Diesel International 2020-11


The Covid-19 is looking forward to becoming Covid-21. We do not know if there will be other lockdowns. Diesel International November 2020, however, is here with you.
Diesel of the year 2020. My name’s FPT Industrial F28, I’m one and three. Let’s discover my gas&hybrid twins.
John, do you like batteries? Wait, wait... I’m going to explane. The electric version of John Deere Power Systems. Bimotor is the new actor in the sprinkler theatre, together with FPT and Raywin.
Deutz and the construction anthology. Straight from Conexpo.
Hydrogen. Finally is it a dream come true? Maybe it is, even for ICE.
Efficiency, an evergreen frontier. Serguei, a Canadian expert from Belarus university, unveils his proposal. Comparison between 6 and 7 liters engines for off-highway.
Fish-Eye: a very big excavator, from Doosan, and a very big engine, from Perkins.
Hyundai CE: Cummins is my partner in Stage V.
Techno: Volvo Group and turbocompound, a Swedish job; Meritor: T.J. Reed and electrification; Dennis C. Allen and the Parker vision about construction.

Hydrogen: Could it be the elixir of life for ICE? - FPT F28: DOTY 2020

- Efciency: a case study - Comparison: from 6 to 7 liters -

Fish-Eye: Doosan&Perkins - Alternatives: John Deere’s recipe





ISSN 0042

Press Register n. 4596 – April 20th 1994

Poste Italiane Inc. – Mail subscription

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

Art. 1, subsection 1, LO/MI


November 2020






FPT Industrial F28: Hybrid and CNG (‘Bio’ too)



Electrication doesn’t mean just batteries


No more time for chitchat



A new star is born: together with FPT and Raywin



A rich legacy from Conexpo




Serguei Tikhonenkov explains how to improve it



They said ‘goodbye’ to 1 liter cylinder displacement



DX800LC excavator with Perkins 2506J



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.

AGCO Power,

Cat, Cummins,

Deutz, FPT

Industrial, John

Deere, Liebherr,

MAN, Perkins



Write ‘engine’ and read ‘Cummins’



Turbocompund: a Swedish ‘specialty’


Talking about electrication with T.J. Reed


Dennis C. Allen and CE applications


6. Automotive 8. Newsroom 48. Techno

(Volvo Penta, FPT, Dana, Energy)

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


EU Hydrogen strategy

«Cumulative investments in renewable hydrogen in Europe

could be up to EUR 180-470 billion by 2050, and in the range

of €3-18 billion for low-carbon fossil-based hydrogen»






According to Diego Ro, Product Manager Off-Road

Industrial Engines, the most relevant points of the F28 gas

version are the cylinder head, due to its sturdiness and

structural characteriscs, and cooling, due to the higher

temperatures of the Oo cycle. The layout was also planned

to replace the common rail with spark plugs and coils

conversion. Another customizaon is the different intake

manifold, while uid dynamics and safety features have

been included into the overall dimension of the engine.

The diesel design inspired layout and locaon of the EGR,

roung of gas recirculaon and cooler locaon, which

are removed in the gas version. Soware, validaon and

control follow different setups. Modularity provides obvious

advantages: different layouts on a common plaorm, same

control architecture, same engine control unit.

Stephen Hawking: «We are not down to a single, unique

universe, but our ndings imply a signicant reduction of the

multiverse, to a much smaller range of possible universes»

28 design points to downsizing.

The hybrid version too meets this

goal, following the gures of the

F5 compact range, despite having

the electric motor anged to the

ywheel. The F28 is Diesel of the Year

2020, a CNG and biomethane engine

(see box) also available in the hybrid

version. Luca Giovenzana, Innovation

Hybrid Chief Engineer for FPT

Industrial, tells us all about it.

gration of electric machine and inverter

in order to keep the same dimension

of the current power unit.

What approach in the design and testing


The design of the hybrid system must be

modular and compact in order to mini-

F28, by FPT

Industrial, Diesel of

the year 2020 has a

modular and multifuel

vocation in its blood:

let’s talk about the

hybrid and gas


What about the engineering approach?

The F28 is designed for medium-tosmall

agricultural and earthmoving

applications. Hybridization allows

engine downsizing while maintaining

the performances delivered by the F34

engine on this kind of machines. The

compactness of the F28 favors the intemize

the changes required for its installation

in the engine compartment. The

same modular approach is also guaranteed

by a common control strategy conceived

to optimize the benets of Diesel/

Electric synergy. The reference hybrid

architecture is Low Voltage (48V) scalable

in High Voltage. The maximum

power for a Low Voltage system is

from 20 kW to 30 kW. 48V systems allow

for greater safety and maintenance

simplication than their High Voltage

counterparts that are suitable for the

most demanding applications.

Some details of electric motor and

battery pack?

In off-road applications, hybridization

allows the electric machine to be used

to improve the productivity and efciency

of the thermal engine especial-

ly in load transients thanks to electric

torque assist. Batteries are the power

backup of the system. During the design

phase we analyze the prole of

vehicle application which drives the sizing

of the system and in particular the

battery capacity. We look for an ideal

performance/dimension ratio. We use

lithium-ion batteries featuring stateof-the-art


What happens during the preparatory


In the design phase the analysis of the

reference mission is essential. We simulate

the mission at the dynamic test

bench and calibrate the relevant parameters

such as the cooling system.

Also depending on the modular approach

we develop an integrated control

strategy with proprietary software in

order to optimize torque distribution to

thermal and electric engine and achieve

maximum efciency and certied


What are the benets of a hybrid

vehicle compared to conventional

diesel and gas versions?

Electric torque assist can increase productivity

and improve dynamic operations.

You may electrify traditional

mechanical-hydraulic equipment with

lower power absorption, so the thermal

engine works in a more efcient

operating range with lower fuel consumption.







2.9 mg/km NOx. No, you haven’t read

it wrong! It’s the Golf VII emissions.



hether King Kong or Frankenstein,

our literature is full

of golden hearted monsters.

This comparison may seem

daring, but it is more or less the same

as what a team of 20 engineers from

the Bosch Research Center were able

to achieve with their work on a Golf

VII GTD equipped with the EA288

four-cylinder diesel engine, the Dieselgate

scandal star. Although all polluting

emission values have been evaluated

by the latest generation PEMS

system cantilever-mounted onto the

trailer hitch, it is rather impressive to

see a propeller, that once could not

even get close to Euro 6, sold as ‘Euro

6d homologated’. However, the result

of the NOx emission test performed

on 150 kilometers of state road open

to trafc is astounding: announced as

to be lower than 13 mg/km NOx, the

actual car emissions were below 3 mg/

km, 2.9, to be truly precise. And don’t

dare saying that ‘with the new system,

everyone can make it possible!’: a team

of Bosch technicians have worked to

put the engine and anti-pollution system

in similar conditions to those of a

propeller with at least 250,000 kilometers

on it. So, where does the secret

lie? First of all, in some optimization

choices: thanks to the use of a different

crankshaft, the Golf’s 150 HP engine

has been reduced in its volume from

2 to 1.7 liters, and the standard turbine

has also been replaced by a smaller one

with shorter reaction times. And then

there is the sophisticated emission wa-


turbocharger, SCR and,

in particular, the Bosch

support. The 4-cilynder

EA288, the Golf VII

diesel engine, showed

amazing performances

shing system that implements a sensor

capable of evaluating the NOx in a highly

precise manner right at the outlet

valves. Finally, a rst SCR catalyst

with AdBlue injection has been provided,

while an additional SCR catalyst

with a collection trap for any excess

ammonia is at the terminal. Is this a sort

of hi-tech version of the twin dosing

that Volkswagen is proposing? Maybe.

Since the enigma actually resides in

the management software of the ows,

especially the thermal ows, from the

use of the AGR valve and the fact of

having adopted a common rail which

allows nine different timed injections

of diesel in the combustion chamber for

each cycle. Is that true glory? It is hard

to tell, but Bosch technicians have been

keen to point out that the system could

be put into production shortly and,

more importantly, it would not signicantly

affect the car’s purchase price or

fuel consumption, which remained at

4.7 l/100 kilometers during the test.

From now on, you’re done with downtime. Our new KDI engines

are loaded with maximum power and torque, so you never

have to stop. They’re also ultra compact and equipped with

KOHLER ® Flex technology — a suite of integrated engine

systems that allows you to meet every emission standard on

earth, including Stage V. Defeat downtime. BE UNSTOPPABLE.




Jürgen Winterholler,

Vice-President of Digital

IT, Rolls-Royce Power

Systems: «It is our goal

to have the best fleet

and asset management

service for our

customers based on the

highest data security


olls-Royce and MAN Energy

Solutions: A German cooperation

that looks at digitisation,

4.0 and simplication

for the end user. Andreas Schell,

CEO of Rolls-Royce business unit

Power Systems and Uwe Lauber,

CEO of MAN Energy Solutions

have signed a Memorandum of Understanding

(MoU) to collaborate

on mýa, the open asset and eet management

system. Andreas Schell

said: «Our mission is to work toge-

ther to further develop and promote

the mýa platform in support of our

own digital products and services.

Using mýa technology, we’ll be able

to provide data for our customers

within a single platform. And we’re

very keen to move forward on this

because we see it as a major milestone

in our development. At the

same time, this initiative can only

take off if other suppliers and industry

actors also decide to join up».

The move is the latest by Rolls-

Royce to explore digital innovation

through partnership and collaboration,

creating scalable solutions that

will bring new value to our business

and customers. It follows the launch

earlier this year of Yocova, a new

data exchange and collaboration

platform for the aviation sector, by

the Rolls-Royce data innovation catalyst

R2 Data Labs. Uwe Lauber

said: «I’m very happy that a major

player such as Rolls-Royce has

chosen to join the mýa organisation

and to support the platform’s development.

With the launch of mýa, we

want to reduce complexity for our

customers, and other OEMs alike,

and to lower the hurdles for getting

payback from data.» In February

2020, MAN Energy Solutions has

launched mýa, an open digital platform

enabling the integration of

OEM data across the marine, power,

and energy industries. Members of

mýa will have the opportunity to

access all of their digital assets via

a single interface that integrates all

OEM data-streams and enables a

complete system-view.

Per Hansson, Head of Digital and

Strategy at MAN Energy Solutions,

said: «Solution providers offer a

plethora of digital solutions for system-performance

optimisation, resulting

in a complicated, uncoordinated

view of the various equipment

that vessel and plant operators

maintain. Essentially, mýa helps

solve this problem by simplifying

the retrieval of relevant data from

these solutions. I’m very happy that

a major player such as Rolls-Royce

has chosen to enter into discussions

with us about joining forces behind

mýa’s development».




he news came like a thunderbolt,

few weeks before the

opening day.

