The Diesel International staff celebrate the vaccine, and it couldn’t be otherwise. May 2021 relegate the Covid-19 to the history books.
Diesel of the year: a brief summary of the journey with the 2020 winner, FPT Industrial F28, and a hint of the still anonymous identity of DOTY 2021.
VW Golf and the TDI, the symbols of both the apotheosis and stigmatisation of the Diesel cycle. Be aware that a 200 hp version is now available.
Hybridization sometimes works in mysterious ways. For example, arm in arm with a gas engine, see MAN, on the top of the on-road stage also together with an off-road bus: Torsus.
Weichai and Bosch: the 50
Diesel of the year 2020: an abstract of the FPT F28 - MAN Engines for
buses: off-road, with Torsus, and CNG hybrid - Weichai and Bosch
for the peak of efciency - Cat, MTU and the 24-32L marine engines
VADO E TORNO EDIZIONI
www.vadoetorno.com
www.diesel-international.com
www.dieseloftheyear.com
ISSN 0042
Press Register n. 4596 – April 20th 1994
Poste Italiane Inc. – Mail subscription
D.L. 353/2003 (mod. in L. 27/02/2004 n° 46)
Art. 1, subsection 1, LO/MI
DIESEL SUPPLEMENT
January 2021
diesel-international.com
JANUARY 2021
DOTY
4. DIESEL OF THE YEAR 2020
FPT Industrial F28: ‘The best of’
ON-ROAD
6. VOLKSWAGEN
Golf still likes diesel. Up to 200hp
8. MAN TRUCK&BUS
Lion’s City runs hybrid gas-fuelled
12. WEICHAI
50,26% BTE. Bosch supported it
CONTENTS
OFF-ROAD
14. BRIGGS&STRATTON
A new life thanks to KPS Capital Partners
16. PUNCH TORINO
An interview with the CEO. Focus on GM Marine
18. PERKINS
Customer Machine Engineering Team
20. KOHLER
And the solutions for garden machinery
22. CLAAS
Stage V: FPT, John Deere, MTU, Yanmar
FIND DIESEL INTERNATIONAL ON:
FISH-EYE
24. TORSUS
What? Off-highway bus? Yes, powered by MAN
PROUD TO
POWER
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.
Caterpillar and
MTU on the
wake of MAN.
The fourth
player
is Baudouin
ALTERNATIVES
28. RICARDO
An accurate overview on off-road applications
30. GEMINIANI
Electrication means “Go... Now!”
COMPARISONS
34. 2000 HP MARINE ENGINES
CAT and MTU reached MAN
MARINE
38. EVENTS
Genoa Boat Show. The only one...
40. RAYWIN
At Bimotor stand, together with Konrad
COLUMNS
10. Newsroom 42. Techno
(Vanzetti Engineering, Siemens, Bonglioli)
We’re John Deere Power Systems. We’re proud to power you.
JohnDeere.com/JDPower
31 December 2020
«The World Health Organization (WHO)
today listed the Comirnaty COVID-19
mRNA vaccine for emergency use»
3
DIESEL OF THE YEAR
#DIESELOFTHEYEAR #FPTINDUSTRIAL #DIESEL #HYBRID #GAS
FPT INDUSTRIAL F28
AND THE 2021 WINNER WILL BE...
Innovaon is Diesel of the year’s mantra. It does not
necessarily need be disrupve. Being able to innovate in
the engine manufacturing sector basically means being
able to renew, and to reinvent oneself. Take the winners of
the last ve years. The D3876 was the driving force in the
restructuring of MAN Engines porolio’s upper segment. With
its D9812, Liebherr stepped into the complex segment of
high displacement engines. With its 9 litres, Deutz redened
volumes and power density (as it did with the TCD2.9, DOTY
2010). Kubota raised the bar, conrming a trend towards
expanding the engine range and pung itself forward as a
soluon provider. Lastly, the F28 by FPT Industrial: diesel, gas
and hybrid. Another engine embodying versality as well as
the ability to break established paerns. The ID of the Diesel
of the year 2021 winner thus shows like a watermark through
the lines above.
Starting from January 4th, 2021, Scott W. Wine has taken
the lead of CNH Industrial. Mr Wine comes from Polaris
where he was Chairman and CEO since 2013.
Suzanne Heywood, Chair and Acting Chief Executive
Of cer: «Scott is committed to delivering the strategy that
the company outlined at its Capital Markets Day in 2019,
including the plan to spin-off its on-highway activities.»
t the end of every story there’s
usually some ‘moral’ stocktaking
to be done. If the story is
that of an engine for industrial
applications, such stocktaking exercise
will involve functional aspects as
well as prospects. So, before parting
ways with the F28, we’ll indulge in
a brief collage-like summary. First,
let’s go back to the rst announcement.
“When the veils covering F28’s
silhouette were pulled off at Agritechnica
2019, what came out from
underneath was not an engine, but
two. The 2.8 L by Fpt Industrial - featuring
Bosch common rail up to 1,600
bar feeding diesel to the combustion
chambers – was revealed alongside its
gas-powered twin. That revelation is
what persuaded us the award had to be
given to the 4-cylinder by FPT”.
Next comes Pierpaolo Biffali, Vice
President Product Engineering: «Uni-
ow architecture, with intake and
exhaust ports on the same side. Co-
Over the course
of last year, the
curtains have been
fully lifted on the
2.8 L, despite the
Covid-19 pandemic’s
best efforts to get in
our way. Prospects
for applications are
looking rosy: let’s
summarize them in
this brief recap
oled external EGR: the channel and
cooler are positioned differently as
compared to the F5. The cooling module
is located externally, but pipes
are integrated». We then move to
Nevada, Conexpo, with the hybrid:
“With four in-line cylinders, the heat
engine delivers a maximum power of
54.4 kW, while the electric motor provides
an additional 19.9 kW of continuous
power and 29.9 kW of peak
power.”
Umberto Gammieri - Head of the
F28 Platform - explained that: «Designing
a 4-cylinder to t into the
same space as a 3-cylinder was the
rst challenge we had to tackle. The
choice of the right bore and stroke ratio
to achieve the desired performance
had to be compatible with engine
size. We worked substantially on the
crankshaft, and this had a positive
impact on friction. Working on the
bridge between cylinders was another
challenge. Several optimisation
rounds were needed to nd the right
compromise between cylinder liner
deformation and the coupling to piston
and ring so as to guarantee oil
consumption levels that are in line
with those of the best Fpt engines».
Later on, Gammieri would add that:
«In the F28, everything has been optimised
for compactness and performance,
for example the crankshaft.
Making it in steel allowed us to reach
the high combustion pressure targets
while maintaining a packaging comparable
to a 3-cylinder engine. The
camshaft is in the crankcase, like the
F5. Transmission uses a gear train so
especially in the agricultural sectors,
operators can make best use of the
210 Nm of the PTO».
Diego Rotti, Product Manager Off-
Road Industrial Engines, told us
about the gas version. «The most
impacted point of the gas F28 is the
head, for which we have to consider
the strength and structural characteristics,
especially the cooling issue;
with the Otto cycle we have higher
temperatures. The software, validation
and control part, due to the diversity
of the two engines, leads the
calibrations, which then follow two
different set-ups (in diesel, ignition
logic, advances and valve management;
injection and throttle management
for gas). Modularity has a clear
advantage: different logics, but with a
common brain – same control architecture,
same engine control unit».
Luca Giovenzana, Innovation
Hybrid Chief Engineer highlighted
that «the compactness of the F28
engine facilitates the integration of
electric machine and inverter, with
the aim of maintaining the footprint
of the current power unit. The reference
hybrid architecture is Low Voltage
(48V) and scalable in High Voltage.
The maximum power for a Low Voltage
system is between 20 kW and 30
kW. The 48V systems allow for greater
simplication in terms of safety
and maintenance than the High Voltage
counterparts, which keep being
the choice for the heaviest uses. Offroad
hybridization allows the electric
machine to be used to improve the
productivity and ef ciency of the ICE,
especially in load transients, due to
the effect of electric torque assist».
4
5
AUTOMOTIVE
#DIESEL #VW #MERCEDES #200HP
VW AND DAIMLER
Alexander Seitz, CFO of VW Group:
«Despite the challenges due to the
Covid-19 pandemic, the brand returned to
protability in the third quarter.»
hanks to incentive schemes, it’s
all smooth sailing for electric
(electried) car sales in France
and Germany. For carmakers,
these news are staving off the spectre of
EU emission nes for selling cars that
failed to comply with due thresholds, in
addition to getting diesel vehicles back
in the game – provided that they are Euro
6d-certied based on NEDC cycle tests.
Which was well proven by the debut of
Golf 8’s GTD version, already available
as a GTI petrol car or GTE plug-in
hybrid variant with a nice 245 hp under
the hood; now it’s diesel turn, with a car
that in spite of all green-tinted, totally
electric-oriented declarations. Volkswagen
is not ashamed of label as ‘the most
powerful turbocharged version in Golf’s
history’, boasting the 2.0 L 4-cylinder
EA288 engine capable to deliver 200 hp
and 400 Nm of max torque already in
the range between 1750 and 3500 rpms,
matched to a dual clutch 7 speed DSG
transmission.
What we’re talking about here is a GTD
that goes 0 to 100 kmh in 7.1 seconds and
reaches a top speed of 245 km/h (which
is not against the law only in Germany)
but also boasts an average consumption
of 5.2 L/100 km under WLTP cycle. But
Golf 8 GTD’s most sensational spec is
its NEDC standard CO2 emissions of
117 g/km, as against the 149 g/km of the
GTI petrol variant. A result stemming
from the Twin Dosing technology already
seen on their Passat, whereby nitrogen
oxides are reduced by means of two
SCR catalysts arranged in series and twin
The word ‘Diesel’ is
forbidden. Marketing
ofces would arise. Yet
VW, strongly focused
on decarbonization,
has launched the most
powerful Golf diesel ever
AdBlue injection. Stuttgart has responded
swiftly to Wolfsburg’s onslaught
on the diesel mid-size segment: to meet
the never-really-subsiding interest of the
market in diesel cars, on Mercedes Class
A (Class B MPV, too) since the MY2021
Renault’s 1.5 TdCi was thrown out of the
window in favour of the innovative “Q”
version (“Q” meaning “quer”, transverse
in German) of their 2L turbodiesel
OM654 Euro 6d already found on Class
C and Class E, matched to an 8-speed
DSG transmission. With 150 hp and a
320 Nm torque, the A200 has a reasonable
0-100 kmh time of 8.6 seconds; the
derated A180 version featuring a mere
116 hp and 280 Nm of torque is slower
and does not get below 10 seconds. By
the way, with the OM654q propeller an
exhaust after-treatment system with dual
SCR catalysts (but without twin Adblue
dosing) gets on the road for the rst time.
And it’s not doing badly at all, given its
CO2 emissions of 112 g/km tested according
to NEDC standards.
S7509
7.5-liter 228.4kW
V5009
5-liter 157.3kW
V4309
4.3-liter 115.7kW
Enhancing
Kubota 09 Series
4 ⁄ 6 cylinder diesel engine
6
www.kubota-eu.com
ON ROAD
#MAN #BUS #LIONSCITY #GAS #SUSTAINABILITY
MAN LION’S CITY 12C G
THE GERMAN HYBRID SYSTEM
MAN Efficient Hybrid system is designed to manage the start&stop funcon
at stops, and recharge Ultracap and 24V baeries through a CSA electric
motor. Its main components are: a connuous 6 kW electric motorgenerator,
developed by MAN together with Nidec and ‘ed’ between
the engine and the gearbox; a 48V power line connecng it to a CSAI
AC/DC inverter; a Ultracap 48V Eberspacher-Maxwell group; a 48V/24V
converter powering the on-board network and a mass distributor. All this is
electronically managed so to have an almost neutral energy balance at the
48V circuit, while having a wide margin at the 24V network, which needs to
be able to operate at all stops where the engine is switched off.
This does not involve any addional operaon for the driver while driving,
nor does it lengthen the overall travel me, since the starng of the
thermal engine occurs
simultaneously with the
releasing of the stop
brake controlled by the
accelerator.
The result is a zeroemission
vehicle during
stops with an addional
fuel saving of up to 10
percent, under the
best condions.
AN Lion’s City 12C G, a hybrid
bus with a gas-fuelled
engine, features interesting
aspects from a strictly technological
point of view. It is only fair
to say that it meets the need of balancing
the evolution towards the so much
desired environmental sustainability
with the economic aspect that public
transport companies will increasingly
have to face from now on. Therefore,
this hybrid solution with an endothermic
gas-powered engine is a compromise
which will surely be appreciated.
Said endothermic engine is an in-line
6-cylinder gas-powered MAN E1856
with a 9.5-litre displacement capable
of delivering 235 kilowatts of power at
1,900 rpm, and compliant with Euro 6D
emissions standards. A MAN-Nidec
electric motor-generator is mounted
at the outlet of the combustion engine
and acts as a power generator, starter
(stop/start function at stops) and starting
boost. The 48V Ultracap group is
also provided on the roof together with
an energy management module.
The use of methane,
instead of diesel, to
fuel the engine does
not seem to affect the
performances in terms
of acceleration. MAN
also redesigned the
engine layout inside the
vehicle in order to save
some valuable space
The new traction features have
prompted MAN to rethink the endothermic
engine arrangement inside
the vehicle. The L4C (Lion’s for City)
project, which encompasses a single
engine family regardless of the power
source, has replaced the bulkier horizontally
positioned E28 engine with a
more compact and vertically positioned
E18 model in the ‘cabinet’ in front
of the rear door.
