imperative) checks of

local authorities and organizers committed

to ensuring safe attendance in

many ways, from sanitizing the show

premises to making hand sanitizer

abundantly available at stands and

common areas.

Such precautions, however, turned

out not to be enough to discourage

a few prestigious exhibitors from gifew

days before the opening, went

far from unnoticed as the company

had bet big on the event for a grand

presentation of its novelties in the

gas and other elds. Other top manufacturers

like FPT Industrial, Volvo

Penta, John Deere, Doosan were

there as planned, but through local


Going back to our favourite topic –

technology - we attended the ofcial

presentation of Cummins’ pièce de

résistance, the natural gas-fuelled

gen-set C25G (pictured above) we

already covered in our last issue.

But rst things rst: speaking of

technical specs, the genset delivers

500 kW of electrical power at 50Hz

(a 60 Hz frequency, 580 kWe version

is also available), with an electrical

efciency of up to 41.6 percent, both

in continuous operation and standby

modes. It runs on natural gas and

biogas alike, with no derating, up to

18MJ/Nm 3 , and an oil lter change

interval of 2,000 hours.

The powerful unit is driven by a

12-cylinder Liebherr G9512 engine

chosen for its technical specs as well

as for its reliable time-to-market, as

highlighted by Cummins itself at


The technical specialists and experts

from Cummins we talked to in Dubai

stressed that their sector is paying increasing

attention to more sustainable,

efcient solutions.

Before the change of schedule in the

light of the COVID-19 pandemic,

Baudouin’s choice of Dubai’s event

as the stage for their debut in the natural

gas world was, therefore, not a


Their range of gas-fuelled engines

designed for power generation includes

8 models, with power ratings

spanning from 63 to 1,750 kVA at 50

Hertz, 63 to 1,400 kVA at 60 Hz, and

electric efciency close to 44 percent

at the top end of the product range.

More from Baudouin’s technical department

on our next issues.

At the Perkins stand, the focus was

on the comprehensive nature of their

range and the integration between

different solutions rather than on

novelties. Since last year there have

been, though, a number of signicant

enhancements regarding components

more than design, as we were told by

Karan Ohri, Perkins’ Global Electric

Power Marketing Manager during a

long and nice chat.

«We worked a lot on key elements

like valves or the oil circuit, improving

both materials and design with

the aim of extending the useful life of

these components, manufactured by

Perkins through a well-tested supply

chain. In some cases, service intervals

were even doubled, with a meaningful

impact on the overall engine


On display at the stand of the British

specialists were the 1103 engine - 30

to 60 kVa - designed for prime power

applications, alongside the 1706

and 2806 models – compact-sized

but capable of delivering performance

comparable to that of their 13 liter

and 23 liter ‘big brothers’; and,

last but not least, the powerful 4008,

whose service intervals were doubled

to reach up to 15,000 working hours.






Already last year we devoted space to engine soluons

manufacturers from China and India. By and large, we saw them

again this year, except for a few cancellaons due to the virus

outbreak that right in the days of the exhibion was already

ravaging across China.

Yuchai was indeed there with its diversied G-Drive range

including 16- to 3-cylinder versions; so were the compact units

from Lambert, a company not only dealing with diesel, but with

gas and gesset units too. In Dubai, Shangyan showcased its 6-

and 12-cylinder ‘blue diamonds’. In terms of displacement, the

different models in the range can get as large as 30 litres.

Moving on to a different segment we nd the proudly made-in-

India TMTL engines by Tafe Motors and Tractors, manufacturers

of a range including single cylinder models like the 198ES (8.8

kW at 1,500 rpm) to 4-cylinder ones like the 1751ES, 117 kW at

1,500 rpm.

Back to China, the VMan stand showcased its C series,

6-cylinder, 16.5 l, capable to deliver 225 kVA at 50 Hz and 250

kVA at 60 Hz; and the larger D series, 16 cylinder, 29 litres.

A detail of the big Kohler SDMO Value range genset equipped

with a mechanical Baudouin engine. Above, from the left, the

V2403, 2.4 litre from Kubota and some Aksa gensets.


Jubaili Bros, a name that stands out - amongst other things

- for its close cooperation with Perkins as an engine supplier,

plays at home in this department.

In the Power Generation Pavillion it was really hard not to

notice their stand, rich as it was with solutions representing

a range that spans from 9 to 2,250 kVA in terms of power


And gensets are also what Russian Gaztechnica does, in

cooperation with several engine manufacturers, from Kohler

to Perkins, from Mtu to Cummins, and so on.

Marketed under the more well-known brand Erga, these gensets

cover a rather broad spectrum of different power needs,

from 2 to 3,330 kVA. Hybrid systems are in production, too.

Like Erga-branded units, those from Turkish Aksa are also

sporting a yellow livery and are fitted with diesel, gasoline,

and natural gas-fuelled engines.