«Despite a very rigorous sanitary

plan» said the ofcial «with a

series of additional health and safety

measures, presented by the Yachting

Festival and deemed ‘satisfactory’

during a meeting held on 17 August

at the sub-prefecture of Grasse in

the presence of the prefectural authorities,

the city of Cannes and the

Regional Health Authority (ARS),


METStrade: the COVID doesn’t make concessions

«METStrade and RAI Amsterdam announce with great sadness that

the Marine Equipment Trade Show, which was scheduled on 17-

19 November in RAI Amsterdam, has been cancelled. Due to the

consequences of the COVID-19 outbreak, our mission cannot be

accomplished successfully, therefore we believe it is the right decision

to cancel this year’s show. METSTrade 2021 will take place on

16-18 November 2021 in RAI Amsterdam.»


Since 1965, we design and produce

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We evaluate and develop the best

solution for your demands. We carry

out tests on our anti vibration mounts.

From designing to installation you will

always followed by our experts.


the prefect of the Alpes-Maritimes,

the only of cial empowered to rule

ultimately, decided not to grant the

dispensation that would have allowed

the Yachting Festival to go ahead.

It is with our greatest regret and

with some misunderstanding that we

are therefore forced to announce the

cancellation of the Yachting Festival




Discover our catalouge

of anti vibration mounts

with the QR Code



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Efciency: «Regarding overall fuel ef ciency, John Deere has experienced

bene ts to hybrid systems in its own applications. For example, the John

Deere 644K hybrid wheel loader delivers up to 25 percent better average fuel

ef ciency than a conventional 644K wheel loader»

atteries are a key component in

any hybrid or electric vehicle

and their capacity has become

a key factor, as well as power

or torque. Not for John Deere, which

goes against the tide and seeks the

benets of electrication without sacricing

the energy density of diesel

fuel by foregoing the very presence of

batteries on board.

We discuss this with Philippe Contault,

Marketing Communication

Manager at John Deere Power Systems.

No batteries. Is it a nal choice or is

there also a transition to hybrid and

then full electric in the future?

The electri cation market has

changed the off-highway industry,

but diesel power still has a long life

ahead. While the off-highway industry

continues to grow and adapt, the

demands remain the same — a rugged

market demands a product that

can meet customers’ expectations in

a variety of applications. John Deere

has taken a balanced and scalable

approach to integrating electri ca-

John Deere electric

drivetrain components

have been designed

to take full advantage

of the high torque

available at low speeds

while also balancing

power at high speed


tion, which includes the diesel engine

as a vital source of power. With that

being said, the evolution of battery

technology will play an interesting

role in how electri cation solutions

continue to evolve. Today, due to the

power requirements in off-highway

applications, the number of kilowatt

hours needed from battery technology

to sustain operations for a full

work cycle, combined with the time it

takes to charge those batteries, makes

it challenging for large off-highway

applications to be fully electric in the

foreseeable future. In addition, many

customers may operate machines in

locations where accessibility to the

grid isn’t practical, making charging

dif cult.

John Deere is positioned to serve market

needs, however they may evolve.

The company was among the rst to

introduce electric drive technology in

construction and quarry-sized wheel

loaders — it produced the 644K Hybrid

Wheel loader in 2013 and the

944K Hybrid Wheel loader in 2015.

The machine models have since collectively

logged more than 1.5 million

operating hours in the eld.

In addition, the introduction of the

eAutoPowr electric In nitely Variable

Transmission (IVT) was awarded the

only gold medal for the Innovation

Award Agritechnica 2019. One key

feature of the IVT is the rst of its kind

ability to off-board electric power to

the implement. The current electric

drive solutions from John Deere were

developed to best meet today’s electri-

cation needs. The company continues

to adapt to market demands as the

landscape changes; and we are con -

dent in its position to offer its customers

the power solutions they need for

their off-highway applications.

Are the advantages of electrication

also in the exibility and

mode of power and torque transmission?

There are certainly additional advantages

when integrating electric drive

components. The power electronics

designed and developed by John

Deere Electronic Solutions make it

possible for expandable and scalable

electri cation architectures, allowing

engineers to manage power in innovative


For example, traction power can be

distributed across multiple motors

while controlling them independent-

ly. Or, for power generation, systems

aren’t limited to a single e-machine

motor generator or size. Power

electronics make it possible to run a

series of smaller e-machine motor

generators in parallel and then combine

power to one electrical BUS for

downstream use.

Another bene t is the additional exibility

of implementing electri cation

within existing vehicle designs.

Rather than a one-size- ts-all solution,

John Deere components can be

con gured specically for various

OEM applications. Our engineers

have identi ed key electric drivetrain

components that will integrate into an

existing space claim where conventional

mechanical drivetrain components

exist to minimize changes to the

vehicle chassis.







Why the S8000 engine?

«We buy the S8000 basic version from FPT Industrial, then

we modify it, with the sprinkler in mind and considering a

speed of 3,000 rpm, which allows us to satisfy non-listed

engines up to a range of 45 kilowatts. So, it has a damper

on the crankshaft, which is developed internally, and a front

anchoring plate, which supports the engine on the ground,

without any need for brackets and supports. The front end

has been modified to reduce vibrations; the front double

pulley serves as a double belt housing that is required by the

specifications, even for the non-listed family. The oil heat

exchanger is not provided on the original engine. We have

integrated it because the oil temperature tends to rise at 3

thousands revolutions. What are the qualities required off

a sprinkler? Reliability, robustness, and quality/price ratio.

Also, it has to be mechanically driven, as the group has to be

able to operate even in the absence of electricity feeding the

control unit».

«We are testing two engines for powers from 60 kW, and the nal

choice will lead to the construction of the engine that will be put on

the market by the end of the year»

8030i40 is a non-structural

engine for sprinkler applications:

45 kilowatts at 3,000

rpm, based on the S8000 engine

block by FPT Industrial, and the

remainder signed Bimotor. In order to

comply with the European re regulations,

the unit has been subjected to

several interventions, such as the replacement

of the pre-existing plastic

pipes with special metal pipes at the

fuel return circuit. The pulleys have a

double groove for the installation of

a double set of belts on the front-end

engine, and a special front protection

for all movable parts. The engine oil

cooling system has also been adjusted

in order to keep the oil temperature

below 120°C and improve the engine

performance at its conventional operating

points. Finally, as a completion

of its ID card, the speed drop has been

limited within 5 percent between a no

load and full load condition; an on board

engine speed sensor is provided

upon request; the closed circuit gas

recirculation line carries the vapours

Bimotor B8030i40

is a non-structural

engine for sprinkler

applications: 45

kW@3000rpm, based

on the the S8000

engine block by

FPT Industrial. They

are testing a model

powered by Raywin

generated inside the engine sump into

the suction circuit, thereby preventing

them to be released into the atmosphere.

For further details we have

interviewed the CEO, Ettore Brunero,

and Rinaldo Marengo, Sales and

Purchasing General Manager.

Where does the input come from?

It is essential to picture the sprinkler

market globally, which is worth about

30 thousand engines per year. One

third of these falls into the category

of the listed engines and complies

with speci c homologation regulations.

The remaining part, which can

be dened as ‘non-listed’, meets the

technical requirements of individual

countries or authorities. This prevailing

portion is worth about 20 thousands

engines worldwide.

The listed engines are a prerogative of

small and medium transforming companies,

and specialized ones. Clarke

Energy dominates the scene, controlling

the majority share of the market.

John Deere covers the small sizes,

Doosan covers the large sizes, and

they have re-homologated and branded

their engine to make it compliant

with the speci cations of the homologation

authorities, such as FM/UL.

What are your goals, in short?

First of all, widening our offer of nonlisted

engines, that will basically integrate

the FPT Industrial range, which

covers from 70 to 250 kilowatts. At the

same time, we have set the goal of moving

our rst steps into the listed engines

range. At the beginning of April,

we obtained the FM/UL homologation

for the Fpt Industrial range from 70 to

240 kilowatts. We will therefore compete

with the most renowned player in

the eld with a range of six FM/UL

listed engines, which will be Bimotor

engines in all respects. The non-listed

units, that integrate the range of FPT

in the high and low power bands, will

also circulate on the market under the

brand name Bimotor.

How do you plan to intercept this


Essentially, it is key to obtain the FM/

UL motor and pump homologation.

We are talking about a market that is

approximately 30 percent spread over

Europe and 70 percent spread outside

Europe. We currently sell about 500

engines in the Sprinkler range, which

represents about 2 percent of the glo-

bal market, and we would like to grow

because we know that there is room

for both the listed and non-listed engines.

By publishing the news about

Bimotor homologation on its website,

FM/UL has opened a door for us to a

global network.

We have received views by Patterson

Pump Company, the largest pump

manufacturer in the world, and by

Chinese manufacturers.

What about Raywin?

The Raywin project has been conceived

according to a Western logic

(Ricardo owns its authorship), the

pumps are by Stanadyne, while the

crankcase, cylinder head, rods and

pistons are the same as those of other

engine manufacturers like FPT Industrial,

Kohler, Kubota, Yanmar.






«We have seen some sectors temporarily impacted by the pandemic (like airport

/ airline) and other are currently striving to new scales, which we had never

anticipated before (cargo, construction, etc..). In addition to these new opportunities

specically, targeted political funding can support such challenges, too.»

eutz is more and more multi-tasking.

We understood this loud

and clear at Bauma, as early as

2016, E-Deutz further claried

the concept. At Conexpo the conrmations.

We asked Markus Müller, head

of R&D, to explain to us what direction

Deutz is taking.

First Torqeedo, then Futavis. Is there

anything else missing to complete

the electrication mosaic?

Apart from acquiring Torqeedo and

Futavis, Deutz also invested in setting

up a team of dedicated engineers at

our Cologne/Germany facility. Together

with the specialists in our subsidiaries,

this team is responsible for

developing and industrializing electri

ed drive-trains and lithium-ion

batteries under the E-Deutz strategy.

At this point in time the investments

taken provide a strong platform to

bring E-Deutz products to the market.

In addition, we are constantly searching

for opportunities regarding new

Deutz is quickly evolving

as a solutions provider.

ICE engines are still

important, of course,

not just diesel: CNG

and LGP are under the

spotlights. Hybrid and

full electric applications

are growing. In Vegas

Deutz also showed the

TCD7.8 H2

technologies in the quickly developing

e-mobility market.

We saw the JLG’s telehandler in

Vegas. We would like to know the

details of the vehicle’s electrical architecture

and understand the differences

between it and Liebherr

and Manitou’s telescopic handlers

seen at Electrip in Cologne.

The JLG telehandler is equipped

with the 360V drive-train based on

the basic 360V E-Deutz drive system.