The result is a more classic and denitely
more functional layout, already
seen in the diesel version.
It seems that the use of methane instead
of diesel has not affected its performances
in terms of acceleration, with a
constant progression up to around 25-
30 km/h before proceeding in a slightly
‘softer’ manner once launched. As for
its fuel consumption, the manufacturer
claims a reduction of a few percentage
points even without using the MAN
Efcient Hybrid system start&stop
function (see box above).
The collaboration with the ZF fellow
countrymen is more than clear when it
comes to its key driveline components,
such as the gearbox. The Ecolife 2 is
a six-speed gearbox plus reverse, with
a range of use that reaches its maximum
efciency between 1,200 and
1,800 rpm. Specically, at 1,200 rpm
the engine already delivers 70 per cent
of its maximum power, while at 1,800
rpm it is possible to achieve the best
compromise between performance and
specic consumption.
MAN Lion’s City 12C G axles are also
by ZF: the front one is a ZF RL82EC
independent wheel axle with superimposed
triangles. The rear one is a ZF-
MAN HU 1330, which is anchored
to two moulded pro-
les, welded to the
frame and acting as
a support, by means
of two longitudinal
tie rods at the top,
and by means of two
triangular tie rods at
the bottom.
Wabco ECAS pneu-
matic suspensions are electronically
controlled, with an integral device for
lifting and lowering the vehicle.
The ‘kneeling’ system allows the vehicle
to tilt by approximately 80 millimetres
to further help passengers to get on
board at stops.
The service brakes are of the integral
pneumatic type with two independent
circuits. The safety valve is a typical
four-way valve for separating the system
circuits. The brakes are self-ventilating
disc brakes, while the hand brake
is a mechanical spring brake which
acts on the rear axle brakes. The Wabco
ABS/ASR system with EBS is also
provided, allowing for an electronic
braking management with equal effort
distribution and an even consumption
of friction linings. The ESP stability
control system is optionally available.
8
9
NEWSROOM
#BAUMACHINA #CARNOTENGINES #DEUTZ #JOHNDEEREPOWERSYSTEMS
DEUTZ AND JDPS
Deutz and John
Deere Power Systems
announce engine
collaboration for range
engine up to 130kW.
This is the beginning
of a story that may
herald very interesting
developments
eutz and John Deere Power
Systems announce engine collaboration.
Does the news surprise
you? It surprises us a bit,
also because we had collected several
rumours about John Deere’s possible
collaboration with other engine
partners. The direction as far as John
Deere is concerned is clear: if the bar
has moved up with the 18-litre diesel
engine presented at the Conexpo Las
Vegas, under 4.5 litres there is only
the 3-cylinder 2.9 litres displacement,
mainly for captive applications. It remains
to be seen how Deutz will move,
which under 130 kilowatts presents
the TCD 4.1, TCD 3.6, TCD 2.9 and
TCD 2.2, as well as the two engines
in collaboration with Kukje Machinery.
Anyway, the news is a ‘news’ in all
respects.
We report what both companies said.
“Deutz and John Deere Power Systems
have announced plans to jointly
develop and source components for a
low horsepower range engine up to
130kW. Working together, the parties
will be able to develop an engine that
provides customers additional and
exceptional value upon initial purchase
while retaining the reliability,
versatility, and performance they’ve
come to expect from John Deere and
Deutz engines.
John Deere and Deutz bring different
perspectives and capabilities to the table
and, through this collaboration, the
two companies can broaden their supply
base and benet from global scale
ultimately translating to increased
customer value. The co-development
and co-sourcing scope includes engine
hardware and design, from which each
company will customize its product to
meet customers’ specic needs through
engine software and controls. Engine
manufacturing and distribution will be
done independently by John Deere and
Deutz”.
«John Deere and Deutz are both industry
leaders in designing and manufacturing
innovative power systems», said
Pierre Guyot, senior vice president,
John Deere PS. «Through combining
our complementary knowledge-sets and
focus areas, we are excited to offer John
Deere and Deutz customers a reliable,
cost-effective engine option in the low
horsepower range».
Deutz CEO Frank Hiller stated: «The
fact that John Deere chose Deutz as a
collaborator for this engine project underlines
our strong position in off-road
engine applications. This collaboration
is an important step in establishing
a business relationship between
the two companies. We are very excited
about the opportunity to join forces
with an industry leader like John
Deere thereby creating value for our
customers».
2,867 EXHIBITORS AND
AROUND 80,000 TRADE
VISITORS
auma China 2020 con r-
med two good news: that
China has de nitely come
out of the stagnation caused
by the pandemic and that there
is light at the end of the tunnel.
Slightly more than one year has
passed since the SARS-CoV-2
outbreak in Wuhan, about 800
kilometres from Shanghai. After
four show days, bauma CHINA
2020 ended on November 27.
Despite the COVID-19 crisis and
Carnot Engines towards net zero CO2
Founded in 2019 in the UK, Carnot Engines promises to be
disruptive in the internal combustion engine eld. How? By the
continuous reseach on game-changing ceramic power units
capable to halve fuel consumption and reduce CO2 output down to
zero. «Modern ICE typically waste a third of fuel energy to cooling
systems - the company says - which prevent metal components
from melting, and therefore have ef ciencies of only 35 percent».
the latest travel restrictions, this
year’s exhibition attracted 2,867
exhibitors and around 80,000 trade
visitors. Stefan Rummel, Managing
Director of Messe München,
commented: «The year
2020 was marked by special challenges.
But the construction machinery
industry and its economy
continue to grow while the effects
of the epidemic are being warded
off. There is far-reaching demand
for innovative technologies, intelligent
and low-emission machines,
and vehicles with integrated digital
solutions. Hand in hand with
our partners we therefore made
everything possible and provided
the industry with a platform even
in times of crisis».
10
ON ROAD
#WEICHAI #BOSCH #EFFICIENCY #BAUDOUIN
WEICHAI AND BOSCH
BAUDOUIN AND THE VIRTUOUS SYNERGIES
At MEE 2018 Baudouin woke up to its hundredth anniversary
and a top spot on the PG scene. Weichai’s bold entry into the
company’s share capital dates back to January 2009, marking
what the corporate website’s French version calls the rebirth.
In 2014, the Series 12M26.3 showed up at Hamburg’s SMM in
Baudouin’s natural environment – commercial applicaons – and
in Cannes’ leisure boang event. The 12-cylinder V engine, 31.8L,
features a high-pressure pump and a wastegate for each bank,
1800 bar common rail, ECU and hydraulic components by Bosch.
2020 marks the presentaon of their PowerKit Gas, available
across a range of eight electronically controlled, CHP ready
engines with power outputs spanning from 63 to 1750 kVA at 50
Hz and from 63 to1400 kVA at 60 Hz. Plus, the same year saw the
birth of three diesel engines: model 4M06 intended for telecom
applicaons, 2.4 L displacement, 4 cylinders, and 18-35 kVA Esp at
50 Hz; the 8M21, delivering 450-660 kVA at 50 Hz, to be followed
by a switchable 50/60 Hz model available over the course of the
year. Lastly, the 20M33, geng to market in 2021 in a range from
2000 to 2500 kVA across PRP, DCP and ESP rangs.
Volkmar Denner, Robert Bosch CEO: «In increasing
the ef ciency by four percentage points, we have jointly
reached a new milestone. Even though the diesel engine
is nearly 130 years old, its developments continue.»
0% thermal efciency? Yes,
according to what Weichai
and Robert Bosch recently
announced. Already in the recent
past Volkmar Denner, CEO of
Bosch, said: «Renewable and synthetic
fuels can contribute greatly to
limiting global warming. Their use
has a much faster ecological impact
than replacing vehicles and infrastructure,
as existing lling stations
can remain in operation. Synthetic
and renewable fuels should soon be
part of the CO2 eet regulation for
passenger cars and trucks». And
what do you think about the next sentences?
«There’s a future for diesel.
Today, we want to put a stop, once
and for all, to the debate about the
demise of diesel technology. The new
diesel engines are the propulsion en-
gine of the future, not the problem,
but an important part of its solution».
These sentences don’t come from
a hallucination and don’t date back
to the early 1970s. Volkmar Denner
Weichai has raised
the bar of ICE brake
thermal ef ciency over
50%. At the ceremony,
CEO Tan Xuguang
announced that in
the future Weichai
will move towards the
goal of 55% brake
thermal ef ciency for
diesel engines
himself made this endorsement. And
now, nally, the Weichai Group rised
the bar of the brake thermal ef-
ciency, during a ceremony held ceremony
in Jinan, Shandong, China,
on September 16, 2020. At the ceremony,
world authoritative testing organization
TÜV SÜD, and China’s
national internal combustion engine
testing organization China Automotive
Technology and Research Center
Co., Ltd. both awarded Weichai certicates
for brake thermal efciency
of 50.26%. We will now summarise
the premises that led the Chinese
company, founded in 2002, to achieve
this goal, arm in arm with Bosch.
Since 2015, Weichai has established
a special technical research team to
use a large number of simulations
and bench tests for thousands of so-
lutions attempts and improvements.
Every arduous cumulative progress
of 0.1% nally led to a historic
breakthrough. Weichai created ve
proprietary technologies: advanced
elds synergy combustion technology,
harmonius design technology,
exhaust energy distribution technology,
subzone lubrication technology
and WISE control technology.
All these help solve a series of worldclass
problems and achieve high ef-
ciency combustion with low heat
transfer, high PFP with high reliability,
low friction loss, low emission
pollutants, intelligent control, etc.,
so that the brake thermal efciency
of the base diesel engine exceeds 50
percent.
Among these technologies, the
advanced elds synergy combustion
one optimizes the design of the air
passage, fuel injection, combustion
chamber prole and other systems
to make the relationship between the
velocity eld and concentration eld
in the combustion chamber more
harmonious, and the combustion
speed increases by 30 percent.
The harmonius design technology,
in view of the difcult problem that
the diesel engine body’s ability to
withstand the high PFP greatly limits
combustion improvement, selectively
weakens some parts in order to nally
strengthen the overall structure, and
increases the system’s PFP withstand
capacity by about 60 percent.
Exhaust energy distribution technology,
in response to the increased dif-
culty of pollutant emission control
caused by improved combustion, pio-
neered reconstruction of the exhaust
system design. It adapts to the demand
for exhaust gas recirculation,
while ensuring the efciency of turbines,
meeting the requirements of regulations
and standards and achieving
a 1 percent increase in brake thermal
efciency at the same time.
Subzone lubrication technology is
developed based on the different
characteristics of the friction pairs
of the system, and uses different
friction reduction technologies in
different areas to reduce the overall
friction by 20 percent.
WISE control technology, using the
advantages of Weichai’s self-developed
ECU, creatively develops a series
of more precise control predictive
models, so that every part of the diesel
engine can be more efcient.
12
13
INDUSTRIAL
#BRIGGSANDSTRATTON #KPSCAPITALPARTNERS #CHAPTER11
BRIGGS & STRATTON AND KPS
GOLF: GENUINELY ‘GREEN’ BATTERIES
We already covered Briggs & Straon’s electric twist during the
Vanguard Engines & Baery Power 2019/20. Recent news is that a new
manufacturing facility in Tucker (Georgia), near Atlanta, was added to the
exisng Milwaukee plant. As of the 10th of June, four producon lines have
been supporng the company’s penetraon into a 12-billion-dollar market
including military, earth-moving, leisure and lawn&garden applicaons.
It seems that the company’s engineered, fully made in US baeries did
not go unnoced, as shown by their supply agreement with Ingersoll
Rand to power Club Car vehicles with their Vanguard Commercial Lithium-
Ion Baery Packs. The supply began in July and earned Briggs&Straon
baeries a label as ‘green’ in the narrowest sense.
They are intended for use on the Fleet Club Car golf vehicles. «The
Vanguard Commercial Lithium-Ion Baery Pack is unique because of
its modular construcon. This exibility, coupled with over 110 years of
power applicaon experse, allows us to work closely with a wide range
of customers and needs, developing a rugged soluon that provides the
required amount of power and runme. In addion, we also offer the
convenience of product tesng and further system renement in our Power
Applicaon Center» said Jeff Zeiler, Vice President of Product Innovaon.
Steve Andrews, Briggs & Stratton’s President and CEO: «In the rst
three months of our scal year, nearly all parts of our business globally
are performing stronger than last year. In fact, this is a better start than
we’ve seen in a number of years.»
he acquistion all of the assets of
Briggs & Stratton Corporation,
and certainly of its wholly-owned
subsidiaries from KPS Capital
Partners, dates back to September
23. KPS Special Situations Funds
is a private equity investor managing
approximately 11.5 billion dollars in
assets (data as of 30 June 2020). How
did B&S get to this point? Blame it
on coronavirus, hitting Milwaukeebased
company’s will to power –
hope you’ll excuse us for dragging
in Nietzsche – like a biblical plague.
We had left off at Vanguard Engines
& Battery Power 2019/20. Regretfully,
the Covid19 – a so-called black
swan event – got in their way, hindering
their plans for a relaunch and
virtually forcing the company to le
for Chapter 11 bankruptcy protection.
That’s where KPS came into play,
with reported annual revenues of 7.7
billion dollars from the 146 manufacturing
operations scattered across 26
countries that make up its galaxy of
businesses and manufacturers.
