Diesel International 2021-03

vadoetornoedizioni

Ladies and Gentlemen, the time has come! The Diesel of the year 2021 is… 6 cylinder… 650 kW… the identikit is that of the John Deere 18L!
Introducing the Sustainable Powertrain Tour, three steps that will help us understand more about the multiple meanings of the word 'sustainabilty'.
Travelling around the world, Weichai purchased Lovol, MTU unveiled 500 Series, FPT Industrial set the Smart Service.
We interviewed Yanmar Europe and NGV Powertrain: Diesel and Gas are still cool!
Comparison between 9 and 11 liters diesel engines: Cat and Cummins raised the bar.
Massey Ferguson also takes an interest below 56 kW. In this case with the support of Iseki.
Let’s talk about alternatives: we moved over the Ocean, listening for Diesel Technology Forum, together with Cummins, John Deere and Neste.
Cummins embarked on an anthological reading of the hydrogen trend. The Dutch, a people of sailors and creatives. Like Jos Scholman who has made four New Holland tractors compatible with a diesel-hydrogen mixture.
Swimming in the Caribbean, we chanced upon Volvo Penta's D16, upgraded for commercial, and a Cat C32B, on a yacht, with the monstrous power of 2,433 hp.

Diesel of the year 2021: John Deere 18.0L - MTU Series 500 -

Interviews: Yanmar Europe and NGV Powertrain - Comparison:

from 9 to 11 liters - Fish-Eye: Massey Ferguson and Iseki - Hydrogen

VADO E TORNO EDIZIONI

www.vadoetorno.com

www.diesel-international.com

www.dieseloftheyear.com

ISSN 0042

Press Register n. 4596 – April 20th 1994

Poste Italiane Inc. – Mail subscription

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

Art. 1, subsection 1, LO/MI

DIESEL SUPPLEMENT

March 2021


diesel-international.com

MARCH 2021

CONTENTS

DOTY

4. DIESEL OF THE YEAR 2021

John Deere 18.0L

SUSTAINABILITY

14. SUSTAINABLE POWERTRAIN TOUR

Three steps around the powertrain

POWER GENERATION

16. ROLLS-ROYCE POWER SYSTEMS

Ladies&Gentlemen, the MTU Series 500


INTERVIEWS

18. NGV POWERTRAIN

Gas for small and medium-scale OEMs

22. YANMAR EUROPE

It’s all ne. Diesel included!

PROUD TO

POWER

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

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

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

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

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

electrification to the drivetrain.





FIND DIESEL INTERNATIONAL ON:

AGCO, Cat,

Cummins, FPT,

Deere, Liebherr,

MTU, Perkins

Scania and

Volvo


COMPARISONS

26. 9-11 LITERS ENGINES FOR NRMM

Cat and Cummins raised the bar

FISH-EYE

30. MASSEY FERGUSON

A Japanese partner for engines: Iseki

ALTERNATIVES

34. DIESEL TECHNOLOGY FORUM

Alternative fuels. With Cummins, Deere, Neste

36. CUMMINS

The Columbus’ point of view about hydrogen

40. HYDROGEN-DIESEL

A Dutch recipe for New Holland tractors

MARINE

42. VOLVO PENTA

D16 stretching for commercial applications

44. CATERPILLAR

C32B ups the ante to 2433 HP

TECHNO

46. FPT INDUSTRIAL & AS LABRUNA

Yes, it’s really a Smart Service!

COLUMNS

8. Automotive 10. Newsroom 48. Techno

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

JohnDeere.com/JDPower


John Deere 18.0L

Diesel of the year 2021

«A great brand can do great things. How to

bet on the most ef cient technology»

3


DIESEL OF THE YEAR

#DOTY #DOTY2021 #JOHNDEEREPOWERSYSTEMS #18LITERS

JOHN DEERE 18.0L




13.6L & 18.0L. THE STAGE IS VEGAS

With the 13.6 liters, the power curve gains more than

10 percentage points. In comparison to the former 13.5

liters, of which it will take the place in Stage V, it means

an increase of kilowas from 448 up to 500. Always

compared to the 13.5, the 13.6 liters features a dimensions

restyling that resulted in a compacted sizing. This will allow

a beer posioning on the front overhang of operang

machines. Engineers at John Deere put a lot of efforts

to enhance operaonal exibility. It opens the door to

new and wider matchings in terms of hydraulic pumps.