This basic system will be ready for

market-entry in early 2021. Included

in this system is our own 42 kWh

lithium-ion battery for power supply.

This is a big step forward from the

demonstrators shown at the Electrip

in 2018 towards fully industrialized


The Liebherr and Manitou prototypes

were also presented in a

hybrid version. Considering the

mixed environment of these machines,

which often operate both

indoor and outdoor, couldn’t this

be the best solution in the short

and medium term?

Deutz envisions hybrid drive-trains

to be the future solution for machines

with use proles that are commercially

dif cult to realize with purely electric

drive-trains. Furthermore, Deutz

sees hybrid drive trains as the right

answer on downsizing requests by keeping

the same performance output

compared to diesel equivalent. We

are in the process of developing and

industrializing E-Deutz hybrid drivetrains

both for high voltage (360V)

and low voltage (48V) applications.

E-Deutz modular toolbox. Can you

explain us something more about

this system?

The E-Deutz modular toolbox provides

four basic drive-train systems –

full electric and hybrid on both 360V

and 48V level. Over the next three

years these four basic drive-train

systems will be industrialized and

brought to market. Based on market

needs, E-Deutz will provide a range

of components for each drive-train

system that customers can choose

from to con gure drive-trains for

their individual applications, for

example varying power ranges of e-

motors and various sizes of lithiumion


D1.2 and D1.7. Why did you choose

Kukje Machinery as partner?

How does Deutz work on the ICE

and what solutions does it provide

for the electrification section

of the hybrid package? For

what types of applications has the

Deutz D 1.2 hybrid engine been


The D1.2 hybrid engine provides

opportunity for smaller and budget

focused applications like AWPs for

rental fleets. It combines cost effective

sizing of the drive-train with

the advantages of hybrid solutions.

Kukje is a competent and cooperative

partner. Their D1.2 and D1.7

have proven the required robustness

in the agricultural sector for many

years. The synergy of our partnership

brings the additional volume

of loose engine sales to a vertically

integrated tractor manufacturer.






MTU & LAB1886

‘Hydrogen Roadmap Europe: A sustainable pathway

for the European Energy Transition’: This study lays out

a pathway for the large-scale deployment of hydrogen

and fuel cells until 2050 and quantifies the associated

socio-economic impacts. Germany certainly represents

the European outpost such as Lab1886 can prove.

«Lab1886, an innovation lab within the Mercedes-

Benz group, has taken the first step in cooperation

on the use of vehicle fuel cells for stationary power

generation. A pilot project has now been agreed

between the Rolls-Royce business unit Power Systems,

which produces solutions under the MTU brand name,

and Lab1886. Over the coming months, Rolls-Royce will

develop an integrated MTU solution for sustainable

off-grid generation of continuous and emergency

power using vehicle fuel cells, focused on safety-critical

applications such as data centers».

Andreas Schell, CEO of Rolls-Royce Power Systems:

«As a supplier of integrated solutions, the decarbonization of

our drive, propulsion and power generation systems is a key

strategic aim. In pursuing it, we’re open to all technologies»

aiting for Godot? We hope

that Samuel Beckett won’t

mind, but hydrogen could

have easily played the role

of Vladimir and Estragon’s stone guest.

In fact, it is so futuristic to be constantly

conjugated into the future. And

yet... Escaped from the stylish demo

and mass media rhetoric ghetto, hydrogen

appears to be as a real perspective.

We hope that the apologists of electric

vehicles at all costs won’t hate us, but

batteries are heavy (in every sense...),

and the feeling is that electrication

will be a transition technology or even

will never be. Unless it ts into an architecture

that uses hydrogen as a decarbonisation


In order to dive into the future, we will

develop a rst ‘hardware’ approach

and another one which is more ‘soft-

ware’ oriented. First and foremost, we

had a talk with Lodovico Sinchetto,

Head of innovation at FPT Industrial.

Is hydrogen a realistically viable

path on a large scale?

Hydrogen, rumors,

gossip and messianic

waiting... Now,

however, the rumours

are getting louder

and louder, due to

the issues of electric


in accomplishing

industrial OEMs’ needs

Hydrogen is becoming possible from

an industrial point of view since its production

costs are rapidly decreasing,

and hydrogen production from renewable

sources is becoming competitive

compared to the one obtained from fossil

fuels. We can predict that hydrogen

will take hold on a large scale by 2025.

What are the characteristics of a

hydrogen-powered engine and how

does it work?

The fuel cell consists of two electrodes:

an anode and a cathode. The rst one

(anode) is positively charged and saturated

with oxygen, while the second

one (cathode) is negatively charged

and oxidizes the hydrogen. A chemical

reaction, which produces electricity

through oxygen and hydrogen combination,

occurs inside the fuel cell. Fuel

cells do not release pollutants (zero

NOx, PM and CO2 emissions), the exhaust

gas is formed of pure water vapour

only. Hydrogen fuel cell vehicles

consist of a fuel cell system and gas

tanks (resistant to pressures of up to

700 bars). The propeller is completely

electric with high voltage electric engines.

And what are the critical points

and limitations, if any, of a hydrogen-powered

propeller applied to a


Currently, hydrogen fuel cell vehicles

are still economically less competitive

compared to diesel engines. From

2025, we expect their TCO to be comparable

to diesel vehicles, thanks to a

reduction in fuel cell systems and hydrogen

costs. The transport model will

be supported by a distribution infrastructure

and refuelling stations development.

In terms of operational efciency

and performances, what are the advantages

and disadvantages of hydrogen

compared to a conventional

thermal engine?

In terms of efciency, hydrogen fuel

cells are better than the latest generation

diesel engines because they can

reach an efciency of up to 60 per cent

when used for highway transport.

The joint venture between Nikola

and Iveco opens the door to hydrogen.

Where are we with the development

of the hydrogen-powered fuel

cell electric engine whose launch, as

announced last December in Turin,

is scheduled for 2023?

As stated on CNH Industrial’s Capital

Markets Day in September 2019, FPT

Industrial and IVECO are working

to launch heavy commercial vehicles

which will be completely electric by

2021 and hydrogen fuel cell powered

HCVs by 2023.

Could the LNG incentive be the philosopher’s

stone to anticipate the

times of hydrogen deployment at

service stations?

Natural gas represents a bridge solution

towards zero emission electric

transports so to meet CO2 reduction

targets. Natural gas business is still a

key technology, helping us to offer the

widest range of solutions to our customers.

In fact, FPT Industrial - with

more than 50,000 natural gas engines






Identy 4.0 is not linked to some philosopher and sociologist

mood, but to a specic algorithm: Google’s algorithm. Raphael

Adrian, from Kryptoszene.de, has discovered that... «The

volume of searches on Google is explosively increasing, the

infrastructure is constantly opmized, and sciensts have

predicted a triumphant march of hydrogen technology in the

near future. Google’s query about hydrogen and hydrogen

stocks is at its historical peak. The search volume score is 100,

the highest possible value. The search volume has increased

tenfold in a year. The main part of the growth occurred at

the beginning of 2020. In 2017, 56 German service staons

introduced hydrogen refuelling. In 2019 they became 60.

Currently (editor’s note: 2020 Q1) there are 107 hydrogen

staons in Germany. Since last year only, their number

has increased by about 78 per cent. Out of 57.3 millions of

registered vehicles, only 319 were fuelled with hydrogen,

according to the Federal Motor Transport Authority.

According to ‘GermanHy’ hydrogen forecasts, nearly three out

of four cars could be hydrogen-powered by 2050».

McKinsey, ‘Hydrogen: The next wave for electric vehicles?’

(2017): «The Hydrogen Council estimates that investments of $280

billion are required through 2030»

produced to date - offers the most complete

range of natural gas engines on

the market for industrial applications.

Fuel cell technology is the next step for

LNG-powered engines as it is based on

existing refuelling networks, allowing

a local hydrogen production on site.

What is the story in Peoria? Cummins

has completed the acquisition

of Hydrogenics Corporation, invested

in Loop Energy and signed a memorandum

with Hyundai. Going back to

last year, on the occasion of the 2019

North America Commercial Vehicle

Show in Atlanta, Cummins displayed

a heavy vehicle with fuel cells and

batteries. Thad Ewald, Vice President,

Corporate Strategy at Cummins, commented,

«The development of this fuel

cell technological demonstrator is an

important step to get ready for the next

100 years».

Cummins has played a duet with Scania

to equip four Grifn electric trucks

with fuel cells. Destination Trondheim,

Norway, for Asko, Norway’s largest

food wholesaler. The fuel cell power

modules are Cummins’ HyPM HD. The

internal combustion engines of these

27-tonne trucks have been replaced

with an electric engine, powered by hydrogen-powered

fuel cells and operated

with rechargeable batteries. The hydrogen

storage system, which weighs

33 kilos, provides the trucks with an

autonomy of 400-500 kilometres using

a single 90 kW high-density fuel cell

power module.

And now let’s turn the page and move

on to the part we have called software.

We have asked Nuvera to introduce

us to the hydrogen structure and infrastructure.

Let’s start from the beginning:

who is Nuvera? Gus Block,

Director of Marketing and Corporate

Development, answered our question.

Nuvera was founded in 2000, and

since then we’ve created pioneering

fuel cell motive power products based

on a wide array of proprietary core

technologies. Our focus is on providing

high-performance power systems

for on- and off-road electric vehicles,

from forklifts to delivery vans, buses,

trucks, and large industrial equipment.

As a subsidiary of Hyster-Yale Group,

a global industrial vehicle manufacturer,

we have access to supply chain,

production, quality assurance, and distribution

capabilities that few others in

the industry can match.

Electric vs hydrogen: conictual relationship

or synergic dimension?

Hydrogen enables the practical electrication

of vehicles, particularly medium-

and heavy-duty platforms. Fuel

cells can provide many electric vehicles

with both the range and refueling time

of diesel buses and trucks, and without

the need for battery charging infrastructure

that at eet scale can be far

costlier and require much more space

than a hydrogen refueling station.

Hydrogen: blue, green or ...?

Hydrogen produced from zero-carbon

sources is clearly the end-game,

but many factors come into play when

making policy choices and in identifying

appropriate solutions for specic

circumstances today. These include

cost, access to different feedstocks, as

well as government regulations and

environmental considerations. The

cost of renewable hydrogen produced

through electrolysis is expected to be

competitive with fossil fuels within the

decade, according to McKinsey. Planning

ahead so that today’s choices provide

a smooth transition to the ultimate

desired state will help avoid stranded

assets and unnecessary expenditures.

Why have you made so much effort

and spent a lot of energy developing

an application for big port trucks

(Los Angeles port) that it is knowed

this application has an high discontinued

way to be used?