KPS Special
Situations Funds
is a private equity
investor managing
approximately 11.5
billion dollars in assets
(data as of 30 June
2020). Steve Andrews
is the new Briggs &
Stratton’s CEO
The company is now eager to resume
from the relaunch plans the pandemic
has meddled with, and, what’s
more, aims to strengthen activities in
the pipeline. KPS has acquired substantially
all of the assets of Briggs &
Stratton Corporation free and clear of
all liens, claims, encumbrances and
interests through a sale under Section
363 of the United States Bankruptcy
Code. The U.S. Bankruptcy Court
for the Eastern District of Missouri
formally approved the transaction on
September 15, 2020. With the completion
of the sale to KPS, Briggs &
Stratton has successfully exited from
its Chapter 11 bankruptcy proceeding.
Engine platforms were, and will be
also in the future, the beating heart
of their business, which includes
Milwaukee-made battery packs that
seem to have quickly earned appreciation
at golf courses (see box).
Michael Psaros, Co-Founder and
Co-Managing Partner of KPS,
said: «This is the beginning of a new
era for Briggs & Stratton, a legendary
brand in American manufacturing
and the leading company in its industry.
The Company has a new owner,
a new CEO, a new Board of Directors
and a renewed focus. Briggs &
Stratton launches with a portfolio of
industry-leading products sold under
iconic brand names, a rock solid
capital structure and access to KPS’
nancial resources and expertise.
We look forward to accelerating the
Company’s growth by increasing its
already substantial investment in
research and development, technology
and new product development.
KPS will also provide the capital for
Briggs & Stratton to pursue strategic
acquisitions». The CEO and President
announced by Psaros matches
the sketch of Steve Andrews, who
has been cooperating with KPS for a
very long time. He said: «I am honored
to lead Briggs & Stratton. Free
of any legacy liabilities, and with a
strong balance sheet and the Company’s
world-class workforce, we
have an exceptional opportunity to
build upon the Company’s leading
market position. I am also pleased to
partner and collaborate again with
KPS, a rm that has distinguished
itself as a global leader in transforming
businesses and is ideally suited
for this exciting venture». «Many of
the external challenges that seemed
to hit the Company all at once are
starting to stabilize», added Andrews,
«weather is in our favor; the stay-athome
environment has positively impacted
our business (…) and, we’re
now a well-capitalized company,
unencumbered by past liabilities, so
we can focus on growth. In the rst
three months of our scal year, nearly
all parts of our business globally are
performing stronger than last year».
What about the products focus? Andrews
states: «While residential engines
and products remain a core
part of what we do, we will continue
to strategically focus our offerings
to include commercial engines and
products, lithium-ion batteries and
other systems and products that will
help make our commercial customers
more productive and pro table».
14
15
INTERVIEWS
#PUNCHGROUP #PUNCHTORINO #GMMARINE
PUNCH GROUP AND GM
THE BEAUTY OF DIESEL
Massimo Giraud, OEM Sales Key Account Manager, focuses
on endothermic engines for marine applications.
«With GM’s former colleagues the goal was to develop diesel
engines for highly efficient marine applications, with the
ability to manage them through an effective control system.
We used automotive control units, making them userfriendly,
removing a part of unnecessary software for marine
engines and adding another one that allows the calibration
of some engine parameters and communication with the
boat SW. Then, the engine is born with a basic calibration
to be then refined on the basis of the characteristics of
the propeller and the boat. The V8 Duramax 6.6, our
most powerful engine, revised in architecture by Automac
Engineering, will soon be available for boats. Considering a
6-cylinder, we find the SCR integrated into a very compact
aftertreatment system. Unlike the under floor solution, this is
already mounted on the engine, thus making its integration
much easier. There is also a low-pressure EGR system that is
not required for a marine engine».
Doug Parks, GM executive vice president: «We wanted the best solution
for our employees and our company – the transfer of ownership to Punch
Group, in addition to an engineering services agreement, does just that.»
M initials are strongly evocative
of endothermic suggestions.
The origins of marine
propulsion are on the road,
and General Motors’ tradition in this
area is denitely a long one. GM
Marine attended last year the Genoa
Boat Show for the rst time and did
not miss the 60th edition, boasting
the new brand ‘Punch Torino’.
In Genoa, we met the company’s
CEO, Pierpaolo Antonioli, and
talked about several hot topics.
«If you think about what is happening
today, including the war on diesel and
the total transition to electric», says
Antonioli, «you easily realize that
electricity is not always economically
sustainable. In addition, it involves
a number of problems, from battery
GM Marine is
distributed in Italy by
Punch Torino.
The company
attended the Genoa
Boat Show, last
October, for the
second year in a
row. We interviewed
Pierpaolo Antonioli,
CEO of Punch Torino,
who told us about
the company’s point
of view. From diesel
engines to future
hydrogen options
recycling to infrastructure availability,
which limit its application and
beyond. Engineering today suggests
that diesel engines are very ef cient:
focusing on nitrogen oxide levels, they
are so low that we have been forced
to change the measurement systems.
The fact that the diesel has been accused
of being highly polluting for wellknown
reasons is not entirely correct.
The sore point, and we are all aware
of this, regards all those eets equipped
with obsolete and really polluting
engines. What is more, there’s a problem
of social responsibility: in Europe
in particular, massive investments
have been made in factories, technical
development, jobs and culture,
which are a heritage to be preserved».
Hence the digression on a topic on
which we have focused on, hydrogen.
«The Punch Group rmly believes in
diesel, to the point of proposing it also
in the marine eld. However, we have
also invested in the hydrogenisation
of diesel engines», adds Antonioli.
«That’s because the diesel cycle can
be converted for use with biofuels,
which means diesel plus hydrogen
for Punch. The type of development
we pursue (and consequently our investment)
is the production of engines
that work with both diesel and hydrogen.
This is for two reasons: because
of the investments made by us and
our customers and to stay competitive
with industries such as those in
Asia, which are taking advantage of
the questioning of the internal combustion
engine. Other brands carried
out similar experiments in the past,
using hydrogen – be it blue or green
– with a diesel engine but with no success
due to the ef ciency loss. In order
to maintain the same level, certain parameters
have to be changed, among
which adapting the combustion chamber
is essential».
«Another project we are working on
is that of fuel cells», continues Antonioli.
«In a nutshell, we believe that
the diesel engine has a future, including
in the marine sector; Punch is
the of cial dealer of GM Group diesel
engines; in addition, we will add
a product line featuring diesel and
hydrogen branded Punch. It is therefore
clear that diesel is by no means
dead. It’s still one of the most ef cient
and low-cost engines. An example is
the 6-cylinder we developed last year
in the US, which is one of the most
ef cient onroad engines even compa-
red to gasoline hybrids», says Pierpaolo
Antonioli, who talked also about
hybridization in the marine eld. «Finally,
in the marine eld we are developing
patents focused on parallel
hybrid: the electric part, which operates
in parallel with engine propulsion,
can be used in speci c contexts
such as in port or in marine protected
areas, while in all others situations
the diesel is used both for propulsion
and as a generator for batteries».
In the end, the manufacturing map
in a nutshell. The 6-cylinder is manufactured
in the United States,
in Flint, Michigan. The 2.8-liter
4-cylinder version was produced
until June 2020 also in Thailand,
as well as Brazil, where it is still in
production. The V8 diesel engine is
made in Ohio (USA).
16
17
OFF-ROAD
#PERKINS #CMET #OEMS #ENGINEERING
PERKINS CMET
SOUTH AMERICAN DISTRIBUTION
South America seems to be quite a lively market for Perkins.
In fact, the company has recently released a couple of
interesng news about its presence in some of the South
American countries. First of all, there’s a new authorized Perkins
distributor for Bolivia. Mainter Bolivia is a company based in
Santa Cruz de la Sierra, the country’s nancial and business
capital, and is supported by an addional seven workshops
around Bolivia.
Uruguay is a country of around 3.5 million inhabitants, although
it benets from a strategic locaon, close to Argenna and
Brazil. For the distribuon of Perkins engines in Uruguay, Diesel
Motors, based in the capital Montevideo, has been chosen.
«Tradionally, Uruguay is very strong in the agriculture and
livestock sectors, but we’ve also seen increased investment in
large construcon projects», stated Jaz Gill, Vice President of
Global Sales, Markeng, Service and Parts at Perkins. «As a
result, new and used Perkins-powered machinery is coming into
the country, all of which needs to be serviced and supported.
Diesel Motors is well-placed to ensure our valued customers
receive exceptional service given their expertise and reach
across all regions in Uruguay».
Perkins’ CMET includes engineers, technicians and business
specialists working in close cooperation with customers.
ganized to work in close collaboration
with customer engineering and
business teams to achieve optimized
results in minimum time.
OEMs can turn to Perkins CMET
whenever they need to create an
Since 2017,
Perkins CMET
collaborations have
helped customers
cut as much as
nine months from
R&D programmes
to upgrade existing
machines or develop
entirely new products
here’s an acronym that is
becoming increasingly widespread
in the industrial
world. Such an acronym well
describes the expertise of a team of
professionals who have the task to
work along with OEMs whenever
they need to approach a Perkins engine.
Let’s see here the features and
benefits of this peculiar approach.
Perkins CMET, or rather Customer
Machine Engineering Team, includes
individuals with a vast experience
of Perkins products and the
specialized skills needed to take a
project from concept to either a prototype/production
machine or a functional,
fully tested machine depending
on the need.
The team includes engineers, technicians
and business specialists orupgraded
or new product. In such
cases, OEMs have to make a fundamental
choice. Either spend time
and resources creating an internal
team to research and develop a solution
from scratch, or take advantage
of hundreds of years’ worth of realworld,
hands-on experience that
already exists.
Since 2017, Perkins CMET collaborations
have helped customers cut
as much as nine months from R&D
programmes to upgrade existing
machines or develop entirely new
products.
In particular, the CMET team includes
an engineering lead and a sales
lead to facilitate effective communication
and coordination between
Perkins and the customer to drive
the CMET process through to com-
pletion; design engineers responsible
for the design of the new engine
installation and creation of engineering
drawings; a supply network
specialist to source, purchase and
deliver components and organisation
of the customer machine.
Also, testing and development engineers
and technicians are required to
instrument and baseline test original
machine; strip, rebuild and instrument
machine with new engine; test
and develop new engine installation
and nally re-baseline test new installation.
By collaborating with Perkins
CMET, OEMs can access a unique
pool of real-world experience
to help them deal with challenges,
such as meeting emission standards
(the EU Stage V is a valuable example),
updating existing machine or
installing Perkins in place of a competitor
engine.
To summarize, OEMs can choose
to reinvent the wheel every time
they upgrade an existing product or
develop a new one or an OEM can
take advantage of Perkins CMET to
achieve its goals an average of nine
months faster and at a lower cost,
and potentially beat its competitors
to market.
18
19
WEB EVENTS
#KOHLER #HYBRID #GARDEN #GASOLINE
KOHLER FOR GARDENING
«Kohler Engines CheckApp’s
noti cation system sends information
regarding engine maintenance
schedules and deadlines.»
FREE GREEN NATURE. WITH COMMAND PRO
Its name is Icaro X4 and it was designed to protect vineyards form fungi
and microorganism-induced diseases, such as powdery and downy
mildews. The start-up explains that the system is not intended to treat
them, but rather to acvely prevent them. Nomen omen, the Romans
said – the name is a sign – and Free Green aims to preserve wine from any
possible contaminaon from agrochemicals. Icaro can protect up to 10
hectares of land, depending on a set of factors such as slope, ground type,
whether the land parcels to be treated are conguous and the available
routes to move the unit from a property to another.
Each robot needs it own ‘captain’, meaning a real environmental lab
that can be installed in any poron of the property. This lab is aimed to
analyse the plot of land through special sensors detecng wind speed,
temperature, humidity, dewpoint
– which includes a rain sensor and
many more.
Quite an eccentric guy, this ultraviolet
treatment robot. You would expect
it to be running on electric power, if
not on hydrogen. Instead, it is driven
by the Command Pro EFI ECH440, a
single-cylinder 429 cc petrol engine
(bore and stroke: 89x69 mm) 10.4
kW, overhead valves.
ohler’s strategy is shaped
around the specicity of their
eld of action and their engineering
mindset. According
to it, internal combustion engines
are not antique artifacts to be kept on
display like remnants from the past;
going electric just for the sake of it
sounds vaguely similar to fetishism;
and, they intend to be seen as a supplier
of engines spanning the entire
mini and compact-sized spectrum,
from single-cylinder fuel and diesel
engines to 3.4 L KDI’s.
That’s also our point of departure to
tackle the rst set of ash webinars by
Kohler – 15 minutes each – about the
broader “Lawn & garden” topic.
With 2015 Diesel of the year winner
KDI3404’s compact-sized ATS, you
paved the way...
In this case, there is a link between
the designers’ efforts to reduce the
size of 1.9 and 2.5 L versions and the
optimization of ltering and chemical
interaction processes in the ATS sec-
Senecal, the public
defender of ICEs; a
collection of single and
dual-cylinder petrol
engines; the proposed
hybridisation of the 1.9
and 2.5 L versions.
All this, and more,
happened in Kohler’s
four snappy webinars
tion that is shared between the DPF
and SCR units. «Kohler capitalized
on the experience gained with KDI
1903TCRand KDI 2504TCR (Diesel
of the year 2012) to put to market
their KDI 3404TCR available in two
ratings – 56 kW and 75-100kW (with
105 kW being the top of the range) –
featuring an extremely compact after
treatment unit ahead of trends: that’s
the only DOC below 56 kW, with a 6
L volume, tted with what is known as
the “all-in-one” system – DOC and
SCR in one single canning structure
– which simplies installation and
eliminates maintenance costs, and it’s
even smaller than 30 litres in volume».