The hydraulic regulators have been designed to ease

the mode of operaon of the valves, in order to reduce

components wear and fuel consumpon. The 13.6L engine

offers full power from the front and rear of the engine

while providing the capability to add more pumps with

an integrated PTO. It comes with mulple auxiliary drive

connecons and is available in single and dual-turbo

conguraons to maximize packaging exibility.

David Hoffman, Director of Worldwide Marketing, Sales and

Customer support: «We utilized a streamlined engine design

process to expand our power range. Advanced modeling allowed

us to de ne and optimize engine subsystems to achieve our

performance requirements open to all technologies.»

nveiled at Conexpo in Las

Vegas, the swan song of

the big global fairs, before

the Covid axe. We’ll have

a chance to talk about the reasons

behind what has become John Deere’s

top of the range, which is a

candidate for the harvesting machines

and proves to be the best performing

engine of this size.

Now we prefer to give the oor to

Michael Lefebvre, Manager, Global

Marketing Support at John Deere Power

Systems, who gave us an interview

about the essence of this engine.

At the time, he was unaware that he

would soon become the Diesel of

the year 2021.

Was the engine designed more for

the European or for the North

American market?

The 18.0L engine was designed for

John Deere customers all around

the world. Customer value is the

driving factor in our Smart Indus-

And the winner is...

John Deere Power

Systems 18.0L!

It’s the top of the

industrial engines

family, the best

in class and the

testimonial of Deere’s

willing to upgrade the

free&captive portfolio

trial strategy. This isn’t technology

for technology’s sake — it’s developing

smarter tools that pay back

the customer’s investment with solid

economic returns over the life of

the product.

We leveraged analysis-led design

strategies for both the 13.6L engine

and the new 18.0L engine

announced in 2020. Advanced

modeling allows us to define and

optimize engine subsystems to

achieve performance requirements

that are determined by global customer

needs.

These customer needs will continue

to be the primary drivers of next-generation

engine design, which will result

in engines that offer optimized

and simpler systems while meeting

power and reliability demands.

Is it aimed more at the agricultural

world or the earth-moving

sector? More combines or maxi

excavators? More Deere and

Wirtgen or OEM oriented?

The 18.0L is ideal for any heavy-duty

application that can benefit from

a higher amount of horsepower.

The 18.0L will offer a horsepower

range that reaches above 650 kW

(870 hp).

What do the 18L and 13.6L share?

Since the 18.0L engine is building

on the advancements made during

the clean-sheet design process taken

when developing the 13.6L engine,

there are multiple technological

and design similarities. These

include John Deere model-based

controls, a rear gear train and

streamlined service and repair capabilities.

The John Deere model-based controls

offer advanced prognostics

capabilities and reduce the overall

number of sensors needed,

which improves transient response.

Switching the location of the gear

train from the front to the rear of

the engine reduces noise and torsional

vibration. In addition, its

streamlined design factored in the

top 20 service and repair jobs normally

completed on an engine as

part of the development process,

resulting in reduced mean time to

repair. Both engines also feature a

three-piece integrated harness with

a protective channel — further im-

proving overall reliability.

Would you call this engine ‘disruptive’?

And why?

Yes — not only does the introduction

of the 18.0L engine increase

our horsepower range, but it is the

second in our new generation of

engines that are engineered specifically

to address customer and market

needs. This is an exciting shift

after years of refining our technologies

to meet subsequent levels of

emissions regulations.