Shipping ports are concentrated

sources of greenhouse gas and particulate

emissions from many types of

container handling equipment (such

as reach stackers, top loaders, terminal

tractors, forklifts and cranes), as

well as being industrial settings that

operate intensively, often around the

clock. These two factors make them

outstanding candidates for fuel cell

power, which provides a zero-emission

alternative to diesel while overcoming

the limitations of batteries (including

size, weight, and operation in cold

environments) and battery charging

infrastructure (including cost and footprint).

We see ports as one of the most

promising near-term markets for fuel

cells with our capabilities and in our

power range.

What are the powers and the work

cycles congenial to a hydrogen engine?

Fuel cells work very well in ports and





other operations involving intensive

work cycles, since they can be refueled

quickly and allow the equipment to remain

in operation, as diesel equipment

is today. In a hybrid fuel cell/battery

power system, the fuel cell is normally

sized to match the average power

requirement of the vehicle, with the

batteries sized to meet the peak loads.

We’ve found that it isn’t possible to design

a ‘one size ts all’ fuel cell electric

powertrains. It is important to understand

the requirements of the application

and monitor specic duty cycles

in order to properly design the system

and delivery the expected performance

of the vehicles.

Fuel cells: what the future we can expect?

Over the coming decade we expect to

see fuel cells becoming more mainstream

in transportation, especially in

eets and in geographic areas where

there is a public hydrogen refueling infrastructure.

There are markets emerging

in the present decade where hydrogen

is expected to compete with or

surpass diesel applications purely on a

cost basis. We also expect widespread

penetration of fuel cell vehicles into

light-duty passenger applications, but

the benets of vehicle electrication for

medium- and heavy-duty applications,

combined with societal and regulatory

imperatives to reduce emissions, will

likely lead to greater near-term adoption

in more and more commercial and

industrial settings.

Concerning the energy transition,

the players say that the hydrogen is

indicated as a remote perspective,

perhaps from 2040 onwards. Could

the upgrading of the LNG infrastructure

network anticipate the -

nal exam?

We believe that fuel cells will play a

major role in transportation electrication

in the present decade. Upgrading

LNG infrastructure and continued

low natural gas costs will enable the

more widespread use of natural gas as

a feedstock for hydrogen production.

Expanded use of natural gas can be

an enabler of greater hydrogen usage

in several ways: as the feedstock for

hydrogen production (through steam

methane reforming, the most common

method of producing hydrogen today),

and through the addition of hydrogen to

natural gas pipelines to decarbonize the

power system.

‘Hydrogen is the new diesel’. What

does it mean?

This refers to the promising role that

hydrogen fuel cells can play in the applications

where diesel internal combustion

engines predominate. At a price

of $7/kg, hydrogen competes with diesel

directly. At eet scale usage, that hy-

drogen price is available today. By the

end of the decade, we could be seeing

‘green’ hydrogen production costs of

$1-2/kg, according to McKinsey. This

is very promising for the transition from

diesel to hydrogen, because the total

cost of ownership for fuel cell vehicles –

of which fuel cost is a major part – must

be competitive with diesel for this to be

a truly sustainable solution.

Describe the hydrogen as an energy

carrier tailored for city transport,

indicating it as others rapid refuelings.

How fast and, above all, how

and from what sources should buses


The time required for hydrogen refueling

is similar to that required for diesel

fueling, and of course far shorter than

for battery charging. In their transition

from diesel and CNG fuel to zero-emission

buses, it makes sense for transit

eet operators to acquire vehicles that

can meet the requirements of all their

routes, in all seasons – not just the

shorter routes in mild weather that may

be the case with battery electric buses.

There are multiple options for hydrogen

refueling, including delivered hydrogen

(liquid or compressed gas) and on-site

production (steam methane reforming,

electrolysis, etc.). Which source to use

will depend on the location and volume

requirements of the particular transit

district. If the bus terminal is located far

from an existing hydrogen production

source, or if hydrogen generated from

a renewable source is desired, on-site

production may be the best option.

Which applications: stackers, city

and commercial buses for the last

mile. On which applications will this

technology ‘take root’ rst?

The nearest-term markets for widespread

deployments are medium- and

heavy-duty vehicles in high-utilization

revenue-generating services, including

freight handling, construction,

and people-moving. As I mentioned,

in our view shipping ports are likely

to be one of the most prominent early


What about the usual slogan concerning

the safety of hydrogen?

Hydrogen has been used for decades

in many industrial sectors. Ten million

metric tons are produced every year

in the US for use in chemical, rening,

electronics, and pharmaceutical industries.

As with every fuel, safe handling practices

are required. Hydrogen safety considerations


• Low radiant heat, compared

with hydrocarbon fuel ames. This

makes the risk of secondary res lower.

• Hydrogen needs an oxidizer to

combust. No air is normally present in

hydrogen fuel tanks.

• Tanks have withstood required

crash, drop, re, and ballistic testing.

• Tanks are designed with multiple

safety enhancements to prevent

leaks. If a leak were to occur, hydrogen

systems are designed to safely release

and ventilate the hydrogen.

• Hydrogen is lighter than air,

so in the event of a release the fuel will

quickly rise and dissipate.

• A universal hydrogen fueling

protocol has been adopted.

• Hydrogen is non-toxic.

Today, hydrogen is used safely as a fuel

for cars, trucks, buses, forklifts and other

vehicles. More hydrogen is now used

for forklifts than NASA – previously the

largest consumer of hydrogen – uses for

the space program.






Chart 1. The

change in

pressure with

the shaft turning

from 0 to 180


Chart 2. The

change of the

lever size when

the crankshaft

turns from 0 till

180 degrees.

he current scale of production of

reciprocating internal combustion

engines has led to signicant environmental

impacts. Harmful

emissions have caused a critical concentration

of chemicals in the air, water and

land, and have become dangerous for

humanity. Currently, the problem has no

solution and is characterized by a steady

upward trend.

One of the main ways to reduce harmful

emissions is to increase the efciency of

fuel utilization. The amount of harmful

emissions depends on the perfection of

the engine design. It should be noted that

signicant work has been done recently

to perfect the engine with noticeable results

in reducing harmful emissions.

At the same time, the tendency of harmful

emissions to increase their impact on

the environment persists, which creates

an incentive to search for new solutions.

Modern internal combustion engines are

built using the classical design: cylinder,

piston, connecting rod and crankshaft,

and we should note a number of known

aws in traditional engines.

The rst one deals with inefcient combination

of pressure within the cylinder

and tangential force on the crankshaft.

Two points need to be looked at closely

In the search for the

highest ef ciency of

internal combustion

engines, the matter

is tackled here from

quite a different and

interesting viewpoint


• the ignition of the fuel-air mixture

begins before the piston moves to

the ‘top dead center’ (TDC). This

means that the total pressure of the

fuel-air mixture compressed in the

cylinder and the pressure of the ignited

fuel-air mixture impede the

movement of the piston to the TDC.

This factor leads to a loss of power.

• With the pressure increasing to a

maximum and combustion of a

signicant part of the mixture, the

crankshaft rotates 180 degrees, and

the ratio of the tangential force on

the crankshaft to the force acting

on the piston varies from 0 to 1 and

from 1 to 0.

Thus, two phenomena are observed

when the crankshaft rotates 180 degrees:

1. the pressure changes from a maximum

to a minimum value (Chart


2. the lever size on the crankshaft

changes from 0 to 1 and from 1 to

0 (Chart 2).

An internal combustion engine uses, at

best, 75 percent of the fuel, while 25

percent of the unburned fuel escapes

through the exhaust pipe, the catalytic

converter and the mufer into the atmosphere.

The unburned fuel is burned

up in the catalytic converter. A catalytic

converter is a fairly expensive device. Its

dense honeycomb takes away a part of

the engine power. Several reasons for incomplete

combustion of fuel are noted,

and one of them is the very short time of

the fuel-air mixture combustion process.

The average time of combustion of the

fuel-air mixture in the cylinder is 0.003-

0.005 seconds. This means that the

length of the piston’s travel determines

how completely the mixture burns up,

and the length of the piston’s travel is

determined and limited by the size of

the crankshaft.

The shortness of the burned mixture’s

exhaust time has a signicant effect on

fuel efciency as it leads to the mixing

of a fresh portion of the fuel-air mixture

with unburned residues. This factor reduces

engine power.

The compressed mixture is ignited when

the piston is at TDC. It is known that

high temperature and high pressure are

necessary for the complete and effective

combustion of the air-fuel mixture. This

condition is violated in traditional engines.

After passing the TDC, the piston

goes down. The space above the piston

increases, and the pressure and temperature

decrease, and the fuel-air mixture

does not burn up completely.

Let’s have a look at the alternative option

to traditional engines, as represented

in Figures 1 and 2 (above). The engine

can contain one or more units. Each

unit consists of a main (1) and additional

(2) cylinders, an intake valve (3) and a

valve (4) connecting the cavities above

the main (1) and additional (2) cylinders,

a common chamber (5), a base (6), on

which piston (1) and rod (7) of piston (2)

are mounted, and on the lower part of the

base 6 there are two struts (8). On each

strut (8) there are pivotally mounted levers

(9) with rollers (10) and gear racks

(11) xed onto them. The rollers (9) roll

along the guides (12) and the gear racks

(11) interact with the gear wheels (13)

connected by a pinion (14). In the bot-





Scale 1:2

Figure 1

Figure 1 (left)

and detail (right).

Diagram of the

alternative option

proposed, with a

single unit.

Detail A from Figure 1

Scale 1:1

Scale 1:2

Figure 2

Figure 2 (left)

and detail (right).

Diagram of the

alternative option

proposed, with

multiple units.

Detail A from Figure 2

Scale 1:1

tom part of the block apertures (15) for

exhaust gases are located.

The engine operates as follows. When

the working mixture is ignited above

piston (1), valve (4) is in the ‘closed’

position. The pressure makes the piston

(1) and the base (6) move down. At the

same time, the rod (7) and the piston (2)

move downward, while the valve (3)

opens and ensures the intake of the combustible

mixture. The arms (9) mounted

on the struts (8) also move down. At the

same time, the rollers (10) run along

the guides (12), and the gear racks (11)

drive the gears (13), creating torque.

When piston (1) reaches its extreme low

point, the exhaust gases are discharged

through openings (15). The base (6) and

the pistons (1) and (2) installed on it are

moved upward due to inertial forces

and interaction with the attached units.

When moving upward, the mixture

entering the cavity above piston of the

additional cylinder (2) moves through

the opened valve (4) and the common

chamber (5) into the cavity above piston

of the main cylinder (1). Now valve (3)

is closed by pressure above the piston of

the additional cylinder (2). Thus, compressed

combustible mixture is created

in the cavity above the piston of the

main cylinder (1). When the mixture is

ignited, the cycle repeats.