Electric: why not?
First FOCS’s successor, then the 2.5 L
KDI - while waiting for a 3.4 L ver-
sion (we suppose) to see the light,
too… At the moment Kohler has not
announced any fully electric application.
In their own words, «Kohler
is engaged in developing its own interpretation
of a hybrid engine with
the K-HEM (Kohler Hybrid energy
module), ofcially presented in 2019
at Bauma Munich and Agritechnica.
Not only does Kohler believe that
hybrids can be a bridge towards fullelectric
solutions, but they also think
that hybrids will be the only option for
certain applications in the next future.
The K-HEM technology was devised
and developed with a view to provide
a solution that’s fully self-sufcient in
terms of energy and operating cycle
coverage: its parallel conguration
enables electric energy to be supplied
alongside that from the internal combustion
engine to meet peak operation.
After a rst prototype developed
jointly with a customer, Kohler is now
working on a second prototype truckmounted
forklift».
Taking stock of EFIs.
Electronic fuel injection: this is what
EFI means in essence. It’s the chip that
sets the agenda for small fuel-powered
units, too. «Kohler was a pioneer in
using EFI engines on the gardening
market, over 20 years ago. Originally,
our mission was to unlock higher pro-
ts for professionals in the elds, thanks
to lower fuel costs – 25 per cent less
under many operating conditions. As
we expanded the range and know-how
of electronic control management, we
uncovered additional benets. Lower
fuel consumption also meant increased
productivity thanks to less time needed
for refuelling. Operator training has
certainly improved, in that the engine
might just be started by turning the key.
Tolerance to ethanol and fuel stored
for excessive amounts of time was also
improved, making our EFI engines
easier to start even when fuel quality
has degraded. And even though this is
not an easily quantiable parameter, a
number of users reported feeling more
‘power under the seat’ when working
under demanding lawn mowing conditions.
Above all, engine protection
has been made more efcient, thanks
to EFI’s smart algorithm and the ability
to correct the engine’s anomalous
operating conditions. Exactly like in
the automotive industry, we expect EFI
technology to replace carburetors in
the very near future».
20
21
OEM’S VOICE
#CLAAS #STAGEV #MTU #FPTINDUSTRIAL #JOHNDEERE #YANMAR
CLAAS AND STAGE V
«The cloud-based DataConnect system that enables the exchange of
machinery data between CLAAS, 365FarmNet and John Deere is now
commercially available, with further partners to follow soon»
(Claas Press/Corporate Communication. October 19, 2020).
hen mentioning Claas, puns
are taken for granted. How
did Claas prepare for Stage
V? Certainly, with no
hassle of standardization, but looking
for specic and better designed curves
for all work cycles of each machine family.
Its agreement with MTU for an
annual supply of between 4,000 and
5,000 units was pioneering. An agreement
that encompasses all series from
1000 to 1500, in order to control harvesting
(Lexion and Tucano) and chopping
(Jaguar) operations, and anything
else 4×4 open eld tractors (Xerion)
are designed for.
Common denominators of the abovementioned
engines, segmented into a
5.1-7.7 litre range up to 15.6 litre motors,
are their rise time, durability and
thermal stress resilience values.
FPT Industrial got onboard at the time
of Tier 4 Final, with the Cursor 9 for
the Axion 900, by shaping, for exam-
With the shift to the
Stage V, the Torion
1511 is now equipped
with JD’s 6-cylinder
and the 1410 gains a
few kilowatts of boost.
MTU on harvesters
(and not only), FPT
with the Cursor 9,
John Deere with the
4.5 and 6.8 liters
engines.
And nally, Yanmar...
ple, its torque curve according to the
needs of the Axion 960, the top model.
The announcement of the N67, which
delivered 161 to 204 kilowatts in Tier
4 Final, dates back to 2013 and, as for
the Cursor 9, it even goes back to 2008,
at the time of IIIB. The difference, renewed
in Stage V, between the equal
displacement engines by John Deere
and FPT relate to the “allergy” of the
latter to exhaust gas recirculation, limited
to its NEF and Cursor series.
The Axion 900 combines the Stage V
powertrain with CEMOS, an interactive
assistance service, and the CTIC
tyre pressure control system. At 1,800
rpm, its power covers a range from
239 to 327.2 kilowatts, depending on
the model. With the proven low-speed
concept of the OEM based in Harsewinkel
(right mid-way between Ha-
nover and Dortmund), the 1,860 Nm
torque is available at 1,400 rpm. The
CMATIC CVT also ensures that the
maximum torque can be called up at
all speeds, from 0.05 to 50 km/h. Four
automatically selected mechanical ranges
allow high overall efciency to
be achieved. The idling speed is 650
rpm. The Axion 900, 800, 600 and 500
tractors can be optionally equipped
with the CEMOS system, introduced
in 2018, which in practice has shown
a double-digit saving in diesel consumption.
How? An interactive, selflearning
driver assistance system records
tractor-specic parameters, such
as ballast and engine load, equipment
data such as traction devices, and settings
for many types of ploughs thanks
to the data stored on it. Let’s now drop
the power level abruptly to talk about
the wheel loaders by Torion, which
for its three mid-range models (1177,
1410 and 1511), in collaboration with
Liebherr, has reconrmed John Deere
solution for Stage V. In fact, the 4- and
6-cylinder engines, which are equipped
with a 1.1 litre cylinder displacement,
deliver 103 and 120 kilowatts at
2,000 rpm; while the top-of-the-range
Torion 1511 delivers 138 kW at 2,200
rpm, that is a 12 per cent difference
compared to its predecessor. However,
more power and torque require a suitable
transmission, which is why Claas
has conveniently converted the Varipower
so to allow it to ‘metabolise’
the generous torque delivered by the
Deer. The result is a powertrain able to
provide even more rapidity for fast loading
cycles. The previous regulatory
transition has also involved John De-
ere, who used to equip the Arion 500
and 600 with the same displacement.
From Tier 3 to Tier 4 Final, the minimum
rotational speed was lowered
from 800 to 650 rpm, so that to reduce
consumptions and emissions. In this
range the new Arion 510, with 560
Nm, and the Arion 660, with 834 Nm,
guaranteed by its specic ‘Boost’ function,
open and close the Arion offer.
Three years ago, the identity of the
other low entry engines was also revealed.
The two smaller models (Torion
535 and 639) are powered by 46.3 kW
and 50 kW Yanmar engines, which
are Stage IIIB compliant. The hydrostatic
transmission has two ranges: F1
from 0 to 6 km/hour and F2 from 0
to 20 km/hour. The articulated tipping
loads of the Torion 639 and 535 are
3.45 and 3.85 tonnes, respectively.
22
23
FISH-EYE
TORSUS PRAETORIAN AND MAN
A sturdy and innovative
4x4 off-road bus.
The Torsus Praetorian
can be customized
in several ways and
be suitable for many
applications. Including a
school bus option for up
to 35 passengers
24
25
FISH-EYE
#TORSUS #PRAETORIAN #MAN #OFFROAD #BUS #REDDOT
The engine: MAN D0836
MAN’s D08 engine features a specic torque
of 167 Nm. The six-cylinder engine relied
on the tried and tested supercharging
system, oen based on variable geometry,
with two stages of air compression. Such an
approach is not at all dogmac, as proven by
the D3876 model, Diesel of the year 2016,
featuring a dobule stage turbo on trucks and
a simple blower with waste gate on forage
harvesters. The common rail, on the D0836,
is calibrated to quite mild pressures (there
is no need for further pressure), 1,800 bar
to be precise. Since the Euro6C standard,
the aertreatment system is entrusted to
the ultra-compact SCRT module, which
places the catalyc converter inside a
parallelepiped at the inlet, followed by the
DPF. The gases connue ‘upstairs’, in this
cube, where the supply of urea takes place,
followed by chemical conversion and, nally,
where the residual ammonia fractions are
processed.
Transmission: ZF or MAN
As for the transmission, the Praetorian has two different
opons. The rst one is ZF’s 9-gear Ecomid manual
transmission originally designed for heavy-duty trucks.
Lightweight and compact, such a soluon is parcularly
suitable for vehicle with overall weight up to 36 tons.
The 9 gears in direct drive or overdrive version effecvely
apply the engine power to the road and support a fuelefficient
driving style. The parcularly powerful starng
gear (crawler) provides assistance when launching with
a high tonnage and on a gradient. Furthermore, the lowmaintenance
manual transmission integrates all funcons
into a stable aluminum housing.
The second opon comes from MAN and is the TipMac
12 12 OD automac gearbox. It has 12 forward gears plus
two reverse gears. Such a system independently takes
care of clutch actuaon, gearshis and the gearshi
strategy. When the vehicle is engaged in challenging
routes, the automac gearbox relieves the driver of
having to operate the gears, allowing him to focus on the
surrounding traffic. Also in this case, the manufacturer
ensures reduced fuel consumpon as well as longer
clutch service life.
sults in an almost natural predisposition
to customization. Using the
same base structure, both Terrastorm
and Praetorian can be adapted
to completely different uses and
applications, from cargo versions
for freight transport to ambulance
or coach to accommodate up to 20
Rough, complex
routes, impossible
to tackle for any
traditional bus. This
is the favorite ground
of the Praetorian,
Torsus’ agship model,
awarded this year with
the Red Dot Design
Award
orsus is an international manufacturer
that started its business
in 2016.
Headquarters in the Czech
Republic, production plants in Slovakia
and, most important, a partnership
with Volkswagen and MAN
for the development of both chassis
and powertrain components. Which
are used – as Torsus points out – in a
production process that is entirely designed
and carried out by the Czech
company.
Alongside the Praetorian, in the current
Torsus range there is another
vehicle, the Terrastorm, that is a van/
minibus also featuring four-wheel
drive and intended for off-road, developed
on the basis of the Volkswagen
Crafter.
Even before entering the driveline
topic, what unites both vehicles is
an extreme versatility, which repassengers
as for the Terrastorm up
to the multiple configurations of the
Praetorian. The different coatings
and accessories can in fact transform
the simple basic version into
a military vehicle or a rescue vehicle,
a ski bus able to face snowy routes
or rather a vehicle suitable for
safaris or complex excursions, up
to the riot configuration for police
operations.
What is perhaps most surprising
and attractive is a less armoured
configuration, that of school bus
able to carry up to 35 students to
scarcely urbanised areas, with a
well-defined social function and of
course in complete safety.
The reliability of the Praetorian
also lies on the engine, the sixcylinder,
Euro 6 MAN D0836
which provides 213 kilowatts and,
above all, a longer operating life
thanks to the optimization (in number
and weight) of its components
as well as the use of particularly resistant
materials.
Speaking of the various options
available, Torsus offers a double
transmission option: the manual
9-speed ZF and the automatic
12-speed MAN Tipmatic in a specific
configuration for off-road applications.
Another component of the driveline
subject to particular stress
precisely because of the nature of
off-road vehicles are the axles, also
in this case from MAN and specifically
designed for off-road routes.
This implies an increased ability to
transmit torque to the wheels but
also a superior ground clearance
and the availability of differential
lock.
The braking system is also subject
to considerable stress: the MAN
BrakeMatic system is of great help,
providing EBS (Electronic braking
system) and an ‘enhanced’ ABS for
off-road routes.
The Praetorian features drum brakes
for both the front and the rear
axle. The engine brake features a
throttle housed in the exhaust circuit.
When engaged, the engine
delivers an additional thrust which
meets the back pressure in the
exhaust system increasing the braking
effect.
Indeed, the D0836 engine provides
a braking power of 138 kilowatts.
26
27
OFF-HIGHWAY
#RICARDO #ELECTRIFICATION #ALTERNATIVEFUELS #AG #CE
RICARDO FOR PROPULSION
A FUEL CELL TRUCK WITH TOYOTA MOTOR
Quite an interesng case study saw Ricardo working with Toyota
Motor North America. The aim was to test the integraon of a fuel cell
powertrain to a commercial Class 8 truck, for an extremely signicant
emissions reducon.
A joint effort, indeed: in addion to the fuel cell system based on the
well-known Mirai technology, Toyota supplied baeries, motors and
inverters, while Ricardo handled the overall vehicle electricaon, the
thermal systems, fuel tanks and refueling systems, also overseeing the
physical build and commissioning stages. The successful integraon
of the Toyota powertrain in the vehicle and adaptaon to the new
propulsion
system, as well
as the increase
in hydrogen
storage capacity,
were among the
strengths of a
project that began
a few years ago.
In the rst year of
validaon, more
than 8,500 miles
were covered.
ero carbon, low emission,
clean combustion. These sayings
have now become part
of the debate on the future of
mobility. Introduced by the various
medium- to long-term European or
international plans and rapidly turned
into trends that OEMs and manufacturers
of semi-nished products and
components have to deal with in their
development plans. Because the matter
of sustainability will feature at
least the next 20 years.
Ricardo, one of the leading global
engineering companies, is convinced
of this, and through its Italian
branch, organized a long and interesting
virtual meeting that was absolutely
vertical. Indeed, it focused
on a specic sector, off-highway,
for which the sirens of emission re-
duction have begun to sound. With
a noticeable as well as fully understandable
delay compared to the onroad
sector. However, several of the
most up-to-date trends have been
recognized so far.