Continuing to leverage analysis-led

design will play a major role in future

engine development. With the

results we’ve seen and experienced,

it’s clear that using the latest technologies

to specifically deliver on

4

5


REPORT

#DIESELOFTHEYEAR #OFFROAD

our customers’ biggest needs will

shape the future of engine design.

The EGR is still available. Why?

We believe the EGR is a key component

to optimal fluid economy. In

fact, John Deere has accumulated

more than 2 billion hours of oper-

ating experience with EGR technology.

EGR technology continues to play

an important role in meeting Fi-

nal Tier 4/Stage V emissions requirements.

Cooled EGR engines

demonstrate exceptionally low

DEF consumption compared to

non-EGR engines, reducing overall

operating costs and increasing

package flexibility.

In addition, less DEF consumption

means a smaller DEF tank and fewer

fill ups — helping with ease of

integration and reducing total cost

of ownership.

Our approach to using EGR technology

gives us a wide range of

calibration flexibility. We are able

to optimize over the entire engine

operating range, independent of

application or drive cycle, so our

customers can expect near optimal

fuel efficiency and performance.

Some words about the rear gear

train and the crankshaft?

Locating the gear train in the rear

of the engine reduces noise and torsional

vibration. Sound intensity

is reduced for increased operator

comfort. In addition, the location

directly improves durability while

enhancing operational exibility, as

it enables more gear drive auxiliary

power take-off (PTO) capabilities.

Hydraulic lash adjusters?

To meet customer needs for fewer

and shorter planned maintenance

intervals, we utilized hydraulic

lash adjusters (HLAs) in the 18.0L

engine design. The HLAs are hydraulically

operated and self-adjusting,

eliminating the need to

manually reset the valve lash — a

lengthy service process.

Mr Nick Block said: «We utilized

a streamlined engine design process

to expand our power range.

Advanced modeling allowed us to

define and optimize engine subsystems

to achieve our performance

requirements and to deliver on our

customers’ growing horsepower

needs».

What kind of modeling and what

subsystems?

Engine development for the 18.0L

engine was an analysis-led process,

resulting in optimized designs and

less engineering work. The project

also benefitted from extensive engine

combustion modeling, which

included enhanced development

testing with a single-cylinder engine.

The single-cylinder allowed

for more efficient development of

combustion optimization. This led

to further development testing,

which allowed simulation of altitude

and cold weather conditions

— optimizing the performance earlier

in the development process. In

the past, we would have leveraged

more in-vehicle testing in those

conditions.

650 kilowatts (36 kW/dm 3 specific

power) and 4250 Nm (236 Nm

specific torque: 10% more than

the second performance and the

36% compared to the last one),

the top of its range (we’ve just

published a comparison among

18 liters diesel engines).

How did John Deere Power Systems

reach this goal?

We focused on extending our JDPS

engine platform above 650 kW

(870 hp) while also building on

the design and technological innovations

we made when developing

the 13.6L engine. By leveraging an

analysis-led engineering process,

we design an engine with the end

goal in mind — whether it be customer

need, market gaps or a new

horizon.

JOHN DEERE

Ptp 6090

CUMMINS

B3.3

FPT INDUSTRIAL

F 32

PERKINS

1206E-E70Tta

DEUTZ

Tcd 2.9 L4

JCB

Ecomax

KOHLER

Kdi2504Tcr

MTU

6R 1500500

FPT F

INDUSTRIAL

Cursor 16

KOHLER

Kdi3404Tcr Scr

MAN

D3876

LIEBHERR

D9812

DEUTZ

Tcd9.0

KUBOTA

V5009

FPT INDUSTRIAL

F28

JOHN JOHN DEERE DEERE DEERE

18.0L

Eima

2006

Eima

2007

Samoter

2008

Intermat

2009

Bauma

2010

Samoter

2011

Intermat

2012

Bauma

2013

Samoter

20142

Intermat

2015

Bauma

2016

Samoter

2017

Intermat

2018

Bauma

2019

Munich

ConExpo

2020

Samoter

2021

6

7


AUTOMOTIVE

#SUSTAINABILITY #GREEN #BEV #DIESEL

EURO NCAP




and CH4, considered cold, when starting

in a cold environment, hot and on

motorway driving.