As for Italy, due to the virus outbreak that highly impacted

on the decisions to take part in the Middle Eastern event,

several exhibitors were not at the show. Coelmo instead was,

with its FDTN67TM7 gen-set equipped with a Stage V engine

by FPT; so were Sicily-based Ausonia and Ascot, alongside

Sices from Lombardy (control systems) and alternator

manufacturers Marelli Motori and Linz Electric.

Defying the virus and related restrictions,

a large group of Kubota representatives

came along from Japan to

celebrate the launch of their two new

direct injection gen-set engines right

«We worked

a lot on key

elements like

valves or the oil

circuit, improving

both materials

and design»,

explained Karan

Ohri, Perkins’

Global Electric

Power Marketing


at the stand: the 3- cylinder, 1.8 litre

D1803 and the 4-cylinder, 2.4 litre


What we’re talking about here, their

tech specialists said, is two Tier II-

certied engines designed for the socalled

emerging markets to move 15

and 20 kVA gen-sets, respectively.

«We focused our attention on fuel

consumption, a deeply-felt concern

of our customers, and we managed

to achieve a 10 percent reduction

compared to previous models in our

range, that by the way keep selling

well as usual. We made no changes

to size, not to force our customers redesign

their layouts».

Kohler SDMO wheeled in their heavy

artillery, putting the spotlight

on their diversied genset range. At

the top end – the premium segment

– was the KD series featuring diesel

engines by Kohler and 800 to 3,500

kVA power ratings, now reaching

4,500 kVA at 50 Hertz thanks to an

extended range.

At the opposite end were the less

expensive options, tted with Baudouin’s

mechanical engines (the ‘Value’

range) including 5 models from

900 to 1,500 kVA.

«Baudouin’s mechanical engines are

extremely robust and reliable. They

get assembled at the SDMO French

plants and in terms of quality, they

compare excellently with the Pre-

Kubota is highly

focused on fuel


managing to achieve

a 10 percent reduction

compared to previous

models. Kohler

SDMO explained the

difference between

their Premium and

Value ranges

mium range. They are designed with

residential or commercial applications

in mind, as opposed to the units

in the Premium range, better suited

for usage in data centres, healthcare

and oil&gas facilities».

These words were spoken at the stand

by Yousef Al Shalabi, EMEA Power

Solutions Project Manager at Kohler

SDMO, about the Value range.

Judging from the broad range of engines

on display, Korean Doosan

Infracore keeps betting heavily on

energy generation. The extension of

their 21.9 l range deserves special

mention, now including the DP222

Series C model with a 21-cylinder,

V conguration and variable ratings,

capable of delivering up to 900 kW

at 1800 rpm in prime power applications.







First established in 2001, PowerLink is headquartered in Shanghai

(see picture below), where R&D, manufacturing, markeng, sales

and servicing departments are located. PowerLink UK and PowerLink

Australia were established in 2010.

The company relies on over 200 dealers and has sold 100,000 products

worldwide. Diesel products were the rst ones that were brought into

the market. As demand hits in, lighng towers, air compressors and gas

generators are now also big players. On the gas side, PowerLink has 10

investment projects currently in operaon in China, mainly dealing with

biogas. From manufacturing to the full product being quality controlled,

it is all done by PowerLink with no third party involved.

This has allowed the company to monitor each step and achieving the

maximum potenal.

The markeng

team is in China, in

charge of managing

leads and opening

new market


while several sales

team are in the

various subsidiaries


pen mind seems to be one of

the main characteristics at

PowerLink, a genset manufacturer

with a broad portfolio

and some experience with diesel as

well as gas engines. Here’s how Jack

Zhu, Sales and Marketing Coordinator,

answered some of our questions.

Mr Zhu, could you please introduce

the technical parameters of your engine

strategy (power density; air, oil

and diesel lters layout…)?

The range of power that our generators

use can vary from to 10 kVA to

3,300 kVA. When selecting the size of

the output, it depends on the client’s

requirements as well as the specic

application. Our generators are all

standardized into three forms: open,

soundproof and containerized. When

space is not a problem, a standardized

design ts all. However, we would have

to encounter extra steps in designing

new genset structures if the enquiry

deals with a non-standardized unit.

A broad genset

catalogue, with power

from 10 kVA to 3,300

kVA, and an equipped

R&D department

when it comes to

customization. Based

in China, PowerLink

has its own engine

brand, with either

diesel or gas models

Air, oil and fuel lters, as well as other

components, are xed in one position

of all generators in case of standardized

products. It would not be called a

challenge or as such if the layout were

to be different as required by the client.

What is PowerLink’s approach to


To date, we have over 100,000 generators

installed worldwide. Standardized

units are what we prefer clients to buy,

however we also have the capability

to manufacture customized products.

Once the request comes through to our

sales team, it will get passed onto our

R&D team in HQ for assessment. In

most cases, customers are happy with

the result.

Does PowerLink play a part in en-

gine manufacturing? What’s the origin

of the bare engine block?