A piece of advice for
OEMs. Full electric,
hybridisation or nextgeneration
internal
combustion engines,
perhaps based on
alternative fuels,
are options to be
considered according
to a modular scheme
First and foremost, electrication.
Because «the question is when,
not if, regulations will be reinforced
with nancial penalities», said
Andy Skipton-Carter, Head of
Commercial Vehicle, Off-highway,
Defense and Industrial Market Sector
at Ricardo, pointing out that the
main drivers for electrication are
linked to CO2 reduction and improved
air quality, but also to increased
productivity. What is needed,
however, according to Ricardo, is a
modular and, one might say, customized
approach, such as the one tailored
to the characteristics of each
individual type of machine.
Talking about the off-highway sector
more into detail, each vehicle
has different requirements in terms
of power and mobility. Indeed, the-
se are supposed to guide those involved
in the design of machines
and components to the most suitable
choice. For instance, a mini
excavator has low average power
requirement as well as low mobility
requirement. A small tractor is a
bit higher in terms of requirements.
A crawler excavator has quite high
average power requirement. A highpower
tractor needs high power and
has to be very mobile. Equipment
with high average power is more suited
to combustion engine for prime
power source. On the other hand,
applications with more stationary
work or shorter shifts will favor
high electrication.
Full electric, hybridisation or newgeneration
internal combustion engines,
perhaps based on alternative
fuels, are therefore options to be
considered according to a modular
scheme. Experience in different areas,
availability of simulation tools
for more effective design, test benches
and the ability to analyze data
are the ‘pluses’ that Ricardo may
provide to manufacturers.
Internal combustion engines are still
far from having had their day according
to Trevor Downes and Owain
Davies, two other engineers from
Ricardo.
«Increases in technology for diesel
powertrains, increase penetration of
lower carbon fuels, such as natural
gas, are two key factors looking to
the future: internal combustion engines
remain affordable, ef cient,
robust and capable of operating
in virtually any condition. By in-
creasingly prioritizing strategies
for hydrogen and other alternative
fuels, we will enable the phasing out
of fossil fuels».
When it comes to alternative (and
renewable) fuels, both of the two
big families, biofuels and electrofuels,
present opportunities but also
risks and uncertainties that need
to be known and balanced (exploitation
of natural resources for the
former; huge investments for the
latter). It is certain, however, that,
just to give a few examples, biogas,
hydrogen or bio-methanol may open
up scenarios that were unthinkable
until recently.
This is also the case when it comes
to adapting existing engines to different
congurations based on renewable
fuels.
28
29
ALTERNATIVES
#GEMINIANI #PARKER #HEV #PHEV #BEV #VENICE
GEMINIANI THINKS ELECTRIC
A GOOD RELATIONSHIP WITH PARKER
Parker has developed a 600 kWe power machine, the
GWM310, ranking at the top of a series of permanent magnet
machines, which are 310 mm diameter, 300 mm length,
and liquid-cooled. It is equipped with display systems, called
I-Can, with a master level human-machine interface. This is a
controller that has master remotable components mounted
at various areas of the machines. These are capable to
communicate with each other through a proprietary language
based on the J1939 protocol. The actuators and operaon
control are of the Sid2 type, with double control of outputs
and double soware. An example of a waste collecon boat
in Venice: two electric motors (27 kilowas each) with coupler,
axle, a 96 Volt system, and a storage baery. All the electric
machines can be oversized up to twice as much, that is up to
108 kW of peak power. These kilowas are available as long as
the glycol remains at a temperature of 56 degrees. The mission
consisted in transporng 150,000 kilos at full load: 8 working
hours, 3% maximum gradient, and a speed limited to 15 km/h.
Massimo Geminiani: «The message we
are conveying deals with the coexistence
of hybrid and electric options on the same
machine.»
nternal combustion engines still
remain the playmaker in Geminiani’s
game. At the moment and,
increasingly, in the future, however,
electrication appears to be the
paradigm to be combined. There is a
one and only watchword: system engineer.
Am I correct, Massimo Geminiani?
An advanced system engineer is able
to build a diesel-electric or full-electric
system which not only manages the
dialogue between motor and machine,
but also makes a diesel engine, an
electric machine, the electronics and
application communicate with each
other. Here, at Geminiani, we have the
expertise and devices to deliver the
complete package, I mean including
the satellite system, the software and
components 4.0.
Who is currently best prepared for
the electric breakthrough, the OEMs
in AG or CE?
We see rst the agricultural sector, followed
by the industrial one, and lastly
the power generation industry. There
Geminiani looks at
electri cation.
No longer an
uncertain option then,
but a commercially
off-the-shelf available
solution. In any case,
ICE remains in the
competence of system
integrators
is still confusion around stationary engines.
The manufacturers haven’t got a
clear idea of what Stage V means.
It happens to see variable speed engines
working at constant speed.
What is Geminiani’s core proposal?
The message we are conveying deals
with the coexistence of hybrid and
electric options on the same machine.
It doesn’t make sense to classify
a complete electri cation as an
‘extreme’ solution, not anymore. If in
the basic architecture the generator is
used as a battery recharging system,
but electric motors – suitable for the
speci c use – are positioned downstream,
it means that in the hydraulic
pumps, as well as in the entire architecture
of the downstream machine, it
is possible to add a battery pack and
remove the generator. At this point,
the machine can be de ned as a fully
electric one. An operation that makes
sense in relation to the loads.
In which power bands can we expect
some hybrid options in agriculture?
We have noticed that hybrid applications
are dictated by exhaust emissions
rules. Two are the objectives of the socalled
downsizing, and both are linked
to critical power bands: not exceeding
the 56 kilowatt threshold, thus avoiding
any SCR danger, and the 19 kilowatt
threshold for smaller applications, so as
to avoid DPFs and their regeneration.
What are your marine proposals?
I can mention a shing boat for which
we have a tailor-made 350 Volt system,
an in-line hybrid with diesel engine,
clutch unit, hydraulics, axial permanent
magnet electric machines (60 kilowatts
each), inverter and axle line.
The system makes it possible to use
only the thermal motor or the electric
motor, or work in hybrid mode: by
operating the clutch, it is possible to
isolate the diesel engine. The system
self-charges, when the batteries drop
below their critical autonomy level, the
software restarts the thermal motor and
closes the clutch, and the operator can
keep on navigating in utter serenity,
while the system recharges and returns
the batteries to their full autonomy until
cell balancing. If needed, it is possible
to moor the boat to the dock, and the
system provides a mode to automatically
activate the balancing.
Differentiation or integration?
Differentiation means different concept,
integration means evolution within continuity.
For Geminiani, it is still fundamental
to deal with diesel engines. We
are preparing for the future, in order to
respond punctually to any market need,
also by arranging the purchase of valuable
elements such as lithium. Geminiani
remains an engine specialist, however
we must think ahead.
How could you detail the evaluation
you have expressed, between the
lines, about the Stage V?
We consider the Stage V ecosystem to
be fragile because it is a complex system.
It requires a lot of electronics, the
sensors have to communicate continuously,
unlike a diesel-electric system,
where each component knows exactly
what it has to do.
30
31
ALTERNATIVES
#VOLVOTRUCK #BEV #DIESEL
VOLVO TRUCK: ELECTRIC FE AND FL
Roger Alm, President of Volvo Trucks: «Our chassis are
designed to be independent of the driveline used.
Our customers can choose to buy several Volvo trucks of
the same model, with the only difference being that some
are electric and others are powered by gas or diesel.»
olvo and the electric is a relationship
named after FL and
FE ranges for urban distribution
and short range. It starts
with the FL series, which includes
an electric motor delivering a peak
power of 200 kW, 165 continuous
kW and 425 Nm torque. This is
combined with an important innovation,
a two-speed transmission
allowing the electric motor to work
in ideal conditions as much as possible.
Battery pack is available in two
sizes, 4 or 6 50 kWh modules. That’s
enough to reach up to 300 kilometers
of autonomy, although much
depends on how much the power
take-off is used, also operated by a
dedicated electric motor. PTO provides
two power levels (in both cases
we talk of peak and continuous
With the FE and
FL series trucks,
Volvo carries out an
industrial operation
extending the
range, not a simple
marketing maquillage.
The main applications
are city distribution
and construction sites.
The autonomy is
about 300 kilometers.
We have quoted the
original diesel engines
versions for an
intuitive comparison
rates). Starting from bottom we nd
a 70 and 50 kW power take-off (respectively
peak and continuous) and
similarly 240 and 130 Nm torque.
These gures increase for more demanding
applications to 100/70 kW
and 530/270 Nm in the larger size.
There are several charging options
available: a classic AC socket uses
the on-board inverter and allows a
full recharge of four modules in six
and a half hours or, in case of six
modules, 10 and a half hours. The
charging time is much lower using
the DC socket (one hour or an hour
and a half respectively), although
this recharge mode certainly stresses
the batteries and does not make
it possible to maximize autonomy as
much as a low-power charge. This
must be kept in mind if you want to
get to the expected 8-10 years life
span for batteries. If FL 16 tons of
total mass is not enough, you can
switch to FE, a three-axle with a total
mass of 27 tons. The electric motors
become two, the power rises to
400 kW and 300 kW (still peak and
continuous) and torque to 850 Nm,
always in combination with a twospeed
transmission. On the other
hand, PTO options are the same,
providing the same values seen on
the younger brother.
The same choice applies for the 50
kWh battery module but, for now,
the only version available is strangely
the one with 4 modules for a
120 kilometers autonomy in shipbuilding
and waste collection applications,
which grows up to 200 for
distribution applications.
A choice foreseeing a different user
prole, reduced operational range,
heavy equipment installed (mixers,
tippers, etc.) and prolonged stationary
operations. For both models
the rating of the electric motor,
when compared to endothermic motors,
deserves to be considered. With
diesel engines, the FL is available
equipped with the ve-liter D5K or
the eight-liter D8K. Power rate is
almost the same (154/177 kW and
184/206 kW compared to 200/165
kW of the electric motor), while torque
is denitely lower: the electric
version stops at 425 Nm while diesels
span from 800 Nm of the smaller
version to 1.050 of the larger model.
The same considerations apply
to the FE: the only available engine
here is the D8K, but in four ratings
(184 and 206 kW plus 235 and 258
kW). The torque rises accordingly,
from 950 Nm of the less performing
version to 1.400 Nm of the most powerful.
The electric motor delivers
a much higher power (400/350 kW)
but, once again, torque stops at 850
Nm, a seemingly very low value that
could rise some concerns except
that, as with the FL, the immediate
power delivery typical of the electric
motor and the transmission support
balance the performances of
the endothermic engine. The engine
management system (EmsS) actually
shapes the torque according to the
needs, limiting the starting power to
safe levels while keeping the torque
at the desired levels (except the
technical limits of the engine) as the
rpm rise.
32
33
COMPARISONS
#2000HP #DIESEL
24 TO 32 LITERS MARINE ENGINES
Baudouin, Weichai engine block, French
engineering and European components.
Its prole is more commercial than leisure.
Preview at the 2015 SMM. “Baudoin
spotted in Hamburg in commercial
dress. Weichai’s contribution is certainly
nancial, both for the investment in research
and development (some years of
R&D and a testing period is estimated at
6/700 hours) and for the competitiveness
of the alloys (especially cast iron, which
is used for the monoblock), which come
from Chinese foundries. The assembly
of the 12 M26.3 series is instead done
in France, the birthplace of some components
of this 12 cylinders V, such as
the aftercooler and the heat exchanger.
Both high pressure pumps and waste
gates are doubled, i.e. one per bank, with
Bosch 1,800 bar common rail, control
unit and hydraulics which feature electronic
redundancy (the name of the device
is ‘take me home’)”. Speaking of
French and their relationship with the
parent company: what if the announced
50% efciency threshold were to be
translated on all the endothermic engines
of the Weichai Group? Considering the
specic consumption of marine engines
this would mean a few barrels of diesel
saved. Finally, the time has come for
the announced news. Let’s start with
Caterpillar, which had just followed the
German skirmishes. The Acert system,
designed to mitigate emissions of American
trucks and exported throughout
the huge yellow motor line (industrial
mobile applications, stationary, leisure,
commercial boating), is the backbone of
the revision that allows the American 32
liters to squeeze 2,000 HP up to 8% of
the sailing time.
The launch of the boosted C32 in Houston,
Texas, dates back to August. Its
power density, which benets from a
5 percent improvement of the specic
curve, comes from the Adem 6 ECM
control unit and the optimized injection
cycle (delivering more injections
means improving pulverization and reducing
the acoustic impact of detonations).
«We are very excited to give our
customers more power with the C32B,
while helping to reduce engine noise
and continuing to provide excellent engine
performance and reliability,» said
ovid was fatal, so it was that ‘rien
ne va plus’ of the Prefecture of
the Maritime Alps on August
23rd. The 2020 Cannes Motor
Show would record exploits of Caterpillar
and MTU. Translated in HP, 2,000,
for Cat, 1,974 for Mtu. In 2014 the Germans
boosted the 2000 series thanks to
the 1,432 kW of the 12 V2000M96L,
which proves itself capable of 5,576
Nmo at 2,450 rpm at that power rate. In
the box (p.36) you will nd a summary
of what we wrote on our return from the
Cannes Yachting Festival in 2014. Just a
year after MAN picks up the challenge,
raising from 1,800 to 1,900 hp. This is
what we wrote in late spring 2015: “The
V12-1900 delivers 1,397 kW at the usual
2,300 rpm, thanks to improved uid
dynamics and setting of the control unit.