Taking for granted the ex aequo podium

for the electric Hyundai Kona

and Renault Zoe, the silver medal for

the Toyota hybrid has some interesting

implications: the Green Ncap technicians

have appreciated the efciency

of the hybrid system fourth generation,

already sold in over 15 million units

worldwide, but the lack of the DPF

(available from MY 2021) for the famous

Atkinson cycle petrol engine meant

that the C-HR missed the 4 stars by

a whisker, stopping at 3,5.

Seven models on the nal podium position,

in a large group with surprise appearances,

as for the Mercedes diesel,

represented by the C220d sedan, awarded

for its efciency in motorway dri-

ving at full load (14.5 km with a liter)

and low NOx emissions thanks to the

combination of SCR and DPF; the only

drawback is the high volumes of N2O,

currently not regulated, which have

brought the GGI below 3/10, preventing

the OM654 engine from matching

the result of Toyota hybrids with 3.5

stars. The greenhouse gas emission index

was fatal both to the rival BMW

320d, which was “stopped” at 2.5 stars,

and to the Audi A4, which, even in the

petrol/methane bifuel version, slipped

to the bottom of the ranking with only

2 stars. A stumbling block that did not

affect the other bifuel of the panel, the

SEAT Ibiza, which, despite not having

a DPF on the petrol engine, reached an

excellent three-star rating. As was the

case for four models made in France,

two by Peugeot and two by Renault.

or over 20 years, the Euro

NCAP (European New Car

Assessment Program) rating

has been haunting the dreams

of manufacturers all over the world.

As part of the GVI (Green Vehicle Index),

the Green NCAP program puts

the environmental performance of

cars under the microscope, through

bench tests and road tests, with the

use of PEMS. The Green NCAP stars

are assigned according to three parameters

(evaluated in tenths) related

to internal combustion engines, but in

the near future it will evolve towards

the ‘well to wheel’ standard in order

to not merely reward ‘always’ electric

cars. In this rst round of 2020, Green

NCAP has put 24 of the most popular

models on the EU market under the

microscope, taking into consideration

all types of engines: petrol, diesel, methane,

hybrid and electric. Only plugin

hybrid models were excluded, due

to the limited number of models available

in January 2020 when the procedure

was initiated. The rst reference

index is the CAI, or Clean Air Index,

obviously always applied to vehicles

already compliant with the Euro 6d

The Green Euro NCAP

stars are assigned

according to three

parameters. Quite

obviously, electric cars

rule, but some Diesel

cars still play a part

standard, which provides for the measurement

of vehicle emissions in the

laboratory and on the road (we are

talking about NMHC, NOx, NH3, Co

and particulate matter) in widely differentiated

climatic, trafc and usage

conditions ranging from cold start to

full-load motorway driving and urban

trafc jams. The second index is EEI,

Energy Efciency Index, which evaluates

the overall vehicle efciency

in the laboratory in different conditions

of use, taking into account both

the average consumption and the peak

consumption recorded in the most extreme

situations. The third and nal

factor is the GGI, Greenhouse Gas

Index, which evaluates the impact of

vehicles on greenhouse gas emissions:

the values taken into consideration

concern not only CO2, but also N2O

8

9


NEWSROOM

HYDROGEN: H2-ICE




PERFOR

THAT

GRO

B

Punch Torino, AVL Italy,

Landi Renzo, TPER

and IAA. These are the

actors who are playing

the H2-ICE project,

an alliance of Italian

companies to enhance

hydrogen

he projects of Punch Torino, AVL

Italia and Landi Renzo, which

are preparing to become part of

the powertrain of buses, will run

on asphalt. Which ones? Let’s ll in the

missing pieces to complete the puzzle

and leave the word to the press release.