Yes, we do have our own engines. The

rst ones were gas engines which are

used in a range of our gas generators.

We have also recently launched a series

of diesel generators using Power-

Link engines. We do not manufacture

engines directly, however we work

with our partners to manufacture engines

for us, according to our standards,

then we brand them as PowerLink once

they’ve been tested by us. The origin of

the bare engine block is in China.

How strong is it the company’s specialization

in gas gensets? Which are

the engines suppliers when it comes

to gas? And what’s the most promising

technology when it comes to gas?

The company rst started gas projects

in China, including biogas cogeneration

in farms, wastewater treatment

plants, AD applications etc. The investments

started in China along, then

spread out to the world. Engine suppliers

include MWM, MAN, Perkins

and PowerLink, our own engine. The

most promising technology by far we

would say is the biogas equipment. In

fact, we don not only supply the generator,

but also the biogas pretreatment

equipment for the early stage processes

to clean and store biogas. Power-

Link provides three types of engines in

order to cover up a broad range of application

elds, with power available

from 10 kW up to 2000 kW. The range

of 10 kW to 50 kW cogeneration units

were newly launched. We believe there

is a big market for these products in

residential or estate areas in the EU.

Most of our generators are made to

suit pipeline gas. However, LNG are

also available up to 1000 kW.

Electrication: do you believe in full

electric or in hybridization as well?

We are currently developing a range

of hybrid gensets with a variable

speed engine which guarantees fuel

consumption savings of 40 percent

compared to a standard genset and 20

percent compared to other xed speed

hybrid gensets currently available on

the market.

Do you have Stage V-compliant gensets

in your portfolio?

Not yet, but some of our generators are

compliant to the Stage IV Final standard.

Moving into Stage V is in our

plans for the next year or so.







Volkswagen Group Logiscs deployed two new car freighters from Siem Car

Carriers. Launched in Xiamen, China, they use LNG as fuel.

They are ed with a 12600 kW dual-fuel marine engine from MAN

Energy Soluons. In addion to refrigerated LNG, they can also run on

environmentally friendly e-gas produced via Power-to-X, or biogas. In ecospeed

mode, the ships can travel at 16.5 knots (30.6 km/h). Thanks to two

1800 m3 tanks, their range is comparable to that of convenonal heavy

oil-powered freighters. On the sea route from Europe to North America,

this soluon is said to reduce the emission of carbon dioxide by up to 25%,

nitrogen oxide by up to 30%, parculate maer by up to 60% and sulphur

oxide by 100%.

«To date, only a few smaller ships for rolling cargo have been built with LNG

propulsion», said Thomas Zernechel, Head of Volkswagen Group Logiscs

«for short-haul traffic. With these two ships

we are entering a new eld, which will add to

the use of biofuel in the short sea segment».

«We believe that the switch to LNG as marine

fuel», added Uwe Lauber, CEO MAN Energy

Soluons «is the most important basis for

a marime energy revoluon. In a second

step, gas-capable ships can be operated with

synthecally produced, climate-neutral fuels

and are therefore future-proof».

sidered against the +19% of emissions

from road trafc, and the praiseworthy

reductions achieved in agriculture

(-19%) energy generation (-23%) industrial

processing (-27%) waste man-

Emission limits

are pushing to nd

alternatives to fuel oil,

with liqui ed natural

gas seemingly the best

current option.

It does seem bound

to grow: yet the

slope of this trend

remains ridden with


n the 12th December, the

European Parliament and

the European Council legitimized

CNG and LNG as

possible contributors to the implementation

of the long awaited Green

New Deal.

Recently, the European Commission

reiterated that aviation and shipping

are the fastest-growing sources

of emissions. In absolute value, the

amounts they account for is still contained

reaching, respectively, 3.77%

(3.42% internationally and 0.35% domestically)

and 3.61% (3.15% internationally

and 0.46% domestically).

Yet, a comparison between 1990 and

2017 relative growth rates raises more

of an alarm bell: +129% for international

air trafc and +32% for international

shipping. Which has to be conagement

practices (- 42%).

The shipping sector has been looking at

LNG propulsion as the most promising

option for quite some time now, with

a huge number of applications already

implemented, including as revamping

options. As of mid-April 2019, according

to the International Gas Union, the

global LNG-fuelled shipping eet consisted

of 525 vessels, with a growth of

11.5% recorded in 2018.

But long-distance sea freight is not the

only sector that’s moving forward. Passenger

ships have long been embracing

the LNG philosophy, with Scandinavian

countries leading the way. Cruise

industry market leader Carnival Cruise

Lines has orders for seven new LNGfuelled

cruise ships in the pipeline,

scheduled for delivery by the end of

2022. There are still uncertainties as to

the timeline and growth margins, and

analysts’ growth forecasts span over a

rather wide range; the variables at play

are just too many. Undoubtedly, the

IMO has set some clear-cut emission

limits. But other factors may prove

just as strong in slowing down growth:

fuel oil price – and consequently, its

cost-effectiveness vs LNG – trends

in global economy, whose trade is

mostly carried by sea and not only on

long-distance routes, and the price differential

that still separates old engine

Jacques Delors Energy Centre: «In its

World Energy Outlook of November 2019,

the International Energy Agency (IEA) said

that gas demand should decrease slowly

from 2025 but would still represent about

90% of the present consumption in 2040»

equipment from last generation ship

propulsion systems.