Let’s analyze the differences between

the new engine and the traditional one.

First difference. At the TDC, the piston

is stationary while the gear racks run

around a 180-degree arc on a sprocket.

At this moment, the fuel-air mixture in

the space above the main piston ignites.

The volume in this case will be kept

constant, which will lead to a many-fold

increase in pressure and temperature.

These parameters can reach values at

which engine failure will occur. This

means that the moment of ignition of the

fuel-air mixture must be optimized. Optimization

will allow us to avoid the destruction

of the engine and, at the same

time, create a signicantly increased

pressure above the piston.

Second difference. At the bottom dead

center (BDC), the piston is stationary,

same as at TDC, while the rail runs

around a 180-degree arc on a sprocket.

As a result, the time for exhaust increases

many-fold. This means that fresh

fuel-air mixture will not mix with the

remnants of the combusted mixture. In

the proposed engine, the working stroke

and the injection stroke are performed

simultaneously, both strokes being isolated.

While the main and additional

pistons are moving up, the fresh fuel-air

mixture is pumped by the additional piston

into the space above the main piston.

Third difference. In the proposed engine,

the arm of tangential force on the

drive shaft remains constant along the

piston’s entire travel path (Chart 3).

The change in torque values in the proposed

engine is determined only by the

change of pressure in the cylinder. Statistical

values of moment variations in

the proposed engine and in an engine

with a crankshaft are characterized by

arithmetic averages. The arithmetic average

of the moment in the proposed engine

is 1.83 times the arithmetic average

of the moment in the traditional engine

(Chart 4).

The new engine must be equipped with

efcient ywheels to compensate for

the uneven rotation. We should also

note that there are no camshafts in the

new engine. The additional power will

reduce the engine’s RPMs, decreasing

its heating rate and increasing reliability

and durability.

It is important to evaluate the effect of

the engine on various spheres of human

activity. First of all, it is a huge step in

the eld of ecology. Reducing fuel consumption

by 80% will reduce the water,

land and air pollution on the same scale.

As a result, we can anticipate a decrease

in the number of diseases caused by

poor environmental conditions, a lower

risk of global warming, lower health

care costs, an increase in life expectancy,


At the same time, it is necessary to assess

the consequences of the use of the

new engine for countries that hold huge

reserves of oil and gas.

Chart 5 presents information on the

share of oil exports in the GDP of some

countries. In one way or another, all

countries will feel the impact of a reduction

in oil and gas consumption. This

results in decreasing budget revenues,

business closures, high unemployment,

the likelihood of protests and riots.

Huge investments in the exploration

and development of oil and gas deposits

in Russia, the United States and other

countries will prove to be unrecoverable

costs. Shocking consequences will occur

in the eld of oil and gas pipelines.

Russia, Ukraine, Belarus, Turkey and

Poland transporting oil and gas from Siberia

to Western Europe will shut down

most of their pipelines. The same problem

will affect the pipeline industry in

North and South America. Road and rail

transport will compete with pipelines in




Intelligent Integrated

Power Systems

Chart 3. The change of

the lever size when the

shaft turns from 0 to 180



Chart 4. The moment

variation in the proposed

(1) and traditional (2)

engines. The drive shaft

rotates from o to 180


transporting reduced volumes of oil and


The reduced demand for gas and oil will

signicantly reduce the efciency of

transporting them by huge tankers from

Saudi Arabia, Iran, Iraq, Nigeria, Libya,

and the United Arab Emirates. This

will lead to a devastating crisis in these

countries. The new engines connected

to generators will force out nuclear and

thermal power stations working on coal.

Small household electric generators will

allow the cheap electricity to be used for

heating the home, providing hot water

and operation of home appliances.

These events will lead to a crisis in the

nancial sector. Shock changes on the

stock market will lead to the ruin of

many shareholders. Companies will be

unable to repay loans, which will lead

both the companies and banks to bank-


On the other hand, a number of countries

will benet from using the new engine:

the USA, Japan, Germany, Sweden,

South Korea, India, China and a number

of other countries.

It is difcult to imagine a general picture

of the consequences of using the new

engine. Multiple correlation of causes

and effects can be described in an economic/mathematical


Serguei Tikhonenkov, MSc

Chart 5. Oil and gas

shares in the GDP of

some countries.

Complete Systems | Mechanical Transmissions | Hydraulic Transmissions | Electronic Controls | Cooling | Hybrid Solutions

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Regulation (EU) 2020/1040 to amend

Regulation (EU) 2016/1628 on Stage

V emissions from non-road mobile

machinery was published on the 17th of

July 2020 on the Ofcial Journal of the EU

cially on C7.1, C9.3 and C13B engines.

Jeff Moore, Product director, research

and development for 7.2 to 18 liters engines,

commented on the performance

of 9.3 and 7 litres. «End users will be rewarded

with improved performance. Up

to 3 percent less fuel consumption and

exceptional cold start capacity», says

Moore. «Our patented after-treatment

technology provides a compact and

lightweight design, 39 percent smaller

and 55 percent lighter than Stage IV/

Tier 4 Final conguration. The new

design also provides transparent regeneration

to ensure optimal performance

and uptime».

Perkins also uses this engine block. The

design is balanced, featuring a 10 m/s

piston speed and low stress threshold:

despite the performance being competitive,

specic curves show a prole lower

than it could be if working on mep.

Also available in 4-cylinder version, it

is the smallest MAN cylinder and keeps

just like the other Bavarians its automotive

inspiration. Four valves, Bosch

common rail and EDC17 control unit.

After the renovation of its upper range

(9 liters, 15.3 and 16.2 liters), should

we expect further news? AGCO Power

believes in its engine hub and keeps investing

on it - over 100 million euros for

the renovation of its Finnish production

hub. In this range, the 6.6 litres is below

the 200 kW threshold. Mep, by the way,

speaks clearly: at 16.3 bars the aim of

AGCO Group specialist is crystal clear,

don’t push too hard and deliver reliable

engines for captive applications, which

as we know mainly target open eld agricultural


We highlighted the resilience of Deutz

one liter cylinder, which found a shelter

in Cologne. Peeking into the gures,

specic curves award Deutz, which

gives way only to Cummins for torque/

displacement ratio while featuring the

same power rate. FPT strategy in the

frozen by the consequences of

hinge between thermal and mechanical

past and decarbonised

future, 2020 has instead been

the pandemic. Among these it is worth

mentioning the extension of the transitional

period which postpones the

deadlines of 30 June and 31 December

2020 for production and distribution of

NRMM equipped with engines under

56 kW and over 130 kW. The vote

on last 10th July paved the way for the

nal publication in the Ofcial Gazette

of the European Union of the amended

version of (EU) 2016/1628 Regulation.

Most notably, however, the very identity

of certain power ranges, including

the one from 6 to 7 liters, is in search of

an immediate alternative: gasication,

hybridization or combustion optimization?

Since November 2019, NEF has

been a candidate for this role. We’ve

seen the N67 at Agritechnica in the NG

version, 180 kW at 1,800 rpm and 1,035

Nm at 1,500 rpm, featuring multipoint

injection, three-way catalyst and waste

gate. But let’s get back to our topic. It

was 2016 when the CEO of Cummins,

Tom Linebarger, unveiled at Bauma

Monaco what would later be called

the Performance Series which brought

the B6.7 to 240 kW and 1. 375 Nm,

a 30 percent more. The Diesel Index

became red, showing FPT NEF and

D08 MAN fundamentally paired. kW

outperform - albeit by a little the 235

of MAN, Nm on the other hand leave

behind the Cat - Perkins - FPT Industrial

trio by a 6.4 percent. The 6.7 liters

seen at Agritechnica featured a structural

sump. Cat pushed for performances,

which were improved in Stage V espe-




66L HD








N67 ENT210




D934 A7-04





I. D.

B x S mm - S/B 108 x 120 - 1,1111 105 x 135 - 1,29 107 x 124 - 1,16 101 x 126 - 1,25 104 x 132 - 1,27 106 x 127 - 1,20 122 x 150 - 1,23 108 x 125 - 1,16 105 x 135 - 1,29

N. cil. - dm 3 6 - 6,59

6 - 7,01 6 - 6,69 6 - 6,05 6 - 6,72 6 - 6,72 4 - 7,01 6 - 6,87 6 - 7,01

Maximum power kW - rpm 185 - 2.100 225 - 2.200 243 - 2.200 211 - 2.100 228 - 2.100 224 - 2.400 200 - 1.900 235 - 2.100 225 - 2.200

Mep at max power bar 16,3

17,8 20,2 20,3 19,8 17 18,4 19,9 17,8

Piston speed m/s 8,4

9,9 9,1 8,8 9,2 10,2 9,5 8,8 9,9

Maximum torque Nm - rpm 1.000 - 1.5000 1284 - 1.400 1.372 - 1.500 1229 - 1.450 1284 - 1.400 1058 - 1.600 1245 - 1.150 1254 - 1.200 1284 - 1.400

Mep at max torque bar 19,4

% power at max torque (kW) 44

Torque at max power Nm 843

% power at max torque (kW) 85 (157)


Specic power kW/dm 3 28

Specic torque Nm/dm 3 151,6

Areal spec. power kW/dm 2 33,64

23,5 26,3 26 24,5 20,2 22,8 23,4 23,5

47,1 46,5 48,2 46,3 37,2 52,3 43,3 47,1

980 1.049 960 1.039 892 1.009 1.068 980

83,70 (188) 88,70 (216) 88,50 (187) 82,60 (188) 79,20 (177) 75 (150) 67,10 (158) 83,70 (188)

32 36,2 34,8 33,8 33,3 28,5 34,2 32

183 205 202,9 190,8 157,3 177,5 182,5 183

43,27 45 43,87 44,71 42,34 42,74 42,73 43,27


Dry weight kg 750

715 583 715 520 750 900 642 715

L x W x H mm 1.248x637x1.108 1.063x820x907 1.156x768x1.100 767x639x1.205 1.062x681x1.018 1.161x768x1.144 1.173x918x1.131 1.180x877x994 1.063x820x907

Volume m 3 0,88

0,79 0,98 0,59 0,74 1,02 1,22 1,03 0,79

Weight/power kg/kW 4,1

3,2 2,4 3,4 2,3 3,3 4,5 2,7 3,2

Weight/displacement kg/dm 3 113,7

101,9 87,1 118,0 77,3 111,5 128,3 93,4 101,9

Power density kW/m 3 210,2

284,8 248,0 357,6 308,1 219,6 163,9 228,2 284,8

Total density t/m 3 0,85

0,91 0,59 1,21 0,70 0,74 0,74 0,62 0,91

Displacement/volume dm 3 /m 3 7,50

8,88 6,83 10,27 9,09 6,59 5,75 6,67 8,88




McCormick and Beta Power (aka N67)

McCormick’s X7,624 VT-Drive works in a segment where

versatility is the masterkey. With its 230 HP, it has to be able to

do everything from transport and heavy field work to handling

on the farm, ensuring the highest levels of performance and

reliability. This is also confirmed by its tonnage with 8 thousand

kilos of weight in running order, 46 percent of which are

distributed at the front and 54 at the rear with a maximum load

of 13 thousand kilos. In order to guarantee the right approach

when it comes to pulling, McCormick has once again relied on

FPT Industrial with the tried and tested NEF6.7 renamed Beta

Power, Stage V compliant.


range above 120 kW is clear: the NEF

and Cursor ranges are based on Hi-eS-

CR. Technical urea sets the pace, leaving

behind recirculation.