The pieces answer to the name of the

bus manufacturer Industria Italiana Autobus

(IAA) and the regional bus and

train operator TPER (Trasporto Passeggeri

Emilia-Romagna). We would like

to say (at risk of sounding obnoxious):

‘we said so’. Or rather, they did, Punch

Torino, through the words of its CEO,

Pierpaolo Antonioli. It is called H2-ICE

and it is an alliance of Italian companies

aimed at promoting the use of hydrogen

for the traction of vehicles in public

transport. Within this alliance, Punch

Torino and AVL Italia have started the

development of an internal combustion

engine (ICE) powered by hydrogen,

which, with the support of the Emilian

company Landi Renzo, specialized in

the production of components and gas

systems for ICE and hydrogen systems,

will be installed by Itslian bus manufacturer

IAA on a city bus, which will

be tested in service by TPER, a public

transport company from the Emilia-

Romagna region. The vehicle will represent

a concrete and tangible step towards

a sustainable mobility to support

the process of decarbonization and will

be the result of the work carried out by

the partner companies that want to join

this initiative, which will project into

the future the companies of the territory

creating a green Italian ecosystem of

local public transport, thus enhancing

the technological know-how already

present in Italy. In the future, H2-ICE

plans to expand its eld of action to

other areas of application, accelerating

the development of the use of alternative

ecological sources. This would ensure

to enhance the investments made

over the years, in economic terms and

technological expertise, and to limit any

re-engineering costs.

31% MORE TORQUE WITH 5% MORE POWER.

MORE MACHINE CAPABILITY FOR MORE PRODUCTIVITY.

LESS WEIGHT FOR MORE EFFICIENCY. CY.

LESS SERVICING FOR LOWER COSTS.

WHATEVER IS HAPPENING IN THE WORLD, CUMMINS IS WORKING

HARD TO SUPPORT YOU. OUR GLOBAL NETWORK IS THERE TO

KEEP YOUR BUSINESSES UP AND RUNNING.

THERE FOR YOU, WHEREVER YOU ARE.

CUMMINS.TECH/POWER

©2021 Cummins Inc. Box 3005, Columbus, IN 47202-3005 U.S.A.

10


#HYDROGEN #AVL #WEICHAI #LOVOL #ROLLSROYCEPOWERSYSTEMS #SCANIA# CHINA

SCANIA: BATTERIES IN SWEDEN AND TRUCKS NEARBY SHANGHAI

Scania will soon establish industrial operations in China. We are talking about a wholly-owned truck

production facility in Rugao, Jiangsu Province, 150 km northwest of Shanghai. Series production is

scheduled to start in early 2022. «Our expansion in China will be made step by step and in pace with the

positive development of market conditions and the increasing demand for modern vehicles with a higher

technology content that will follow. Until the end of the 2020s, we will make signicant investments in order

to benet from this development as well as to establish China as the third leg in our global production

structure», said Scania’s President and CEO Henrik Henriksson. China is currently the world’s single

largest market for commercial vehicles and currently accounts for 40 percent of global sales.



WEICHAI GROUP TO BUY

LOVOL. A 6.44€ BILLION

CHINESE COMPANY

here is more and more talk

about China on these pages,

even within Western World’s

borders. Weichai is mentioned

implicitly every time we mention Baudouin,

PSI, Linde Hydraulics and the

Ferretti Group. Lovol was mentioned

during the Arbos-Goldoni Tractors

affair. «At 10:00 on Jan. 6, Weichai

Group held a press conference in Jinan,

Shandong. Weichai Group now

holds 60% stock equity in Lovol Heavy

Industry and becomes its controlling

shareholder. After the reorganization,

relying on its own full range

of high-end off-road engines, CVT

(Continuously Variable Transmission)

powertrain and hydraulic powertrain

and other core industrial resources,

Weichai make up for Lovol and the

whole industry for the shortcomings of

the powertrain with efcient and reliable

power. Weichai will give full play

to its advantages in new technologies

such as electronic control, new energy

and unmanned driving, and efciently

collaborate with Lovol to build core

competitiveness for the intelligentization

of agricultural equipment and the

creation of smart agriculture in China.

