Diesel International 2021-01


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





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


January 2021





FPT Industrial F28: ‘The best of’



Golf still likes diesel. Up to 200hp


Lion’s City runs hybrid gas-fuelled


50,26% BTE. Bosch supported it




A new life thanks to KPS Capital Partners


An interview with the CEO. Focus on GM Marine


Customer Machine Engineering Team


And the solutions for garden machinery


Stage V: FPT, John Deere, MTU, Yanmar




What? Off-highway bus? Yes, powered by MAN



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


is Baudouin



An accurate overview on off-road applications


Electrication means “Go... Now!”



CAT and MTU reached MAN



Genoa Boat Show. The only one...


At Bimotor stand, together with Konrad


10. Newsroom 42. Techno

(Vanzetti Engineering, Siemens, Bonglioli)

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


31 December 2020

«The World Health Organization (WHO)

today listed the Comirnaty COVID-19

mRNA vaccine for emergency use»






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


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».






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


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.


7.5-liter 228.4kW


5-liter 157.3kW


4.3-liter 115.7kW


Kubota 09 Series

4 ⁄ 6 cylinder diesel engine







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


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.






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


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


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


«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





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».






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


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.







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».







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).







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


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


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.






«Kohler Engines CheckApp’s

noti cation system sends information

regarding engine maintenance

schedules and deadlines.»


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


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».






«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


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.





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





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


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


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


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


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


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


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


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


Indeed, the D0836 engine provides

a braking power of 138 kilowatts.







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


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


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


«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








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


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


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.






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.






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




12 M26.3






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


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


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





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”.




12 M26.3






12 V2000 M96X


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.






Ptp 6090




F 32




Tcd 2.9 L4






6R 1500


Cursor 16


Kdi3404Tcr Scr

















































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.







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


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


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.






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


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».







«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


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


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


«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.






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.»


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.





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


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


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’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



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.



Managing director:

Maurizio Cerve to.

Ro zano (Mi), Italy.

Managing director:

Maurizio Cerve to.

Ro zano (Mi), Italy.

art. 1, comma 1, LO/MI




Art. 1, subsection 1, LO/MI


art. 1, comma 1, LO/MI


May 2020


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,


N. 1 NOVEMBER 2014

Vado e Torno Edizioni srl,

Via Ca sano d’A da 20, 20139 Milan.

Phone: +39 02 5230950

Authorized by the tribunal of Milan

n. 786 of 17 dicember 1 90

Managing director:

Maurizio Cerve to.

Print: Industrie Grache Rgm srl,

Ro zano (Mi), Italy.


Liebherr D98: 62, 83 and 103 liter

for the ‘Biggest One’


N. 1 November 2016

Vado e Torno Edizioni srl,

Via Brembo 27, 20139 Milan.

Phone: +39 02 5230950

Authorized by the tribunal of Milan

n. 786 of 17 december 1 90

Print: Industrie Grache Rgm srl,




single cylinder, 2.2 litre

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



Fpt Industrial


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


with records

AND ..

Exhibitions (Conexpo, Mee, Samoter, Sima,

Omc), Energy report, News, Interviews,

Power Generation, Comparisons

April 2019






www.vadoetorno.com - ISSN 0042

Poste Italiane s.p.a.

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

(conv. in L. 27/02/2004 n° 46)

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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)

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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


www.vadoetorno.com - ISSN 0042

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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





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


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


Man D3876, Power Generation Shanghai,

Cummins, the engines of THs, under the

bonnets of Tractor of the year



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


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



January 2020


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)




ALM, Roger - 33

ANDREWS, Steve - 15

ANTONIOLI, Pierpaolo - 16, 17

AS LABRUNA - 38, 39



BAUDOUIN - 13, 34, 35, 36

BAUMA - 11, 21


BIFFALI, Pierpaolo - 4

BIMOTOR - 40, 41

BOEGHEIM, Thijs - 38


BOSCH - 12, 13, 36

BOWMAN, Allen - 36



CARBONI, Fausto - 47

CATERPILLAR - 34, 35, 36

CLAAS - 22, 23

CMD - 38, 39

CONEXPO - 4, 10




DAVIES, Owain - 29

DENNER, Volkmar - 12, 13

DEUTZ - 5, 10

DOWNES, Trevor - 29




EMEA - 38


FPT - 4, 2, 23, 39


GAMMIERI, Umberto - 4

GAVAGNIN, Diego - 42

GAZZERA, Luca - 43


GEMINIANI, Massimo - 30, 31

GENINATTI, Giancarlo - 43


GIRAUD, Massimo - 17

GM MARINE - 16, 17

GUYOT, Pierre - 10


HEYWOOD, Suzanne - 5

HILLER, Frank - 10


HYDAC - 49


IANTORNO, Francesco - 39


JOHN DEERE - 10, 11, 22, 23


KOHLER - 20, 21


KPS - 14, 15


KURTULUS, Denise - 36


MAN - 5, 8, 24, 26, 27, 34, 35,

36, 48

MEE - 13, 40


MTU - 22, 23, 34, 35, 36


NUNES, Darren - 44



PARKS, Doug - 17

PERKINS - 18, 19

PERREGAUX, Adrien - 45

PSAROS, Michael - 15

PUNCH GROUP - 16, 17


RAYWIN - 40, 41

RICARDO - 28, 29


ROLLS ROYCE - 36, 49

ROTTI, Diego - 5

RUMMEL, Stefan - 11


SADHU, Rajesh - 40, 41

SEITZ, Alexander - 6

SIEMENS - 44, 45





VANZETTI - 42, 43

VETUS - 38





WEICHAI - 12, 13, 35

WINE, W. scott - 5


YANMAR - 23, 49



ZEILER, Jeff - 15

ZF - 9, 27


Engines and components for OEM

Culture, technology, purposes

And market of Diesel engines

Established in 1986

Editor in chief

Maurizio Cervetto

Managing editor

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Editorial staff

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Layout & graphics

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Editorial management

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Industrie Grache RGM srl,

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Milano City Court Authorization

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