The transition from Stage IV to Stage V

delivers a 13 percent increase in performance.

OEMs seems to appreciate this

strategy: the 6.7 engine was chosen by

Arbos, McCormick and Landini, Dieci,

Claas and others.

A nal comment on Liebherr, which

comes with the low entry in its portfolio,

seven litres of displacement, 2000

bar pressure common rail and a specic

consumption of less than 200 g/kWh

(192 g/kWh to be precise).















Torque 8,6 11 10,3 9,7 10 10,7 10,4 11,8 11

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

Stress 9,3 11,1 11,8 11,6 11,2 10,1 10,8 10,7 11,1

Lightness 14 12,3 10,2 14 9,2 13,9 16,3 11,1 12,3

Density 10,4 14 12,5 20,2 15,5 9,5 9,3 10,8 14

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


31% more torque with 5% more power.

more machine capability for more productivity.

less weight for more efficiency.

less servicing for lower costs.

whatever is happening in the world, cummins is working

hard to support you. our global network is there to

keep your businesses up and running.

there for you, wherever you are.



































































900 1.500 2.100 2.700



900 1.500 2.100 2.700



900 1.500 2.100 2.700




©2020 Cummins Inc. Box 3005, Columbus, IN 47202-3005 U.S.A.




Standing at the top

of Doosan tracked

excavators range for

operational weight

and performance, the

DX800LC-7 relies on

the 403 kW 6-cylinder

Perkins 2506J engine,

Stage V version





The engine: Perkins 2506J

Perkins based its comeback in industrial

applications on two pillars: the Syncro

series compact engines, in particular

the 2.8 and 3.6 litres (which are ideal

for telehandlers) and the displacements

inherited from Cat and reworked in

Peterborough, those between 9 and 18

liters. The latter family also includes the

6-cylinder, 2.5-litre cylinder displacement,

2506J-E15 model used by Doosan in the

402 kW at 1,800 rpm rating. Default

power rates are set at 433 and 444

kW at 2,650/2,700 Nm. The 16 litres

displacement range is crowded with a

quite a large number of competitors: the

only V 8-cylinder engines are Liebherr and

Scania. Compared to the competitors, in

fact, the 2506J does not shine for specific

curves but rather for absolute density,

that is the weight/dimension ratio. The

15.1 litre, featuring a liter less than many

opponents, wins the lightness Index.

Main pumps and main control valves

Bosch Rexroth provided both the main pumps and

main control valves, key elements indeed within the

hardware of the Doosan D-Ecopower+ suite. The two

variable displacement tandem axial piston pumps ensure

maximum ow of 504 liters per minute each, with a

pressure of 100 bar at 1,800 rpm. Through the electronic

signal of the EPA system, the amount of the hydraulic ow

necessary for each device will be controlled individually,

precisely calculated and delivered.

As a result, less fuel is consumed and, at the same me,

higher producvity is possible.

Bosch Rexroth’s main control valves ensure an increased

ow due to the larger caliber spool (+14 percent). Fricon

is decreased and speed of hydraulic ow is increased.

In situaons with rapid ow changes, a cavitaon

phenomenon may occur within the cylinder and cause

damage to the hydraulic system. The machine uses the

EPPR valve. Thanks to its electronic control, the system

adjusts the width of the hydraulic oil outlet. It is thus able

to maximize producvity and prevent damage due to

cavitaon, also maintaining the equipment to its opmal


wide range – we

are talking about Doosan

crawler excavators from


Korea, quite a benchmark

in construction machinery – which

adds a notable model, featuring a

Stage V engine and filling a gap

at the top in terms of operational

weight, power and performance.

The Doosan crawler excavators

range now spans from 1 to 80 tons.

Its name is DX800LC-7, the serial

code referring to the almost 80 tons

operating weight that matches a 4.6

cubic meters bucket capacity and a

digging force of 37.6 tons (bucket)

and 33.5 tons (boom).

The Korean manufacturer highlights

the work done to optimize

hydraulic flow, thanks to Doosan

D-Ecopower+ technology and

some wise choices regarding key


The Doosan DX800LC-7 excavator

is intended for «mining and

quarrying applications, removing

overburden and loading large

amounts of material into articulated

dump trucks or rigid frame

trucks. The DX800LC-7 may also

be operated on large construc-

Perkins’ 2506J Stage

V engine entails

an aftertreatment

system made of


The latter is capable

to automatically

regenerate every 25

hours without affecting

the excavator in action

tion and infrastructure projects,

particularly where considerable

amounts of material need to be

excavated and stockpiled or loaded

into trucks to be moved».

In a nutshell, a machine needing

considerable power precisely to reliably

carry out rather burdensome

tasks. Also and especially thinking

about this – but of course without

neglecting sustainability – Doosan

chose the Stage V version of

the reliable Perkins 2506J engine,

delivering slightly more than 400

kW (403, to be precise) at 1,800

rpm. This entails an aftertreatment

system which includes EGR valve,

SCR, DOC – diesel oxidation

catalyst – as well as a particulate

filter (DPF) - which according to

Doosan «automatically regenerates

every 25 hours and the excavator

continues to work unaffected du-

ring this regeneration phase. The

operator can check the status of the

DPF via the display on the gauge

panel in the cab».

Also worth mentioning is the collaboration

between Doosan and carefully

selected component or accessory

suppliers. Three names above

all, the Italian Berco for the undercarriage,

Doosan Mottrol (here Doosan

plays at home...) for the rotation

mechanism and nally Bosch

Rexroth for hydraulics key components,

improved to match hydraulic

ow with the great power delivered

by the engine. We refer in particular

to the main pumps and the distributor

which we delve into in a specic box.

The new DX800LC-7 features a

closed-center VBO (Virtual Bleed

Off) system based on the proprietary

D-Ecopower+ technology delivering

1,008 litres per minute, well

over the 872 litres per minute of the

previous model, the DX700LC (a

16 percent more).

«A closed center main control valve

minimizes pressure loss, while the

electric pressure-controlled pump

manages and optimizes engine power

more effectively. Software is

utilized to electronically reproduce

the full benefits of an open centre

hydraulic system with very little

energy loss. The hydraulic system

and engine output are fully optimized

and synchronized, further reducing

losses within the system», adds








In March 2019, Hyundai CE rolled out the Cummins affiliaon program as a

pilot in France, since January 2020 all of the European dealer network can

join. This means that every Hyundai CE dealer can now become Cumminsaffiliated.

Before, as is the case with most engine eld maintenance, all

engine repair needed to be done by the Cummins network and a qualied

technician. Now, with the new program in place, all dealers have the

opportunity to become a Cummins-affiliated dealer to access and repair

an engine even in the warranty period. To qualify for this, the service

technicians of a dealer have to meet certain criteria, such as compleng

an official training program as well as assuring a minimum of specic tools

and spare parts.

thirty-year experience for

one of the major brands in

construction, walking on its

own path since April 2017.

Slightly more than three years have

passed indeed since the spin-off from

the parent company, Hyundai Heavy


Hyundai CE operates through 540 distributors

in 150 countries and 9 global

operations centres. We asked Peter

Sebold, Product Specialist at Hyundai

Construction Equipment Europe, to

‘open the bonnets’ of their machines.

What about Hyundai CE’s relationship

with Cummins? Do you

have other engines suppliers?

Hyundai CE’s relationship with Cummins

dates back to 1990. For the introduction

of the new European Stage V

emission regulation, Hyundai CE has

made another commitment towards

Cummins as the sole engine supplier of

all of Hyundai’s heavy equipment. More

into detail, over 13 ton excavators have

all Cummins engines; under 13 ton

A trustworthy

relationship between

OEM and engine

supplier is crucial to

face challenges such

as environmental

sustainability, for

instance. Hyundai CE

and Cummins are a

clear proof of this

excavators rely on Yanmar and Kubota,

while we turn to Cummins once again

for all our wheel loaders.

Talking about the past, until Stage IV/

Tier 4, Hyundai CE also used Perkins

engines from 13 to 18 ton crawler excavators,

and Scania engines in 970 wheel

loader and some larger excavators.

Hyundai’s best-selling machines have

always been equipped with Cummins


What are the main coordinates of

your engine strategy?

The recent indications of climate change

that are linked to the use of fossil fuels

and rising fuel prices have brought fuel

consumption stronger into the limelight.

Hyundai CE carefully selects the type of

engines, engineered to offer an optimized

output and, at the same time, take

care of environmental aspects, such as

acoustic appearance and the reduced

emission of exhaust gases. With higher

degrees of turbocharging due to an improved

boosting system in conjunction

with higher fuel injection and cylinder

peak pressures, a steady increase in

specic power with a remarkable maximum

power density is achieved.

You have renewed condence in

Cummins also for the new A series, so

in the transition to Stage V. How do

you feel about the decision to eliminate

the EGR?

The elimination of the EGR represents

an innovative step and gives Hyundai

CE a competitive advantage over

all manufacturers still using EGR as

a way of exhaust gas after-treatment.

By implementing this advanced aftertreatment

concept, Cummins succeeded

in avoiding EGR to meet the exigent

European Stage V emission levels. This

is made possible by a sophisticated arrangement

of the emission-reducing

technologies, such as DOC and SCR

with an integrated DPF – an ‘all-inone’

solution. In summary, Hyundai

CE is convinced that the elimination of

EGR is a positive feature that increases

the engine quality and performance.

Have you had any problems with the

layout of the after-treatment module

on your machines? Do you prefer one

canning, the so-called ‘all-in-one’, or

two separate cannings: DOC+DPF

and SCR?

The Cummins single-module after-treatment

together with Hyundai’s smart

power control provides increased relia-

bility and allows for easier maintenance

of the engine. The ‘one-can-concept’

is less complex and contains fewer components

needed to replace in case of a

breakdown. At the same time, it offers

high performance rates at lower fuel

consumption. All this will help reduce

the operating cost signicantly.