MEP speaks volumes about thermody-
namic optimization: although being top
level on the V12-1800 it was further improved
from 29.5 to 30.7 bar. The real
ace up the liters sleeve of MAN still remains
the weight: the V12 is conrmed
as the super-light of the segment. With
2,365 kg it leaves 415 kg behind the
Friedrichshafen’s 12-cylinder, featuring
higher power density and specic power
(22.8 and 1.9 kW). Also with regard to
dimensions, just 3.12 m 3 , the only one to
be compared is MTU (3.37 m 3 ), being
Caterpillar and MTU threw
down the gauntlet for MAN.
Now there are three of
them at 2000 hp for leisure
applications. The fourth
protagonist is Baudouin
American and French at 4.51 and 4.71
m 3 . Speaking of convenience for small
engine compartments, the lter remains
in line with the shape of the engine, also
favoring the replacement inside the same
compartment. Torque curve shows an interesting
prole, 6,220 Nm available at
1,200 rpm and steady up to 2,000 rpm,
which allows to rely on 5,800 Nm at
maximum power. These gures owe so
much to the EDC control unit that drives
the 1,650 bar Bosch common rail with
double stage per bank, intercooler and
waste gate valve, two pumps for low
pressure and two for high pressure. The
water exchanger is no longer tube bundle
but plate. MAN did not stop there, and
in 2018 made a round gure: the 12-cylinder
V thus increased to 2,000 HP, aka
1,470 kW, leaving behind the cousins
of Lake Constance. We mentioned
BRAND
MODEL
BAUDOUIN
12 M26.3
CATERPILLAR
C32B
MAN
V12-2000
MTU
12 V2000 M96X
I. D.
B x S mm - S/B 150 x 150 - 1 145 x 162 - 1,12 128 x 157 - 1,23 135 x 156 - 1,16
N. cil. - dm 3 12 - 31,80 12 - 32,10 12 - 24,24 12 - 26,79
Maximum power kW - rpm 1214 - 2.400 1491 - 2.300 1470 - 2.300 1472 - 2.450
Mep at max power bar 19,5 24,7 32,3 27,4
Piston speed m/s 12 12,4 12 12,7
Maximum torque Nm - rpm 4.851 - 1.400 5488 - 1.400 6.497 - 1.200 5566 - 1.300
Mep at max torque bar 19,6 21,9 34,4 26,6
% power at max torque (kW) 30 26,8 34,2 27,8
Torque at max power Nm 4.831 6.194 6.096,0 5.733,0
% power at max torque (kW) 58,6 (712) 54,00 (805) 55,60 (817) 51,50 (758)
Work range rpm 1.000 900 1.100 1.150
DETAILS
Speci c power kW/dm 3 38,1 46,4 60,6 54,9
Speci c torque Nm/dm 3 152,5 170,9 267,9 207,7
Areal spec. power kW/dm 2 57,24 75,23 95,21 85,68
RULES AND BALANCE
Dry weight kg 3.215 3.075 2.380 2.850
L x W x H mm 2.333x1.350x1.494 2.106x1.482x1.422 2.139x1.153x1.265 1.847x1.293x1.414
Volume m 3 4,71 4,44 3,12 3,38
Weight/power kg/kW 2,6 2,1 1,6 1,9
Weight/displacement kg/dm 3 101,1 95,8 98,2 106,4
Power density kW/m 3 257,8 335,8 471,2 435,5
Total density t/m 3 0,68 0,69 0,76 0,84
Displacement/volume dm 3 /m 3 6,75 7,23 7,77 7,93
34
35
COMPARISONS
#BAUDOUIN #CAT #MAN #MTU
MTU, Cannes 2014
It was 2014. These are our words on the return from the Cannes
Yachng Fesval aer the launch of 2000 M96 series. “MTU came from
Friedrichshafen to show the 2000 M96 series in Epa Tier 3. The three
turbos in sequence trigger the central one for air compression and
feed the pistons, which are re-designed to improve the spraying in the
chamber. One of the most serious issues in these motorsport mes is that
of temperatures (ed: six years have passed and not much has changed),
and on Lake Constance they thought to introduce a second
pre-combuson air cooling device in order to reduce nitrogen oxides.
Slight updates to the injectors, sll Bosch but with a different nozzle
prole, and a high pressure pump specically conceived by L’Orange
(once a specialist of Tognum, then MTU, who went on April 9, 2018 under
Woodward Inc.). Also the alternator has changed, featuring a higher rate
(the UC9 was installed instead of the UC7) and diesel ltraon, which
gains a second lter to clean up leakage and dust due to the enhanced
intake capacity. All this is done leaving the weight unchanged and
retouching height and width. The 2.23-liter cylinder delivers the same
power rate of the previous version, the 12 cylinders delivers 1,268 kW at
2,450 rpm, the 16 liters reaches 1,630 kW which is equivalent to more
than 2 Mega, once again with maximum ease: common rail and electronic
control but no an-emission devices, as is the pracce in the marine
industry, at least up to Imo Tier 3”.
BRAND
MODEL
BAUDOUIN
12 M26.3
CATERPILLAR
C32B
MAN
V12-2000
MTU
12 V2000 M96X
INDEX
Torque 13 12,4 15,3 15,2
Performance 6,5 7,3 9,9 8,3
Stress 10,5 11,4 15,5 13,1
Lightness 16,9 16,4 14,5 16,5
Density 2,7 3,3 6,3 4,9
DIESEL INDEX 7,6 8,1 9,3 8,6
Allen Bowman, Marine product strategy
engineer for Caterpillar Marine.
«The C32B will provide our customers
more opportunities for both rst equipment
and repowering options, which is
raising enthusiasm for the future of the
C32B and its contribution to the market.»
Let’s now move on to MTU and
the 12 V2000 M96, which replaces the
nal ‘L’ with an ‘X’ and reaches 1,472
kW, 2,001 HP to be precise. «Thanks to
our highly-regarded Series 2000 M96
high-performance yacht engine, we’ve
long been an established player in the
market. Now we’ve been able to boost
the engine’s output and thus its performance,
without compromising its durability,»
said Denise Kurtulus, Head of
Marine Business at Rolls-Royce’s PS
Division. «We’ve already sold the rst
of the new M96X engines to shipbuilders
Viking and OTAM,» added Andrew
Boyer, Senior Sales Manager at MTU
America. «Viking is due to unveil the rst
yacht tted with the higher horsepower
engines by the end of the year».
In conclusion, outstanding MEP for
the two German engines, huge nominal
torque for Caterpillar, dimensions
still on MAN and MTU side, specic
curves all the way for Nuremberg and
Friedrichshafen which deploy a slightly
increased two liters cylinder (from 2 to
2.23 cc) compared to the roughly 2.60
liters cylinder of Baudouin and Cat.
FPT
INDUSTRIAL
F28
MAN CAT MTU
JOHN DEERE
Ptp 6090
CUMMINS
B3.3
FPT INDUSTRIAL
F 32
PERKINS
1206E-E70Tta
DEUTZ
Tcd 2.9 L4
JCB
Ecomax
KOHLER
Kdi2504Tcr
MTU
6R 1500
FPT INDUSTRIAL
Cursor 16
KOHLER
Kdi3404Tcr Scr
MAN
D3876
LIEBHERR
D9812
DEUTZ DEUTZ
Tcd9.0
KUBOTA KUBOTA
V5009
FPT INDUSTRIAL
INDUSTRIAL
F28
Eima
2006
Eima
2007
Samoter
2008
Intermat
2009
Bauma
2010
Samoter
2011
Intermat
2012
Bauma
2013
Samoter
2014
Intermat
2015
Bauma
2016
Samoter
2017
Intermat
2018
Bauma
2019
Munich
ConExpo
2020
Samoter
36
www.diesel-international.com
MARINE
#GENOABOATSHOW #CUMMINS #FPTINDUSTRIAL #CMD #ASLABRUNA #HYBRID
GENOA BOAT SHOW
Boot Düsseldorf 2021:
«Messe Düsseldorf has decided with its partners and
exhibitors to shift the Boot 2021 to the 17-25 April.»
trical equipment. The range includes
three models with output powers of 5,
7.5 and 10 kW, a customized complete
package, thus offering the most effective
installation for each and every
customer. There is no specic requirement
to use lithium batteries; indeed,
Vetus uses AGM technology. Thijs
Boegheim, Sales Director Emea and
Global Marketing Director, points out
On the eve of winter
2020, the true challenge
was not so much how
but rather if a show
should be set up at
all. Genoa took the
challenge - and it paid off
enoa Boat Show, sixty years of
age celebrated defying Covid.
Genoa was the only boat show
taking place recently, after
Cannes and Monaco were cancelled.
Mercury was right upon the Tech-Trade
entrance while Vetus and AS Labruna
were to be found on the upper oor.
Let’s start with Vetus, whose M-Line
ICEs were on display alongside the E-
Line (right upper corner) and E-Pod,
both available as original equipment
as well as for repowering. The E-Line
was designed with a view to providing
a fully electric option with no hybrid
compromise, tted with a water-cooled
48V controller enabling the user
to charge the battery bank with a 24V
battery charger. The system thus allows
for a “plug&play” operating concept
with no need for additional electhat:
«With the complete unit residing
beneath the boat and no shafts or rotating
parts, boat owners will have more
room left inside their boats, while for
boat designers it is a game-changer as
it enables additional lay-out options».
Moving on to the second oor, the
special guest is an Italian Financial
Police’s patrol boat equipped with a
Blue Hybrid by CMD Engine (see
large pic), at the AS Labruna booth.
«The problem with hybrid solutions
still lies with their cost» says Labruna’s
CEO «which is due to the fact
they are not industrialized yet. We are
working to offer a plug & play option
including a full wiring package. Industrial
production is required to lower
costs. To the end customer, a 13 kWh
lithium battery bank can cost as much
as 10 thousand euros. AS Labruna can
rely on the excellent work of Francesco
Iantorno, Blue Hybrid’s father,
therefore the system in its entirety was
not devised as a puzzle of individual
pieces in that it was conceived by someone
with a vast engine know-how
and designed by engine makers. It’s
the right combination between the power
of the combustion engine and that
of the electric motor».
Next comes the Effebi booth, Overmarine
Group. «The boat was intended
to navigate the Venice Lagoon
at low speed, with no big waves and
curbing fuel consumption, as well as
to patrol the waters outside the lagoon,
which requires a higher speed. We
successfully met their request, with
only a switch needed to shift from the
engine to the electric motor that can
be charged either with the internal
combustion engine itself or as usual
by plugging into an onshore power
supply. Our boat goes as fast as 36-
37 knots with internal combustion and
7 knots with electric propulsion; the
call for tenders required a minimum
of 32 and 5 knots, respectively».
And here we get to the Power Village.
Among the majors, Cummins answered
the call and it did so with the previously
unseen QSK50, IMO Tier
III-certied, for on-board generation.
The V 16-cylinder super-square engine
(bore and stroke: 169 x 159 mm)
features common rail, a dual cooling
system, exible turbo installation
– either vertical or horizontal. The
QSK50-DM1 can deliver 1628 kW at
1800 rpm. We’ve got accustomed to
seeing the 6.7 L at the Cummins booth,
including in a slim version, and
Genoa was no exception to this rule.
This time, though, we enjoyed a preview:
the Onan C-Power Qsb7E designed
for pleasure boating, sharing
the engine block, alternator and control
systems with its ‘parent versions’
made for commercial applications.
Servicing access points placed on one
side simplify maintenance just as in
mobile applications, while the aluminum
casing minimises noise levels.
And here we come to FPT Industrial
represented by distributor Naval Motor
Botti, casting the spotlight on C16,
the marinized version of Diesel of the
year’s 2014 winner presented in Cannes
two years ago. With its 1000 hp
and 3500 Nm, it is earning the appreciation
of the market, which includes
a 31 m shing catamaran and a passenger
boat just about to be launched.
38
39
MARINE
#BIMOTOR #RAYWIN #KONRAD #GENOABOATSHOW
BIMOTOR: RAYWIN AND KONRAD
KONRAD: MADE IN WISCONSIN
On display in Genoa, Konrad’s largest model - 680B - is designed
to accommodate diesel engines up to 550 hp for professional
applicaons, or even higher power rangs on recreaonal boats.
To deliver high torque and ensure reliable operaon, the drive leg
on the outside of the transom works as a transmission unit, with
a gearbox inside the engine compartment allowing for reverse
shiing. The two funcons - typically integrated in a sterndrive
designed for pleasure boang - are therefore kept separate.
Amongst other benets, this makes in possible to achieve an
opmized sterndrive/inverter gear rao and nd the ideal engine/
transmission/boat combo to make best use of the torque delivered
at different speeds and achieve top propeller performance (the
Konrad range includes steel counter-rotang propellers up to 20
inches in diameter). Another plus is that there is no push-pull shi
cable submersed in seawater; therefore, the engine can be kept idling
even when the sterndrive is raised to its upper posion by shiing
into neutral, with no need to turn it off in tricky situaons. The
inverter also allows to use PTOs for auxiliaries and other accessories
that are typical of work boat applicaons, e.g. a trolling valve.
Rajesh Sadhu, Raywin Vice President: «We had an excellent
response to the launch, with a lot of interest expressed by
consultants, customers and marine industry experts.»
imotor exhibited at Genoa
Boat Show, who dared to
challenge the unkcertainties
and restrictions due of Covid
pancemic. And guess who was the
special guest at the Bimotor stand?