The forecasts on LNG consumption

by ships that already are (or will be)

running on LNG speak volumes. Four

separate reports from three different

organizations - IEA, ENGIE/PWC and

Lloyds - show undeniably solid growth

rates, including in the short-term - as

one can easily tell from data for 2025;

the level of uncertainty is, however,

still sky-high. So high, actually, that

(if taken as it is) it may discourage any

plan for long - or very long-term investment.

In particular, it should be noted that

Lloyds Register’s report also included

alternative fuel options, from hydrogen

to biofuels.

To date, global maritime transport

has reached 11 billion tonnes, with

a growth rate that is estimated, at its

best, at 3.4% per year up to 2024. Still,

in its recent review - issued before the

Coronavirus outbreak in China - the

United Nations Conference on Trade

and Development (UNCTAD) reported

an oversupply of shipping capacity

in many segments already in the rst

half of 2019. Demand in LNG propulsion,

albeit still on a niche level, is supposedly

the only one countering this

trend. After all, the Journal of Marine

Science and Engineering has no doubts

about it, there are only three ways to

meet the IMO requirements entering

into force in 2020: by using low-sulphur

fuels (LSFO) by tting ships with

scrubber systems, or by switching to

LNG, with this last option denitely

seen as the most viable for the maritime






SEA4.0 is a project in collaboration with

Technosec (IT and cloud) and Dell for

the creation of a predictive maintenance

system to be installed on the boats.



o you remember the Hydropack?

AS Labruna conceived

it as a modular hybridization

project. Its natural evolution is

called Hydropod, a hydraulic pod designed

to transfer up to 500 HP (367.6

kW) and 2,500 Nm, suitable for fast boats

where the classic stern pod is inadequate

and the surface propellers tend to

be inefcient below 4 knots. Hydropod

proves to be versatile, also adapting to

submerged propellers, surface propellers

and pulling propellers such as the

IPS because it rotates 360 degrees. To

understand more, we asked CEO Massimo

Labruna directly: «The hydraulic

motor is positioned in the so-called

torpedo, that is, in the lower part of the

pod. At low rpm the surface propellers,

having a high wheelbase, absorb a lot

of drive torque thus stressing the diesel

engine. The Hydropack, along with the

Hydropod, allows to use the maximum

torque of the diesel engine at low propeller

rpm, delivering fast accelera-

Together with Massimo

Labruna we delved

into the Hydropod, a

hydraulic pod designed

to transfer up to 500

hp and 2,500 Nm

introduced at the last

METS in Amsterdam.

Along with the

Hydropack, it allows

users to fully exploit

the drive torque

tions. Other types of pod vary the attitude

only by varying the inclination, while

the Hydropod, having no mechanical

connections between the endothermic

engine and the transmission, is able to

to rotate, vary the immersion depth and

the thrust inclination. The needed power

is also divisible: for example, we may

equip the hull with two different power

engines to be used individually or simultaneously,

and associate each of them

with a pair of pods. The hydropod is easy

to use with the operating joysticks».

The ofcial presentation took place at

METS, followed by the implementation

of the system in the engine compartment

of a very particular catamaran

designed in 1974 for offshore

races, which originally mounted a 367

kW BPM engine and surface propellers,

was launched.




Ptp 6090








F 32








Tcd 2.9 L4













6R 1500




Cursor 16




Kdi3404Tcr Scr






























Lovol Doosan will produce the G2 Engine. An ofcial voice from Doosan Infracore

said: «By establishing this joint venture, we will be able to secure the world’s

largest consumer of our agricultural machinery engines while, in the long term, we

will be able to enjoy the same effect as setting up a G2 engine plant in China.»

he inauguration of Lovol EU Engineering

at the Goldoni factory

dates back to 5 October 2018.

Arbos is the new name among

OEMs in Europe. A brand resurrected

thanks to Lovol. We talked about the

powertrain and more with the Marketing

Director Alessandro Zambelli.

What were the rst reactions after

the launch of the 7000 Series, which

took place at Agritechnica 2019?

The feedback of Agritechnica 2019

is the last stage of a journey that has

seen the 7000 series project starting

from its launch as a prototype at Agritechnica

2017. The feedback we have

had from eld tests (both in Italy and

China) were very positive especially

with regard to tractor traction and

plowing capacity, the elasticity of the

engine at all rotation speeds (so as

high torque at low engine speed) and

low fuel consumption, both for diesel

Arbos is the operational

and engineering branch

of Lovol in Europe.