Hyundai CE’s biggest models will still

use the 2-can solution, but especially

for the mid-range machines the allin-one

solution is a great feature, as it

improves servicing tremendously because

every component can be taken

out separately. Also, in the past we had

complaints from users due to reduced

visibility to the rear of our wheeled

excavators, caused by a rather high engine

hood. Thanks to Cummins’ more

compact after-treatment, this will now

be solved.






You have to take gases at 500 - 550 Celsius and drain some of the

remaining power to cut consumption and improve responsiveness.

Easier said than done. Because then you need to couple a turbine and

its rotation speeds with those of the engine shaft to which it is paired.

olvo’s D13TC features the

I-SAVE package, which also

includes turbocompound.

That is, coupling the D13TC

and the advanced gear management

(I-Shift) software with the optimized

software for long-range operations

(Eco mode), predictive cruise

control (I-See) in combination with

I-Cruise. And again the automatic

engine shutdown, the variable

displacement steering pump, the

high-efficiency differential and the

full deflector package. The overall

average saving is 7% up to 10%.

The credit goes primarily to the turbocompound,

which is able to transfer

to the engine shaft about 300

Nm starting at lower rpm and makes

pushing over 1. 600 rpm almost


Compared with traditional versions,

this means 25 to 35 kW more

or 150 rpm less at the same power

Volvo D13TC features

the I-SAVE package.

‘Sometimes they come

back’... What does

it mean? In gures,

an overall average

saving from 7 percent

up to 10 percent.

The D13k500TC

diesel engine is the

perfect partner for

the marriage with the


rate. There’s two 13-litre rates: the

D13K460TC, delivering 345 kW

at 1,900 rpm and 2,600 Nm at 900

to 1300 rpm, and the D13K500TC,

375 kW and 2,800 Nm. As was

said, this is the same power rate of

the version without turbcompound

but delivering 300 Nm more.

And even if you dare to compare

the base rate of her majesty D16K

(405 kW with automatic transmission),

when it comes to torque the

D13K500TC shows just 100 Nm

less but is 238 kg lighter, since its

setup weighs just 100 kg more compared

to the traditional 13 liters.

Leaving aside performances, this

solution overcomes some limitations

of the turbocompound,

an interesting technical solution

showing some quite significant

problems. The main one is due to

the second turbine, which causes

a counterpressure that worsens the

fluid dynamics of the exhaust phase

and - especially at low rpm or

partial loads a return of exhaust

gases to the combustion chamber.

The latter had a positive effect in

the first turbocompounds because

it was, in fact, a negative recirculation

in terms of performance, to the

point of having in those conditions

a zero or even negative impact on

the overall power rate.

The D13TC, on the other hand, delivers

200 Nm and almost 20 kW

more at 900 rpm thanks to a smaller

turbine predecessor and fluid dynamics

optimization. And the EGR is

there, the real and even cooled one:

this reduces the combustion temperature

due to oxygen-poor exhaust

gases while reducing at the same

time the temperature increase due

to hot exhaust gases.

Such an effective EGR lowers

AdBlue consumption by 5 percent:

there’s enough NO2 to make the

DPF work effectively. Along with

the turbine we find the usual shock

absorber between turbine and engine

which reduces vibrations and

mechanical losses.

Finally, there’s an improved gear

train featuring a different reduction

ratio and newly designed seals.

All this is intended to handle the

difficult coupling of a 50.000 rpm

turbine and an engine shaft going

from 900 to 1,300 rpm every gear

shift. Another weakness of the older

generation turbocompound was

the lower efficiency of the engine

brake. This also belongs to the past:

when the 200 kW EPG (Exhaust

Pressure Governor) is not enough,

the 380 kW VEB (Volvo Engine

Brake) is available for those who

need a more effective braking.

The structure of the D13 is basically

the same, but the pistons and the

optimized combustion chamber are

brand-new along with the redesigned

distribution manifold.

The first field tests are definitely

more than positive: fuel consumption

measured by a selected

customer on 125,000 km decreased

by 8 percent compared to an FH460

eSCR, that of AdBlue by 42 percent,

all at an average speed almost

3 km/h higher.

Alberto Scalchi






changes and doubles

The Digital



Digital Preview


11/15, 2020

1 2

The Event

44 th EIMA



3/7, 2021

ow we are absolutely certain.

Meritor is no longer satised

with just the view of a truck

and looks at industrial applications

too. We asked for conrmation

T. J. Reed, vice president Global


Can you describe the integration of

AxleTech and the interaction with


Both companies have been acquired

by Meritor in the last year and they

both are part of our growth strategy

in adjacent markets as well as in advanced

clean transportation technologies.

AxleTech brings a comprehensive industry

experience and a robust global

product portfolio in the defense and

off-highway sectors. Our customers

«When you consider

brake design for an

electrified drivetrain,

especially with the

application of eAxles

a lot of areas need to

be considered, such

as the duty cycle and

brake performance».

It’s just one of

the sentences

pronounced by T. J.

Reed, vice president

Global electrification

at Meritor within an

interesting interview

now benet from a deeper product

portfolio, manufacturing excellence,

and the nancial strength to invest

for the future. We also acquired their

off-highway electri cation product

portfolio. The Transpower acquisition

enables Meritor to further position

the company as a premier supplier of

electri cation technologies for commercial

vehicles with the addition of

its product portfolio, Meritor advances

its M2022 (its 3 year business plan)

priorities through increased investment

in next-generation technologies.

It also further establishes the value

of Meritor’s Blue HorizonTM brand,

which represents the company’s

emerging platform of advanced technologies

centered on electri cation.

In the past Meritor has envisioned

The international trade fair calendar, due to the Covid 19 pandemic, has been

completely revised and many events have been cancelled and postponed. EIMA

International has also redefined its program, moving the 44th edition from

November 2020 to February 2021. However, in the days in November initially

established for EIMA, EIMA Preview comes to life, a great online event that anticipates

the traditional exhibition and is the first example in the world of a review of

agricultural mechanics entirely accessible on a digital platform.

As of 2022 EIMA will return to the traditional November appointment


Organized by




In collaboration with




00159 Roma - Via Venafro, 5

Tel. (+39) 06.432.981 - Fax (+39) 06.4076.370




«As the European headquarters for Meritor’s on-highway business, the Cameri facility

plays an important role in the development, testing and sales of our electrication

line-up. It is also our production hub for electrication customers like Alstom»

that 10% of the industrial vehicles

will be electried by 5 years. Do you

still see this as an achievable goal?

We expect low-volume production of

Meritor’s electric solutions to begin

in 2021 and higher volumes to follow

as demand for these solutions

increases around 2025. As a result

of the highly uncertain operating

environment due to the coronavirus

pandemic we are not in a position to

con rm that around 10% of the industrial

vehicles will be electri ed

within the next 5 years.

What are the issues connected to

adapting the axles to a powertrain

consisting of electric motors and a

battery pack compared to the mechanical

transmission of a traditional



Electrifying commercial vehicle platforms

can be done in several ways. The

conventional electric vehicle architecture,

available today from most OEMs

on electric vehicles, where the combustion

engine is replaced by an electric

motor, does not have a signicant

impact on the axles and brakes of the

vehicle, although Meritor is adopting

a series of measures to optimize conventional

axle, braking and driveline

solutions to better operate in hybrid

and electried systems.

One of these measures is the use of the

electric motor both for driving as well

as braking of the vehicle, only partially

possible in diesel vehicles. This makes

the duty cycle of the axle more demanding

but the duty cycle of the brake

less demanding especially in light duty

vehicles. For medium / heavy vehicles

the brake duty cycle will not really

change, until legislation allows us to

integrate the regeneration effect in the

braking capacity.

We are however focusing most of our

efforts on being ready to deliver industry-leading

electried drivetrain solutions

to our OEM and eet customers.

We do this by developing a best-in-class

portfolio of eAxles that offer compact,

integrated, high-performance electri-

ed solutions. These technologies are

being tested in labs and out on the road

in real-world applications gathering

data to measure vehicle performance.

This eAxle architecture that Meritor

proposes as its main solution has a

signicant impact on the driveline.

The electric motor is integrated in the

differential carrier while the space

between the frame rails is freed and

can be used to mount the batteries and

accessories or hydrogen tanks in the

most protected area of the truck. All

obsolete elements such as the motor

mounting brackets, gear box and gearbox

mounting brackets as well as prop

shafts are eliminated from the truck.

These eAxles are also designed to

benet from regenerative braking and

light-weighting to improve electried

vehicle economics.

What is going to be the main market

for electried commercial vehicles

both on-road and off-road?

We are working on several fronts at the

same time. We have vehicles running

in different electrication architectures

especially in Europe and the US, while

we are working together with Volkswagen

to introduce also our electrication

solutions in South America.

The best use cases for electric vehicles

in the near term continues to be shorter

range applications with high stopstart

duty cycle that return to the same

location every night. This includes

transit bus, pick-up and delivery, regional

haul, drayage, refuse, construction

and material handling.


7.5-liter 228.4kW


Kubota 09 Series

4 ⁄ 6 cylinder diesel engine



5-liter 157.3kW


4.3-liter 115.7kW





onstruction equipment is a key

market indeed for Parker Hannin,

which had to cancel its

participation in ConExpo 2020

due to the Covid-19 outbreak. We had

a chat about trends and products with

Dennis C. Allen, Global Mobile Engineering

& Business Development


The coronavirus outbreak precluded

the participation of Parker in ConExpo

2020. How difcult was it for Parker

to make such a decision?

The decision to not attend Ifpe/ConExpo

2020 was a very difcult, but

thoughtfully considered one. Parker’s

priority is to protect the health and safety

of its team members and the communities

where they live and work. We

continue to support the show and its


organizers and look forward to another

great event at Ifpe/ConExpo 2023.

Is the CE market a primary end

sector for Parker products and solutions?

For which reasons?

According to Parker

Hannin, the key

requirements when

designing a hydraulic

pump for mobile

applications are

compactness, power

density, high speed and

responsiveness. With

an eye to IoT solutions

Parker supports heavy-duty construction

equipment manufacturers with

innovative engineering and intelligent

technologies such as variable displacement

pumps to lower fuel consumption,

high-performance controllers for realtime

hydraulic-systems control, modular

products for better serviceability

and remote monitoring equipment to

minimize downtime.

What’s new in Parker offer as for variable

displacement pumps?

Parker’s Hydraulic Pump and Power

Systems (HPS) has recently introduced

a new variable displacement pump,

PC 3 variable displacement axial piston

pump, which excels in medium duty

applications. The PC 3 is a high performing,

robust compact solution that

is built to last and serves a wide range

PowerKit is the most comprehensive range of power generation

engines available, with world-class production lead times

and extensive stock around the world.