The 4 cylinder Diesel engine, 2.45
liters displacement, made by Raywin.
We had a catch-up with the Vice President,
Rajesh Sadhu.
First, let’s briey trace back Raywin’s
birth. We are getting used to see it
at the big European off-highway exhibitions
as well as MEE Dubai. So,
where does this brand come from
that? Let’s go back to China, February
2012, when Yuchai and Rato established
a joint-venture for the global
non-road small-displacement engine
market. One year later, May 2013,
Raywin Powertrain Technology Co.
was ready to start.
Mr Sadhu, would you like to tell us
about Raywin’s engine portfolio?
For the very rst time, Raywin takes
part in an exhibition like this in Eu-
Bimotor adopted
Raywin for the
sprinkler and the
marine applications
as well. The Raywin
4-cylinder was the
special guest of the
Bimotor booth at the
Power Village of the
Genoa Boat Show
rope. This is one of the biggest marine
shows and one of the rst shows in
2020. Our aim was to put on display
our very compact 4-cylinder marine
engine. What you see here is part of
a family of 3- and 4-cylinder engines
which comes in 1.1 liter and goes to
2.5 liters. We plan to launch the 3-cylinder
very shortly. The propulsion
unit has almost the same capacity.
The 3-cylinder will also be again the
same auxiliary and propulsion and incidently
that engine will be here with
one of our distributors.
Is it conceived for power generation
applications?
Yes. The engine you see here is basically
an auxiliary unit, so it is conceived
for generating electricity onto
the vessel. A similar engine can be
used for propulsion. This engine will
give you a maximum power of 48 kW
at 2700 rpm. Here we have one of the
twins of the same engine family. The
same engine is used for auxiliary as
well as propulsion purpose. As for
the auxiliary version, the engine runs
at xed speed, which is 1500 rpm,
whereas in the case of propulsion it
can have a variable speed. This engine
is RCD-approved for propulsion
purpose and has passed the very strict
approval path for the EU market.
What about the target of this application?
Luxury boats, small shing boats,
mid-sized small segment of boats used
for manifold applications.
It is suitable for
both pleasure and commercial
applications.
For the latter, we have
started the process to
have the approval from
some European registers.
This will allow us
to open the portfolio to
all the marine applications.
It’s very impor-
tant for us to have all the processes
and certi cations in place.
The marine segment is indeed
very large and we prefer to make
everything step by step. This engine
block is also suitable for stationary
applications in power generation or
agricultural machines or even water
pump applications.
In August, Raywin announced the EU
Type Examination Certication by
HIP / VS the nodal agency for Recreational
Craft and Personal Watercraft
Directive2013/53/EU for the Raywin
4D2402/A and 4D24T00. «Our engineers
are working hard to complete
the launch dates of the Stage V programme
for our engines and update
shall be issued shortly» commented
Rajesh Sadhu.
40
41
EVENTS
#VANZETTIENGINEERING #LNG #CRYOGENICS #SUSTAINABILITY
TALKING ABOUT LNG
A frame of the live streaming web event held last
Autumn in Milan and moderated by the editorial staff
of Diesel International.
ast October, during a live
event which was broadcast
from Milan, the editorial staff
of Diesel International had the
chance to talk with three experts in
LNG about its state of the art, application
prospects, regulatory framework
and future scenarios.
Yes, because, even though the hype
around LNG is still not sufcient,
liquied natural gas has been saved
from oblivion in these last few years,
not only in the automotive industry
(mainly trucks and, secondly,
buses), but also in a crucial sector
such as the one of large ships.
In fact, more and more container
carriers, bulk carriers and even LNG
carriers are in the process of converting
their engine rooms to LNG. As
well as cruise ships, which are the
object of much debate over emissions.
Behind this liqueed natural
gas development there is a production
chain that involves extraction,
handling, supply and upgrading.
The LNG development
and diffusion in
industrial, automotive
and naval applications
can be - as of now -
a determining factor
towards a more
sustainable transport.
The scenario is
expected to change a
lot in the next few years
Vanzetti Engineering represents the
common denominator of this ecosystem:
active since 1984 and strong
in its role as cryogenics specialist,
it has always been a cornerstone of
this ecosystem. The company specialises
in cryogenic pumps, highly
technological devices which enable
to handle and transfer cryogenic uids
from one tank to another.
«The industry is experiencing a great
momentum», commented Diego
Gavagnin, coordinator of a wellknown
Italian web portal named
ConferenzaGNL. «At present, Italy
is the rst country for number of
LNG stations per truck and for number
of circulating LNG trucks. At
the end of December 2019, we had
about 80 service stations, today they
are about 100: that did not stop,
even during the pandemic. The environmental
push has moved large
retailers towards the use of LNG».
The main driver for the development
of this vector is certainly
the environmental one. And it will
be even more so in the near future,
when, hopefully, the bio-LNG share
and, accordingly, the renewable and
no-longer-fossil nature of the fuel
increases. Speaking of renewables,
another topic that intrigued our web
event audience was the coexistence
of LNG and hydrogen in the (near?)
future. «Both LNG and hydrogen
share their general architecture,
the whole cryogenic part, their logistics
and components. With some
differences, of course. The smallscale
LNG, however, is the platform
which is already available for
hydrogen uses. When this vector becomes
available, the ‘battle’ will be
mostly about the price», commented
Gavagnin.
During the web event, some concrete
projects, which have already been
completed, were discussed. «Such
as the HiGas project, the rst Italian
terminal operating in Oristano
(editor note: a small city in Sardinia)
with 12 submersible centrifugal
pumps installed inside the tanks»,
explained Luca Gazzera, Lng Industrial
Sales Manager at Vanzetti
Engineering. «The pumps play three
important roles in tank operation:
tank lling, LNG regasi cation and,
lastly, bunkering, that is the refuelling
of ship tanks for those vessels
that will have access to the quay».
And then there is the marine seg-
ment, perhaps the most promising
area in the near future. «We rmly
believe in the future of this industry,
hence we are investing in R&D
to develop new pumps and new
products», added Giancarlo Geninatti,
LNG Marine Sales Manager.
«And again, the environmental issue
is fundamental: LNG is the only
available and economically viable
alternative fuel for powering marine
engines. Compared to conventional
fuels, there is a 100 percent
reduction in sulphur oxides, and a
90 percent reduction in nitrogen
oxides, while the incidence of CO2
is reduced by 25 per cent. For instance,
only zero impact ships will
be allowed to sail in the Norwegian
fjords in a few years’ time. LNG will
become the best solution».
42
43
TECHNO
#SIEMENSPLM #ELECTRICMOTOR #HYBRID #MARINE
SIEMENS PLM FOR MARINE
THE DIGITAL TWIN
«A virtual representaon of a physical product or process, used to
understand and predict the physical counterpart’s performance
characteriscs». Such a denion is given by Siemens through their official
communicaon channels when talking about the digital twin. In fact, when
designing an object, the possibility to rely on a digital help is extremely
important to make all the possible experiments, tests and evaluaons
before invesng in physical prototypes and assets. Thus, cung the me
required and, above all, the costs of tradional design.
Let’s rely once more on Siemens to have some more informaon on the
applicaon of the digital twin.
«By incorporang mul-physics simulaon, data analycs, and machine
learning capabilies, digital twins are able to demonstrate the impact of
design changes, usage scenarios, environmental condions, and other
endless variables – eliminang the need for physical prototypes, reducing
development me, and improving quality of the nalized product or
process. To ensure accurate modelling over the enre lifeme of a product
or its producon, digital twins use data from sensors installed on physical
objects to determine the objects’ real-me performance, operang
condions, and changes over me. Using this data, the digital twin evolves
and connuously updates to reect any change to the physical counterpart
throughout the product lifecycle, creang a closed-loop of feedback in a
virtual environment that enables companies to connuously opmize their
products, producon, and performance at minimal cost».
any professionals believe that
hybridization is the way to go
in the short term in order to
be able to pursue the idea of
sustainability looking towards a cleaner
sea as well as a less polluted planet.
Siemens, one of the major players as for
hybridization at sea, organized a webinar
dealing with the advanced design of
electric motors for use at sea with the aim
of illustrating the benets of an integrated
and multi-disciplinary approach.
The tools available to designers are
manifold and recall some of the hottest
trends in the sector. Virtual prototyping
and digital twin are concepts that go in
the direction of greater design freedom,
without jeopardizing the time it takes to
create a product or rather risking wasting
precious resources in a preliminary
stage.
All this meets a need that is getting quite
urgent nowadays, especially when
we think of the yachting sector or light
commercial applications. We are talking
about the compliance to IMO regulations
on emissions reduction. All this is clo-
The advanced
design of electric
motors deals with the
use of increasingly
sophisticated software
that allow for an
integrated and multidisciplinary
approach.
Siemens talked about
this during a webinar
sely related to the concepts of hybridization
or, in the longer term, electrication
of propulsion systems. It should not be
forgotten, however, that electric motors
for vessels must necessarily guarantee a
high level of performance (and reliability...)
in potentially complex environmental
conditions.
«Our goal is to create alternative propulsion
designs; we want to be able to
validate and verify cycles even before
prototyping», explained Darren Nunes,
Simcenter Solutions Consultant, Siemens
Digital Industries Software. «We
also want to be able, through an improved
design, to increase performance and
reliability without having to compromise
in terms of costs. To do this, it’s necessary
to rethink the vessel development process
by creating a so-called digital twin».
System simulation is the expression cho-
sen by Siemens’ experts during the webinar.
«It is an ecosystem in which we have
all these multi-physics and multi-dynamics
capabilities linking together in one
platform. It has several libraries: control
logics, electric, hydraulic and mechanic,
all of them performing together. At this
stage, the typical design issues are: is
the motor powerful enough? What is the
time response of the system? Is there any
risk of vibrations? How to optimize the
control system design?».
The practical answer to all these questions
was provided by Adrien Perregaux,
Solutions Consultant, Siemens
Digital Industries Software, and can be
summarized into the Simcenter Motorsolve
software, a design software that
«gives the opportunity to rely on a series
of tools (Heeds or Amesim are two
examples) with the aim of generating the
digital twin».
Adrien Perregaux also talked about the
Motorsolve software in details through
some practical examples. It is indeed
a two-step process. «The rst step is to
dene the operating conditions. Starting
with the general settings, we see voltage,
current and speed, number of poles or
slots; then we need to get more details,
being able to dene the geometries and
the nature of conguration for our rotor
layout. Then, we have to go for the geometry
of the stator. The last reference
in this process deals with the winding
layout. Once you set up your motor, we
need to actually start to review and do
some experiments. There’s a series of
experiments based on a 2D FEA (Finite
Element Analysis, ed). Then, some thermal
experiments are possible. Once our
design is complete, we can address the
exports by using some dedicated programmes».
According to the experts from Siemens,
these tools allow users to minimize both
Opex and Capex, then operational expense
and capital expense, respectively.
In particular, it would be possible to reduce
Capex up to 41 percent as well as
Opex up to 32 percent.
44
45
TECHNO
#BONFIGLIOLI #GEAREDMOTOR #INVERTER
BONFIGLIOLI EVOX AND AXIAVERT
Fausto Carboni, Bonglioli Group CEO:
«Starting from June 2020, the order
intake has been signicantly higher, and
in August the total company performance
was 13% higher than August 2019.»
AXIAVERT, IOT READY
What is Bonglioli’s take on process monitoring? Inially available in four sizes
ranging from 0.25 to 15 kW of power, AxiaVert provides an answer that’s exible,
modular and connecble. For instance, it offers a possibility to set parameters
and soware funcons and select hardware modules such as communicaon
modules or encoders, variants and accessories.
Implemenng condion monitoring on the key components of the inverter and
on the gear motor’s crucial parameters means enabling real-me diagnoscs
and energy opmizaon and acquiring duly encrypted predicve maintenance
info, from the moon system up to the whole unit.
AxiaVert is compable with synchronous, asynchronous
and synchronous reluctance motors, both
in open and closed-loop applicaons. Its
advanced integrated funconal safety
funcons are fully compliant with EN
ISO 13849-1 and IEC 61508 standards
and allow, amongst others, to streamline
conguraon and reduce the need for
external safety components, achieve
the safe and controlled performance
of different movements (e.g. in liing
applicaons) thanks to funcons such as
the Safe Brake Control and Safe Limited
Speed, including sensorless.
019 and its turnover just short
of a billion (973 million euro,
growing by 6.7 percent with an
EBITDA of 11 percent) seem by
now long forgotten at Bonglioli. And
so do quarantine days, in spite of the
second wave and a lockdown whose
contours seem as variable as the geometry
of a turbocharger (it’s early
November as we write this article).
EVO, a landmark plant and mother
house of gear motors, was designed
with Industry 4.0 in mind and, what’s
more, BMR – the mechatronic systems
and research company – expanded its
activities across a 6,000 square meter
building that, amongst others, hosts
the IoT development and testing labs
(as reported last year, Bonglioli is the
coordinator of the IoTwins project on
Big Data, Articial Intelligence and
the Internet of Things under the Horizon
2020 European Programme). Even
with big trade fairs all on hold, Bonglioli
has not been sitting on its hands;
a twin web presentation took place
on 23 September, starring the EVOX
After being put in
mothballs by the
pandemic’s rst wave,
the CP coaxial gearbox
plus the BXN, MXN
and MNN electrical
motors – EVOX
platform’s rst products
– were pulled out of
Bon glioli’s hat
platform and AxiaVert (see box). Both
were conceived and designed with
simplication, efciency, versatility,
exibility, and IoT readiness as their
building blocks. Let us get down to
gear motor platforms and frequency
converters, then; starting with the former
– Bonglioli’s core business – it
comes in handy to dust off a few lines
from a long 2017 interview with Fausto
Carboni. «Bonglioli contributes to
Stage V compliance by developing and
constantly improving on the efciency
of hydraulic gear motors, but rst and
foremost by investing in vehicle hybridization
technology. We are especially
active in the agricultural and earthmoving
sectors for which we create
high power density electric motors
that are also highly weather-resistant;
as such, they can provide a substitute
for conventional hydrostatic applications».