At the press conference, Tan Xuguang

drew the strategic vision of Lovol

Heavy Industries in the future: focus

on high-end agricultural equipment,

build a world-class agricultural

equipment group, achieve the revenue

of 50 billion yuan (6.44 billion€, 2021

February 3th: editor’s note) by 2025.

The cooperation between the two parties

is of great strategic signicance

for accelerating the modernization of

China’s agriculture industry and conforms

to the requirements of China’s

development strategy. Weichai Group

strategically reorganized Lovol Heavy

Industries to accelerate the advancement

of China’s agricultural mechanization

and intelligentization, assist the

rural revitalization strategy, and lead

China’s agricultural equipment to the

high-end».

1000 MTU IN CHINA

Rolls-Royce has recently

signed some important

agreements to delivery

almost 1000 MTU products,

between engines and gensets

for power generation and

mining applications, to China.

The agreements were signed

at Chinese import conference

CIIE, held in Shanghai, and

strengthen the presence of

MTU solutions in the Asian

country. In fact, we’d already

talked about 500 more MTU

engines headed to China

only last year. The abovementioned

agreements

include MTU Series 2000 and

4000 engines.

The power to bring you here.

12


EVENTS

#SPT #SPT2021 #MARINE #POWERGEN #OFFHIGHWAY

THREE WEB EVENTS BY DIESEL INTERNATIONAL




THE FIRST WEBINAR IN APRIL

‘Evoluon of the species: the unplugged hybrid’ is the tle

chosen for the rst stage of the Sustainable Powertrain Tour

2021, scheduled on April 22. The starng point is that IMO EPA

Tier III and RCD2 are not enough. The ghtening of regulaons

on exhaust emissions from leisure boats is called for by many to

encourage shipyards to follow the virtuous example of on-road

and off- highway applicaons manufacturers.

Hydrogen and electric drivelines are lile or more than style

exercises, especially for hulls over 80 feet. Is the hybrid really

the most available soluon to reduce signicantly exhaust

emissions? And what hybrid technology is best suited to reduce

the presence of the diesel engine in the engine room? What if

the redempon of diesel is simply... diesel itself, from biomasses

or synthec? We’ll try to nd the right answers to such key

quesons for the development of the leisure boang sector.

ne Word, Multiple Meanings.

This is the payoff we’ve chosen

for the very rst edition

of the Sustainable Powertrain

Tour, a cycle of web events aimed at

highlighting the several implications

that the concept of sustainability has

in the current powertrain design and

utilization. Dealing with the marine,

powergen and off-highway sectors,

Diesel International has indeed an

open view on engine and powertrain

applications: this is our starting

point. The Sustainable Powertrain

Tour will be carried out in three different

web events in live streaming,

each one addressed to an end sector.

We will start on Thursday, April 22,

with the rst stage, addressed to the

boating sector (more information in

the dedicated box on the next page).

On July 15, we will be talking about

power generation and nally, in October,

the closing event will be dealing

with the off-highway sector, that

is to say agricultural and construction

machinery. The participation is

free: further information and updates

will be published on our website and

social media accounts.

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

The rst edition of the Sustainable

Powertrain Tour 2021 looks towards

the future without neglecting the current

requirements of OEMs as well as

end users when it comes to choosing

a machine or a system. In fact, we believe

that these requirements need to

be taken into consideration along with

the ever-stricter emissions standards

featuring nearly all the end sectors.

The introductory speeches will be

managed by primary European and

international institutions and associations.

Then, we will make powertrain

component manufacturers and OEMs

talk to each other within a round table

about hot issues such as cleaner diesel

engines, hybridization, electrication

and research on alternative (and much

less polluting) fuels for internal combustion

engines.