Its Marketing Director

Alessandro Zambelli

helps us understand

the group’s engine

strategies, which also

includes Goldoni.

Under the hoods there’s

room for Doosan, FPT,

Kohler and VM Motori

and urea. This is the result of a specic

design of the vehicle geometry driven

by a robust and performing engine.

The feedback from the public, however,

shows obvious curiosity and positive

pressure to be able to test the machine

on the eld.

For instance, was the choice of

Kohler dictated by power density?

What about Doosan Infracore, on

the other hand? Could you elaborate

on the terms of the agreement

with Doosan for the production of

engines in China and the supply to

Arbos and Lovol?

Kohler proved to be a win-win choice

made in 2014 when both projects

(Arbos and Kohler KDI) were ready

for launch. Arbos approached the European

market with its rst open eld

model (5000 Series) while Kohler

introduced its structural agricultural

KDI 3404. The outcome was a double

success: Kohler won the Diesel of the

year 2015, and the Arbos 5000 Series

was awarded the Red Dot Product

Design 2017. Technically the engine

has been appreciated in the developing

phase for its compact size, technical

solutions (EGR with a compact

exhaust system without DPF) and

Kohler’s availability for important

customizations on the engine side for

our speci c application, and on eld

for performance and excellent torque

and power distribution.

In the orchard market, on the other

hand, the play eld was different:

when we started working on the evolution

of such a specialized and delicate

segment as the machines for

orchards and vineyards (the core

know-how of the subsidiary Goldoni)

the choice was technical and strategic

and awarded the Doosan engine.

Doosan is certainly aligned with the

main competitors from a technological

point of view, it has very compact

dimensions (see ATS), it has

proved very exible to nd technical

solutions that t the dimensional constraints

of a specialized machine. At

a strategic level, a joint venture was

signed between Lovol and Doosan for

the development of the engine for the

Chinese market (China IV) and the

creation of synergies (especially on

the purchasing side) with the European

application, optimizing scale economies

and quality.

The engines for the European market

will be managed by Korea on the en-

gineering side but certain components

will come from China.

How important is today, when approaching

the market, the ability

to provide an effective reduction in


Very much, but this concept is now wider:

the reduction of fuel consumption

is as important as that of urea but today

the customer is nally looking at

the environmental impact of agricultural

machinery as well; the reduction

of harmful exhaust gases has become

a value and not only a legislative requirement,

while ‘clean’ and efcient

solutions are more appreciated and

become an added value also for the replacement

of older machines with models

providing lower impact and more

suitable for a sustainable agriculture.






nical action to collect the soot which

is then processed essentially by combustion

and converted into carbon

oxides. In the Partial PGMs project,

on the other hand, the active material

deposited on the lter converts

the soot and at the same time reduces

gaseous pollutants.

fter-treatment as the key to

Stage IV and Stage V and a

variable which increases prices,

dimensions and issues.

The Partial-PGMs project was born

from these assumptions. We asked

Isella Vicini, Head of European Funding

Division at Warrant Hub (Tinexta

Group), to tell us more.

A short technical-chemical overview

about the differences between

rare-earth elements and copper…

Unlike their name suggests rareearth

elements are not so rare but

the extraction and processing cycle

is dangerous, dif cult and impactful,

so only a few nations, such as China,

have decided to continue their

mining, holding in fact a monopoly.

Rare-earth elements are usually

The goal of the socalled

Partial PGMs

project is to create

a hybrid particulate

filter using less rareearth

elements, which

are used to build

only the frame of the

active supports for


This project,

officially endorsed

by the European

Commission, is based

on the use of copper

as a noble metal

known for their physical properties

(magnetic, optical) while copper is

an excellent catalyst. In the Partial

PGMs project rare-earth elements

were used to build only the frame

of the active supports for catalysis

on which the copper particles are

settled. It is worth pointing out that

the rare earths used are those (lanthanum,

for example) which are now

substantially discarded being not suitable

for their physical properties.

The Partial PGMs project is therefore

a low environmental and economic

impact solution. The function of rare

earths is synergistic to that of copper,

allowing the copper nanoparticles to

settle and increasing their reactivity

and exchanging oxygen with the gas

mixture. The amount of oxygen needed

is well de ned and regulated by

the lambda probe: the ability of the

support to store and transfer oxygen

facilitates this function at a microscopic


In addition to the previous question,

what percentage of platinum

and rare-earth elements is needed

and what function do they perform

compared to copper?

Platinum is the catalyst par excellence,

widely used in the industry; in

the case of the Partial PGMs project

it allows to lower the temperature at

which the conversion process starts.