And, he continued, «the focus
of our new developments is basically
twofold: creating strongly integrated
mechanical solutions – both hydraulic
and electric – and increasing power
density to achieve compact, highly
competitive products. We designed a
range of gearboxes integrated with
hydraulic axial piston motors to work
in closed-loop, high-pressure hydrostatic
transmission environments for
highly demanding applications where
high performance and efciency are
key to success».
So how does the EVOx platform build
on these premises? To start with, this
product family’s rst-born offspring
are CP coaxial gear units and the
BXN, MXN (IE3/NEMA Premium)
and MNN (IE1/NEMA Standard)
motors and they’re all answering the
same call to increase power density,
which is not merely a motor-makers’
obsession. They come in six sizes –
100, 200, 335, 500, 650 Nm – across
a power range from 0.12 and 15 kW
IE3 and can t into any environment
featuring an optional C3/C4 protection
or ATEX explosion-proof protection.
The gear motors come in a compact as
well as in an IEC anged version, so
once again Bonglioli provides OEMs
with dual options, allowing them to
choose either a standardized motor or
a conguration with optimized size.
The BXN, the IEC (standard) and the
MXN (compact) motors share most of
their conguration and options, which
includes a dynamic brake, incremental
and absolute encoders, thermal
sensors and switches. Equipped with
9 pin connectors for up to 8 different
voltages on 50 or 60 Hz power supply
with a single winding, the standard
motor’s new terminal box is suitable
for the EU, US, Indian and Australian
markets. Another 6 windings are made
to cover the rest of the world markets.
The Evox platform – including the
ranges that are still to come – was designed
with a view to enabling remote
monitoring and predictive maintenance,
both sensed and sensorless.
Also, as the Evox CP gear motor was
being designed, a full mathematical
model was developed to correlate the
thermal behaviour of gear units with
electrical variables, which will allow for
effective sensorless condition monitoring
and the direct management of predictive
maintenance by AxiaVert inverters
serving as edge computing devices.
46
47
TECHNO
#BERGEN #HIMOINSA #HYDAC #LNG #MANENGINES #YANMAR
MAN Engines looks
beyond the engine
compartment. Here, no
manufacturers can evade
the demands of shipyards
and shipowners, and
even in Germany they
said ‘I am here’. ‘iSea’
means ‘intelligent
safeguard of engines and
auxiliaries’ and won the
Red Dot Award Product
Design 2020
t’s not only engines we are talking
about when mentioning MAN Engines.
The company, in fact, launched
the new iSea components
conceived for yachts and work boats.
The line is made of several products,
starting from a new electrics
case featuring a central electronics
unit, bridge displays and a throttle lever.
«All of the perfectly coordinated components
of this new product line are
characterised by the fact that they
simplify processes and operating procedures.
As an open system, they also
provide a high degree of connectivity
with other components that are commonly
available on the market. iSea
from MAN Engines saves customers
time and space, thus generating added
value that ultimately puts money
in their pockets», stated the German
manufacturer.
Talking about one of the products, the
new electrics case, we might say that
it «records all the engine data and
compares it with pre-determined target
values. In the event of a departure
from any engine or gearbox target
values, an integrated alarm system
MAN ENGINES
triggers either a warning, an alarm
or a reduction procedure in order to
protect the engine. Given the fact that
various control units, alarm systems
and, if the customer so desires, safety
systems, are incorporated into the
electrics case, there is no need to house
these additional components in the
engine compartment».
In addition, another component belonging
to the iSea line, namely the
marine bridge display, has won the
prestigious Red Dot Award 2020 for
product design. «The MAN iSea bridge
display with a diagonal length of
7” or 5” shows engine operation and
operating values, alarms, start/stop
and convenience functions. It thereby
replaces up to seven peripheral devices
and ensures that the control panel
on the bridge of yachts and work boats
is clean and modern. The small installation
depth and glass surface right to
the edge allow the display to t seamlessly
into the control panel».
ydac has developed
a hydraulic generator
able to ensure
an additional power
ranging from 4.5 to 7
kilowatts to integrate the
power supplied by the
batteries and the alternator.
Such an addition may
be necessary when electried seed
drills, balers or sprayers require a greater
supply. Connected to the tractor’s
main pump, the Hydac generator converts
hydraulic power into electrical
power. The oil is directly supplied by
the tractor via its variable or xed ow
pump. The Hydac hydraulic generator
is in fact designed to be plug&play; it
can be connected to the main tractor
pump generating from 180 to 330 A.
The predisposition for integrable pressure
compensator makes it compatible
with pumps with xed or variable
ow rate up to 100 litres per minute
and pressures up to 200 bar. Depending
on the voltage, the system can
generate 4.5 kilowatts (14 V/DC),
6.5 kilowatts (48 V/DC), or 7 kilo-
watts (56 V/DC). Hydraulic motor
and generator are coupled by means
of an elastic coupling which, in addition
to offering maximum reliability,
does not require maintenance and reduces
vibrations. The hydraulic motor
works at speeds from 4000 to 5500
rpm and pressures of 200 bar. The
ange design facilitates alignment
of the generator motor and provides
specic internal cavities that improve
cooling of the entire system. Although
it is particularly compact, the
control block generates very low back
pressure and is equipped with an anticavitation
valve. Thus, if on the one
hand it avoids energy dissipation, on
the other hand it protects the system
from possible malfunctions.
HIMOINSA & YANMAR
Himoinsa’s new HRYW-1275
D5/6 dual-frequency model in
a special 20-foot container is a
generator set with a 1,000-litre
capacity tank and a power in
P.R.P. of 1,278 and 1,305 kVA for
50 and 60 Hz respecvely, perfect
for connuous work during long
periods of me and in several
applicaons such as mining,
construcon, oil extracon,
events, ports. According to
the manufacturer, «its Opex is
inferior to that offered by other
models of similar characteriscs
and power. Its fuel consumpon
is 182.2 L/h at 75 percent of the
load (50Hz) and 189.8 L/h at
75 percent of the load (60Hz)».
This new generator incorporates
Yanmar engine, model AY40L-ET,
featuring the exclusive Yanmar
patented ‘Assign’ combuson
technology that ensures the best
fuel consumpon in its class
for the enre operang prole,
with a highly reliable mechanical
control system, considerably
reducing noise and smoke
emissions.
BERGEN ENGINES RUN LNG AND WORK FOR LNG. IT HAPPENS IN INDIA
Bergen gas engines and LNG, two familiar topics for Diesel Internaonal readers. In this case we have found a
way to bring the two instances together. Rolls-Royce has signed a contract with Dhamra LNG Terminal Pvt. Ltd.
(DLTPL) for the complete engineering, procurement and construcon
delivery of a 29 MW gas-based power plant for an Indian LNG
terminal. DLTPL is a joint venture between Indian mulnaonal
conglomerate Adani Group and French energy major Total S.A.,
located on the eastern coast of Odisha, in India. The LNG terminal
will funcon as a recepon facility for import of LNG, where LNG
tankers can directly unload cargo and converng the LNG gas from
liquid state to gaseous state. The core equipment for the new gasbased
power plant will include three 9.6 MW gensets, based on the
20-cylinder Rolls-Royce Bergen B35:40 gas engines.
48
49
Managing director:
Maurizio Cerve to.
Ro zano (Mi), Italy.
Managing director:
Maurizio Cerve to.
Ro zano (Mi), Italy.
art. 1, comma 1, LO/MI
DIESEL SUPPLEMENT
VADO E TORNO EDIZIONI
www.vadoetorno.com
Art. 1, subsection 1, LO/MI
DIESEL SUPPLEMENT
art. 1, comma 1, LO/MI
DIESEL SUPPLEMENT
May 2020
DIESEL SUPPLEMENT
N. 2 February 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
Print: Industrie Grache Rgm srl,
DIESEL SUPPLEMENT
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.
DIESEL OF THE YEAR 2017:
Liebherr D98: 62, 83 and 103 liter
for the ‘Biggest One’
DIESEL SUPPLEMENT
N. 1 November 2016
Vado e Torno Edizioni srl,
Via Brembo 27, 20139 Milan.
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n. 786 of 17 december 1 90
Print: Industrie Grache Rgm srl,
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COMPARISONS:
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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
Fpt Industrial F28 Diesel of the year 2020 - Briggs&Stratton -
Comparisons: 2-2.5 liters - Interviews: Cummins - Deere - MTU - Perkins
JCB&Cummins - Conexpo&Off-Road - MEE Dubai&PG - Europe&China
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April 2019
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DIESEL SUPPLEMENT
November 2019
Diesel of the year 2020 - Perkins&Hybrids - Comparison:
2.8-3 liters - Logset & Danfoss - Agritechnica: FPT and MAN play
their cards right - PG Cummins - Marine: Cannes, Genoa and METS
FPT F28 Diesel of the year 2020 - Interview: Nanni Energy CEO -
Report: SCR - Fish-Eye: MCY and MAN V8 - Comparisons: 100 HP
Hybrid: Hyundai Seasa l, Huracan, Mercury - N igata - Kohler Power
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March 2020
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
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ISSN 0042
Pre s 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
DIESEL SUPPLEMENT
August 2020
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
AND...
Man D3876, Power Generation Shanghai,
Cummins, the engines of THs, under the
bonnets of Tractor of the year
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ISSN 0042
Pre s Register n. 4596 – April 20th 1994
Poste Italiane Inc. – Mail subscription
D.L. 353/2003 (mod. in L. 27/02/2004 n° 46)
November 2020
VADO E TORNO EDIZIONI
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
DIESEL SUPPLEMENT
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QUOTE
A
AGRITECHNICA - 21
ALM, Roger - 33
ANDREWS, Steve - 15
ANTONIOLI, Pierpaolo - 16, 17
AS LABRUNA - 38, 39
AUTOMAC ENGINEERING - 17
B
BAUDOUIN - 13, 34, 35, 36
BAUMA - 11, 21
BERGEN - 49
BIFFALI, Pierpaolo - 4
BIMOTOR - 40, 41
BOEGHEIM, Thijs - 38
BONFIGLIOLI - 46, 47
BOSCH - 12, 13, 36
BOWMAN, Allen - 36
BRIGGS&STRATTON - 14, 15
C
CARBONI, Fausto - 47
CATERPILLAR - 34, 35, 36
CLAAS - 22, 23
CMD - 38, 39
CONEXPO - 4, 10
CUMMINS - 39
D
DAIMLER - 6
DAVIES, Owain - 29
DENNER, Volkmar - 12, 13
DEUTZ - 5, 10
DOWNES, Trevor - 29
E
EBERSPÄCHER - 9, 11
EFFEBI - 39
EMEA - 38
F
FPT - 4, 2, 23, 39
G
GAMMIERI, Umberto - 4
GAVAGNIN, Diego - 42
GAZZERA, Luca - 43
GEMINIANI - 30
GEMINIANI, Massimo - 30, 31
GENINATTI, Giancarlo - 43
GIOVENZANA, Luca - 5
GIRAUD, Massimo - 17
GM MARINE - 16, 17
GUYOT, Pierre - 10
H
HEYWOOD, Suzanne - 5
HILLER, Frank - 10
HIMOINSA - 49
HYDAC - 49
I
IANTORNO, Francesco - 39
J
JOHN DEERE - 10, 11, 22, 23
K
KOHLER - 20, 21
KONRAD - 41
KPS - 14, 15
KUBOTA - 5
KURTULUS, Denise - 36
M
MAN - 5, 8, 24, 26, 27, 34, 35,
36, 48
MEE - 13, 40
MERCEDES - 6
MTU - 22, 23, 34, 35, 36
N
NUNES, Darren - 44
P
PARKER HANNIFIN - 31
PARKS, Doug - 17
PERKINS - 18, 19
PERREGAUX, Adrien - 45
PSAROS, Michael - 15
PUNCH GROUP - 16, 17
R
RAYWIN - 40, 41
RICARDO - 28, 29
ROBERT BOSCH - 13
ROLLS ROYCE - 36, 49
ROTTI, Diego - 5
RUMMEL, Stefan - 11
S
SADHU, Rajesh - 40, 41
SEITZ, Alexander - 6
SIEMENS - 44, 45
SKIPTON-CARTER, Andy - 28
T
TOYOTA - 29
V
VANZETTI - 42, 43
VETUS - 38
VOLKSWAGEN - 6, 26
VOLVO TRUCKS - 32, 33
W
WABCO - 9
WEICHAI - 12, 13, 35
WINE, W. scott - 5
Y
YANMAR - 23, 49
YUCHAI - 40
Z
ZEILER, Jeff - 15
ZF - 9, 27
SUPPLEMENT
Engines and components for OEM
Culture, technology, purposes
And market of Diesel engines
Established in 1986
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Printing
Industrie Grache RGM srl,
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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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