18-4000 kVA

Durable. Robust. Built To Last.



63-1750 kVA


Variable Speed Engines

30-1492 kWm




Parker’s HAS 500 is a hybrid actuaon system

that consolidates the enre hydraulic system

into a single component integral to the

actuaon that hooks up to a local control

point. This eliminates the centralized power

unit with its electric motor, pump reservoir

and related valving and removes the need for

hoses and tubes connected to the actuator

that are oen found in tradional hydraulic

systems, helping to simplify the design and

lower the overall cost of a hydraulic system.

The HAS 500 leverages electromechanical

(EM) concepts such as using uid

transmission to move the actuator to turn a

pump rather than rotang a screw. Since the

actuator is hydraulic, it delivers three mes

the power density of the a comparably sized

EM soluon.









of industries including oil & gas, construction,

agriculture, transportation

and material handling.

The PC 3 comes in ten standard displacement

(cc) options: 7, 11, 18, 20, 25,

30, 35, 40, 45, 52 and in three different

frame sizes to help customers choose

the best option for their medium duty

applications. Displacement sizes 7 to

20 are rated at 210 Bar and 3600 rpm

while sizes 25 to 52 are rated at 300 Bar

and 3400 rpm during continuous operation.

As for pumps, what is the major requirement

when designing a product

thought for mobile machines?

From Parker’s Hydraulic Pump and

Power Systems (HPS) experience, the

key requirements when designing a

hydraulic pump for mobile applications

are compactness, power density,

high-speed and responsiveness.

HPS’ new P1M Series delivers higher

speeds and efciency that increases

machine productivity, reduces costs,

and extends pump life in a robust,

compact envelope. In fact, the P1M

Series increased an OEM’s construction

equipment’s machine performance

on the job resulting in fuel savings,

lower emission levels and an improved

machine response.

We know that Parker has been

paying great attention on the matter

of IoT. How difcult is it to explain

the benets of sensorization, smart

eet management and predictive

maintenance to manufacturers and

users in CE?

The specic value to eet owners and

managers is quite easy to explain. Condition

monitoring and alerts, along with increased

up time and lower maintenance

costs, help eet assets be managed most

efciently. Mobile equipment OEMs and

their customers have immediate access

to large and robust collections of data

which can be acted upon quickly to improve

functional efciencies, operator

wellness and productivity.

The complex mechanical, electronic

and hydraulic systems used by mobile

equipment and machinery, when supported

by digital ecosystems, are ushering

in a new era of mobile solution

innovation. Today’s motion control enterprises

are leading the way toward safer,

cleaner, more efcient and more reliable

mobile equipment overall as well

as catalyzing innovation for the next

generations of connected equipment.





ana has launched a new 48- to

120/144-volt synchronous reluctance

internal permanent

magnet (SRIPM) motor targeted

for Class I electric lift trucks, sideloaders

and mobile elevated work platforms

(MEWPs). Delivering up to 95 percent

efciency, the motor prolongs battery

life and extends duty cycles by delivering

higher power density than the AC

motors typically used in these applications.

Currently available for eld testing

by equipment manufacturers, the

motor offers continuous power from 20

kW to 60 kW, and peak power from 30

kW to 70 kW. It is scheduled for pro-

duction in late 2020. Designed for Class

I, IV, and V industrial lift trucks, the

Spicer 141 axle is a scalable, modular

platform built for heavy loads while offering

durability, reliability, and ease of




Energy is a company specialized

in gensets, included models

with cardan sha operaon and

three-point hooking: a exible

soluon that makes it possible

to opmise the use of the

tractor and have high electricity

producon in every context.

Energy offers a range of 19

gensets with connuous powers

from 4.8 to 104 kW. In emergency

applicaons the power increases

from 5.3 to 115 kW. The engine

speed starts from 1,500 rpm for

connuous use at 3,000 rpm for

emergency use.

Volvo Penta has improved

predictive maintenance

and lengthened service

intervals. For example, oil

change service intervals

have now doubled

t may seem out of place, or out of

time, to talk about Stage V just now

that the EU moratorium has become

ofcial. Yet at Volvo Penta, where

the wait for the Big Bang of electrica-

tion, scheduled for 2021, hasn’t waned,

attention to reducing exhaust emissions

is also, and above all, focused on

the endothermic engine. This is what

they tell us from Götebörg. «The Volvo

Penta Stage V diesel engine range

delivers a reduction of up to 5% in fuel

consumption, compared to Stage IV,

contributing to an extremely attractive

total cost of ownership. Lower

fuel consumption also means that less

CO2 emissions are released into the

atmosphere, helping to reduce greenhouse

gases and enabling customers

to reach their sustainability goals. All

Volvo Penta’s Stage V engines are designed

to t into the same footprint as

the model they replace, meaning that

customers don’t have to redesign their

machines to accommodate new engines.

With Volvo Penta’s two-box aftertreatment

system, customers benet

from simple, exible installation. The

Volvo Penta off-road diesel engines are

tailor-made for applications in different

segments and environments, such

as forestry, agriculture, mining, material

handling and construction projects.

D5, D8, D11, D13 and D16 offer

power from 105-585 kW».


When you say ‘Stage V’ you think about Europe, but... FPT goes over the clichè. The Korean Ministry of

Environment (KMOE) issue its rst ever South Korean Stage V Emissions Cercate for off-road machines

equipped with FPT Industrial engines. This cercaon signals that such products can now be directly

commercialized for the South Korean market. Currently, the Cercaon includes the FPT Industrial NEF6

engine for Cash Crop Medium HD Tractors, Cash Crop Medium Long Wheel Base Tractors and Wheel




N. 2 February 2017

Vado e Torno Edizioni srl,

Via Brembo 27, 20139 Milan.

Phone: +39 02 55230950

Authorized by the tribunal of Milan

n. 786 of 17 december 1990

Managing director:

Maurizio Cervetto.

Print: Industrie Grache Rgm srl,

Rozzano (Mi), Italy.

Managing director:

Maurizio Cerve to.

Ro zano (Mi), Italy.

Managing director:

Maurizio Cerve to.

Ro zano (Mi), Italy.

art. 1, comma 1, LO/MI




Art. 1, subsection 1, LO/MI


art. 1, comma 1, LO/MI


April 2019

art. 1, comma 1, LO/MI





N. 1 NOVEMBER 2014

Vado e Torno Edizioni srl,

Via Ca sano d’A da 20, 20139 Milan.

Phone: +39 02 5230950

Authorized by the tribunal of Milan

n. 786 of 17 dicember 1 90

Managing director:

Maurizio Cerve to.

Print: Industrie Grache Rgm srl,

Ro zano (Mi), Italy.


Liebherr D98: 62, 83 and 103 liter

for the ‘Biggest One’


N. 1 November 2016

Vado e Torno Edizioni srl,

Via Brembo 27, 20139 Milan.

Phone: +39 02 5230950

Authorized by the tribunal of Milan

n. 786 of 17 december 1 90

Print: Industrie Grache Rgm srl,


1 November 2017

Vado e Torno Edizioni srl,

Via Brembo 27, 20139 Milan.

Phone: +39 02 5230950

Authorized by the tribunal of Milan

n. 786 of 17 december 1 90



single cylinder, 2.2 litre

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


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

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

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

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


Exhibitions (Conexpo, Mee, Samoter, Sima,

Omc), Energy report, News, Interviews,

Power Generation, Comparisons



Fpt Industrial




with records





Man D3876, Power Generation Shanghai,

Cummins, the engines of THs, under the

bonnets of Tractor of the year



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

Poste Italiane s.p.a.

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

(conv. in L. 27/02/2004 n° 46)

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&O f-Road - MEE Dubai&PG - Europe&China


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



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)


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


November 2019


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)

March 2020


May 2020

FPT F28 Diesel of the year 2020 - Interview: Nanni Energy CEO -

Report: SCR - Fish-Eye: MCY and MAN V8 - Comparisons: 100 HP

Hybrid: Hyundai Seasall, Huracan, Mercury - N igata - Kohler Power



ISSN 0042

Press Register n. 4596 – April 20th 1994

Poste Italiane Inc. – Mail subscription

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

August 2020


ADRIAN, Raphael - 19

AGCO - 30


ALLEN, Dennis c. - 44

ARBOS - 30


BAUMA - 14, 28

BECKETT, Samuel - 16

BERCO - 35

BETA - 30

BIMOTOR - 12, 13

BLOCK, Gus - 18

BOSCH - 6, 35

BRUNERO, Ettore - 12



CLAAS - 30

CONEXPO - 14, 15, 46

CONTAULT, Philippe - 10

CUMMINS - 16, 18, 19, 21,

28, 29, 30, 36, 37, 39


DANA - 49


DEUTZ - 14, 15, 29

DIECI - 30

DOOSAN - 32, 33, 34


FPT - 4, 5, 12, 13, 16, 17, 28,

29, 30, 48, 49




HANSSON, Per - 8

HAWKING, Stephen - 5

HYUNDAI - 36, 37


IVECO - 17


JOHN DEERE - 10, 11, 29



KUBOTA - 13, 36




LAUBER, Uwe - 8

LIEBHERR - 14, 15, 29


MAN - 8, 9, 28, 29, 30

MANITOU - 14, 15

MARENGO, Rinaldo - 12




MERITOR - 40, 42

METS - 9

MOORE, Jeff - 29

MTU - 9, 17

MULLER, Markus - 14


NUVERA - 16, 18, 21


PARKER - 44, 46

PERKINS - 29, 32, 33


RAI - 9

RAYWIN - 12, 13

REED, T.j. - 40


ROTTI, Diego - 5


SCANIA - 18, 39

SCHELL, Andreas - 8, 17

SEBOLD, Peter - 36

SINCHETTO, Lodovico -






VOLVO - 38, 39, 48, 49



- 8


YANMAR - 13, 36


Engines and components for OEM

Culture, technology, purposes

And market of Diesel engines

Established in 1986

Editor in chief

Maurizio Cervetto

Managing editor

Fabio Butturi

Editorial staff

Stefano Agnellini, Ornella Cavalli,

Fabrizio Dalle Nogare, Cristina Scuteri,

Roberto Sommariva


Roberto Negri, Carlo Pifferi

Layout & graphics

Marco Zanusso (manager)

Editorial management

Fabio Zammaretti


Industrie Grache RGM srl,

Rozzano (Mi)

Milano City Court Authorization

n. 860 – December 18th 1987 National

Press Register n. 4596 – April 20th 1994

Poste Italiane Inc. – Mail subscription

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

46) Art. 1, subsection 1, LO/MI





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Tel. 02/55230950





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