It is particularly important to avoid

pollution when the converter has

not yet reached its normal operating

temperature, a problem that could

be relevant in hybrid engines where

intermittence can make dif cult

Isella Vicini, Head of European Funding

Division at Warrant Hub

HORIZON 2020 is the biggest EU

Research and Innovation programme

ever with nearly €80 bn of funding

available over 7 years (2014 to 2020),

in addition to the private investment that

this money will attract. It promises more

breakthroughs, discoveries and world-

rsts by taking great ideas from the lab to

the market

to reach the optimum temperature

of the catalytic converter. Platinum

constitutes the 0.5% of the overall

weight. The only rare earth used is

lanthanum that is used to build the

frame of the material that holds the

copper nanoparticles. The quantity

is slightly higher than 10% but being

a heavy element its weight percentage

is over 60%. But it should be remembered

that lanthanum is a waste

element from the mining of those precious

and currently non-replaceable

rare earths used for magnetic resonance

imaging, lasers, etc., therefore

its availability is not a problem. It is

also a non-toxic and non-polluting


What does ‘hybrid lter’ mean?

Traditional lters perform a mecha-

What ‘new and innovative nano-structured

materials with

low PGM and REE content’ are


These materials feature an innovative

formulation which was speci cally

developed for the Partial PGMs

project and attempt to reduce the

quantity of elements considered critical

(for cost and/or availability reasons)

by the European Community

and hence might slow down the industrial

development. These are composite

materials in which the greater

reactivity of the nanodimensional

copper particles settled on a support

with low environmental and economic

impact has been exploited. Copper

is less active than PGMs but its

reactivity has been increased thanks

to the use of nanodimension. This is

a property that always applies to nanometer-sized

materials: even gold,

for example, which is considered a

noble and unreactive metal, becomes

very active when nano-sized. In the

Partial PGMs project this property

was exploited to increase the catalytic

capacity of copper.

What is planned for the disposal of

nano-materials and copper?

Disposal, environmental impact

and recycling were analyzed during

the project by specialized research

groups and the recyclability of the

materials was veri ed. Copper nanoparticles

can be separated from

the support oxide and recovered. It

should be noted that the technical feasibility

must then be compared with

the economic one.







It all started on a precise date, 29 October 1969. On that

day, Gerd Marhofer and Robert Buck, founding fathers of

ifm electronic, decided they would put to use their skills and

passion to - as the official website reads – «do better than

others, to develop sensors with extraordinary quality and

reliability and to provide unequalled customer service».

What they were betting on back then were the inductive

proximity switches for 220 V power supply.

More than half a century has passed by since then and it

looks like they won the bet. Today, ifm is present in over 80

countries of the world – in Italy since 1993 – manufacturing

position sensors, process sensors, sensors for motion control,

industrial imaging and identification, in addition to mobile

machinery systems for the collection and transmission of

information. This last field of application was an old fixation

of one of the company founders, whose far-sighted vision led

to the use of a developing technology for applications other

than production machinery.

According to Paolo Rocca, National Product Specialist Ecomat

Mobile at ifm: «We are manufacturers of components, not system

integrators, but we are consultancy-oriented nevertheless»

nder the lucky – though sometimes

too heavy – blanket

term “Industry 4.0” there’s a

wealth of hidden opportunities

for manufacturers and users of

mobile machinery, too. And those

who still think this is just futuristic

stuff may just end up missing many

of them.

Paolo Rocca, National Product Specialist

Ecomat Mobile at ifm electronic,

rmly believes it may happen.

Not surprisingly, then, he works

every day to get this message across

in an easily “decodable” form.

What’s your view on the application

of the Industry 4.0 logic to

mobile equipment?

We have already applied solutions

that can be linked to the “4.0” logic

to mobile machinery, with excellent

results. As ifm, our goal is to simplify

the approach to Industry 4.0-ready

solutions, targeting a group of users

who might currently be unable to

Who said that

digitalisation is meant

primarily for factory

production systems?

The analysis of data

from IoT systems tted

onto mobile equipment

can be a genuine,

powerful driver of

ef ciency. Provided

you are ready…

gure out how to integrate such a

multifaceted system into any piece

of mobile equipment. We are manufacturers

of components, not system

integrators, but we are consultancyoriented


What’s the current level of awareness

on the subject in the mobile

machinery industry?

De nitely not high; it’s growing,

though. Today, technology makes it

possible to handle issues even remotely,

with systems capable of performing

monitoring, diagnostics and

even servicing operations.

What ifm is offering is some sort of

combo solution featuring both local

and remote communication systems;

a two-way communication architecture

that does include hardware

(sensors, PLCs, control units, controllers,

connections) but also services,

like the customizable cloud,

whose aim is to make integration


How does it all t into the engine

and kinematic chain environment?

IoT devices make it possible to measure

meaningful engine data such

a, for instance, diesel or urea consumption

levels. The PLC will send

these to a cloud that’s accessible to

each remotely connected customer.

ifm has opted for a tree architecture

including manufacturers, dealers

and end users. Or, manufacturers,

end users and the different dealers

who rent the equipment. In short,

we’ve got a true black box communicating

with the cloud where matrices

for parametrization are found.

What are the benets of carrying

out post-processing analysis with

the data available in the cloud?

To name one, it may help users realize

the machine is working under

critical conditions in a given area.

If a piece of equipment can reach a

certain level of performance while

also being consistent with what the

user demands of it, ef ciency will

de nitely reach top levels.

In other words, measuring and monitoring

machine performance can’t

but contribute to maximizing the

OEE – Overall Equipment Effectiveness

– a parameter that’s vital when

considering how much a mobile machine

is worth.

Are ifm systems also available as

retrot solutions?

Absolutely. Installing previously

unavailable control units on an older

piece of equipment means giving

an opportunity to those who want to

approach this new world to do so by

only “rethinking” their machine’s

electromechanical system, instead

of scrapping the entire unit.

Several clients thanked us for having

downsized their previously

massive control panels to a PLC

that’s usually about the size of a

small box.

This brings added value, and it pays

off, in that it means having one single

hardware device that in addition

to supervising the entire machine

operation will also tell you what

parts need servicing.





«The exciting combination

of Eaton’s Hydraulics

business with Danfoss

Power Solutions will

further strengthen what

we consider to be the core

of the core for Danfoss»,

said Eric Alström

mong the giants of hydraulics

technology for mobile

applications, Eaton is one

of the most diversified company,

actively working also in the

automotive, aerospace and electrical

sectors. Not anymore, in the

sense that Danfoss has officially

absorbed Eaton’s Hydraulics business

for a cash purchase price of

3.3 billion US dollars.

The synergy between the two groups



is supposed to bring benets also in

terms of contribution to the electri-

cation of the powertrain. Here are

some ofcial statements released

right after the announcement.

«Today, we take a significant and

transformational step in creating a

global leader in mobile and industrial

hydraulics. It is a once-in-alifetime

opportunity to combine our

largely complementary portfolios

and geographic footprints. Eaton

Hydraulics is a highly respected

player in the global industry, recognized

for its dedicated people

and strong brands. With this agreement,

we continue to invest in our

core hydraulics business and digital

solutions to stay a strong technology

partner», said Kim Fausing,

Danfoss President and CEO.

«When complete, this deal will

bring together two talented teams

with deep hydraulics knowledge

and expertise. And Eaton’s hydraulics

team will be part of a company

that is committed to becoming

a global leader in mobile and industrial

hydraulics. The combined

business will also benefit customers

and distributors by offering

industry-leading technology and a

much broader portfolio of hydraulic

solutions», added Craig Arnold,

Eaton Chairman and CEO.

«Hydraulics is our core, and we

have for years strengthened our

Power Solutions business through

high customer focus, as well as

through significant investments in

technology leadership. I believe

our customers will benefit from

combining these two businesses

into a full-line hydraulics player

dedicated to innovation and with a

broad offering of products, robust

distribution channels and tremendous

geographic reach», said Eric

Alström, President of Danfoss

Power Solutions.

omer Industries did not miss

at all Conexpo 2020, where

the company managed to

exhibit thanks to the US staff,

right before the lockdown due to the

Covid-19 pandemic. Aerial working

platforms (AWP) as well as excavators

were the main focus indeed.

Talking about the AWP, the P-10 axle

range was designed and built to match

the specic market segment requirements

in terms of safety, performance

and total cost of ownership (TCO) and

will pair with multi-purpose transmissions:

for traditional powertrain layout,

in case of thermal power engine,

a hydro motor is integrated in the axle

itself. The main purpose of the P-10

Hydroaxle is to deliver proper system

efciency within an ergonomic and

compact solution at the most competitive


Within the same drivetrain architecture

and while keeping the front axle

of the machine unaltered, the rear axle

could mate with an electric motor for

Full Electric or Diesel Electric powertrain



The 80-100 ton machine size range is

the largest category of excavators for

CE requiring the highest performance

and reliability for the toughest working

conditions. The three planetary

drive unit, PGR 18000 Series, introduced

in Las Vegas, can now also be

equipped and supplied with a plug-in

300+cc, two speed axial piston motor

that uses the most advanced Japanese

design and technology.

It uses high strength monolithic housings

capable of accepting hydraulic

components of the motors while also

withstanding the high mechanical loads

required by the application.



Demanding high temperature

applications that typically rely

on cobalt to provide wear

resistance in high temperature

ranges, such as heavy-duty

turbocharger wastegate

bushings, EGR valves, and

high performance engine

valve seats will bene t from

the new material, based on

an alternative sintered steel

formulation. Trials conducted

by Tenneco have shown

that the cobalt content can

be reduced signi cantly

without compromising

wear resistance. Engine

manufacturers might then

mitigate the limited availability

and price volatility of cobalt.

«Potential material shortages

and controversy around cobalt

mining, coupled with extreme

price volatility, mean we must

reduce our dependence on

cobalt», said Gian Maria

Olivetti, Vice President

Global Engineering, Tenneco


In Las Vegas, the genuine industrial footprint of Carraro

Drivetech and the North American construction industry

are intertwined. Even in Carraro’s sights there is

electri cation. The eTCH90 long drop/torque converter

full powershift transmission was designed to become

parallel electric hybrid unit. Suitable for several equal

size tire machines, starting from tele boom handlers, the

eTB220C gearbox was speci cally developed for full

electric applications and able to have minimum power

losses even at high input rotation speed. The FLS 3.2/

full powershift hydrostatic gearbox manages to ful ll the performance demand of several machines,

ranging from small wheel loaders to tele boom handlers.



N.11 November 2016

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single cylinder, 2.2 litre

and 3 - 4 litre, Stage V and Tier 4F


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Print: Industrie Grache Rgm srl,



Fpt Industrial

cylinder is back







Man D3876, Power Generation Shanghai,

Cummins, the engines of THs, under the

bonnets of Tractor of the year


Liebherr D98: 62, 83 and 103 liter

for the ‘Biggest One’

Authorized by the tribunal of Milan

Print: Industrie Grache Rgm srl,



Diesel of the year 2020 - Perkins&Hybrids - Comparison:

2.8-3 liters - Logset & Danfoss - Agritechnica: FPT and MAN play

their cards right - PG Cummins - Marine: Cannes, Genoa and METS



Fpt Industrial

with records




Kubota V5009 is the Diesel of the year 2019

Cummins 100 years - MEE & BAUMA - DRiV - MTU - FPT

Comparisons: 1.5-1.7 liters and 4 liters - H as Hydrogen

CNH Capital Markets Day - Kohler Hybrids - Kubota DOTY 2019

Comparisons: 5 and 16 liters - Interviews: AGCO, Cummins, SAME -

Biogas Mixing Truck - DPE & Agritechnica - MTU - ENI - TOTY


www.vadoetorno.com - ISSN 0042

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January 2020

Fpt Industrial F28 Diesel of the year 2020 - Briggs&Stratton -

Comparisons: 2-2.5 liters - Interviews: Cummins - Deere - MTU - Perkins

JCB&Cummins - Conexpo&Off-Road - MEE Dubai&PG - Europe&China



Exhibitions (Conexpo, Mee, Samoter, Sima,

Omc), Energy report, News, Interviews,

Power Generation, Comparisons



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www.vadoetorno.com - ISSN 0042

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November 2019

March 2020


April 2019




AKSA - 34

ALSTROM, Eric - 48

ARNOLD, Craig - 48




BALLWEBER, Mike - 17


BAUMA - 14, 15, 20, 25


BOSCH - 31


BUCK, Robert - 47



CATERPILLAR - 17, 18, 24, 26



CONEXPO - 16, 17, 18, 19, 49

CUMMINS - 17, 22, 24, 25, 26, 32,

33, 35


DANA - 12, 13, 14, 15


DELL - 40


DEUTZ - 16, 17, 24, 25, 26

DOOSAN - 17, 35, 42


EATON - 48


EIMA - 22

ERGA - 35

ERHOLTZ, Mary - 17


FAUSING, Kim - 48

FPT - 4, 5, 11, 16, 25, 26, 33, 42




HATZ - 17, 20, 21, 22

HOFFMANN, David - 18


IFM - 46

IFPE - 17


JOHN DEERE - 16, 17, 18, 25, 26,




KITAO, Yuichi - 7


KOHLER - 6, 7, 20, 21, 22, 34, 35,


KUBOTA - 7, 16, 17, 19, 34, 35




LABRUNA, Massimo - 40


LAUBER, Uwe - 39

LIEBHERR - 17, 18, 25, 26

LINDNER, David - 30


LOVOL - 42


MAN - 24, 25, 26


MARHOFER, Gerd - 47

MATSUSHITA, Tomakazu - 19


MEE - 32, 33, 35

METS - 40

MTU - 35




OERLIKON - 13, 15

OHRI, Karan - 34

OLIVETTI, Gian maria - 49


PERKINS - 17, 18, 25, 26, 28, 29, 30,

31, 33, 34, 35


PRICE, David - 17



- 17

ROCCA, Paolo - 46, 47


SCANIA - 24, 25, 26


SIMA - 7

SME - 13


STEYR - 10, 11

STUPENENGO, Annalisa - 4


TAFE - 34

TAROLLI, Dino - 12, 14



TMTL - 34


TUR, Selin - 11


VEKAS, Kristian - 33

VICINI, Isella - 44, 45

VM - 42

VMAN - 34


VOLVO - 33


WARRANT HUB - 44, 45

WILKIE, David - 5


YANMAR - 20, 21, 22



ZAMBELLI, Alessandro - 42

ZERNECHEL, Thomas - 39

ZF - 31

ZHU, Jack - 36

Engines and components for OEM

Culture, technology, purposes

And market of Diesel engines

Established in 1986

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