As a matter of fact, sustainability is

a keyword in today and tomorrow’s

daily life. However, what is the true

meaning of sustainability? Is it possible

to nd the right balance between

economical, technological and environmental

sustainability? Such questions

are the starting point of the Sustainable

Powertrain Tour 2021, also

considering that the watchword for

decarbonization is ‘RIGHT NOW’. In

other words, it’s time to talk about all

this involving primary international

institutions together with some of the

main global players among the manufacturers

of engines and powertrain

components.

The Sustainable Powertrain Tour

2021 was created in the wake of a

huge commitment for the promotion

of sustainability carried out by

Vado e Torno, our publishing house.

It is no coincidence that Vado e Torno,

through the various magazines

published, has established during the

years some well-known international

awards. From the Sustainable Bus of

the Year, addressed to the bus eld, to

the Sustainable Truck of the Year, up

to the Sustainable Tractor of the Year,

assigned yearly to the most innovative

and game-changing industrial solutions.

14

15


POWERGEN

#ROLLSROYCEPOWERSYSTEMS #MTU #SMARTGRID

MTU SERIES 500




MTU BATTERY STORAGE IN COSTA RICA

The smart grid is an MTU workhorse and Costa Rica is considered the

‘happiest country in the world’. We were therefore not surprised when

we learned that Rolls-Royce Power Systems has provided the technology

required for texle company Proquinal in Alajuela to successfully commission

the largest integrated energy system in Costa Rica. The system includes both

baery storage and solar installaons at the site. Two 40- MTU baery

containers from Rolls-Royce with a total storage capacity of 4,275 kWh and

an output of 1,500 kVA are used to meet peak electricity demand, increase

the company’s own use of solar power, and relieve pressure on the public

grid. 690 photovoltaic panels with 255 kW capacity have been installed by

solar provider Swissol on covered parking spaces at Proquinal.

Steffen Heinrich, Rolls-Royce Solutions Berlin: «The battery storage

system serves as an important buffer if the energy generated does

not match the actual load pro le. It stores the excess energy from the

photovoltaic system at peak times, thus ensuring the optimal usability

of the solar energy produced.»

s it methane gas fashionable?

It doesn’t matter. For industrial

applications, compared to the

iconic car passenger scenario,

the word ‘cool’ is irrelevant. Between

power generation applications and

heavy duty trucks and regional buses,

CNG and LNG engines are taking an

interesting share of the market.

Rolls-Royce launched a new MTU

Series 500 for natural gas and biogas

power generation. With a power range

of 250 to 550 kilowatts and peak

efciencies of up to 42.6 percent, the

gas gensets are able to hit more targets.

For rst, they replace the Series

400, increasing efciency by about

three percent and available power by

over 30 percent, lling the gap in the

gas engines portfolio. At 50 Hz, the

Series 400 is able to provide from 135

to 420 kilowatts, and the Series 400

starts at 776 to 2,535 kilowatts, also

at 50 Hz. The 400 Series lacked the

V8 and stopped at 420 kWe and 247

kWt. Two engine displacements: the

in-line 6 cylinder gas engine has a 2-litre

cylinder displacement (BxS 130 x

155 mm), the 12-cylinder V-gas engine

MTU gas engine Series

500 for powergen

replaces Series 400.

Efciency up to 42.6%,

6 cylinders in line, 8

and 12V cylinders

engines, it’s H2-ready

and exible, for CHP

and smart grid

has a single cylinder displacement of

1.88 litres (BxS 130 x 142 mm). Spare

parts and service will be maintained

for Series 400 customers in accordance

with contractually agreed terms. Series

400 products can be ordered until mid-

2021 and series production will end in

late 2021. The advantages of the new

gas engines do not end with electrical

performance values and overall efciency.

The Series 500 is H2-ready,

which means that the engines can be

converted to hydrogen operation at a

later date. MTU, a pioneer in smartgrid

technology, obviously conceived

the 500 Series for this application

too. All gensets are equipped as standard

with the MTU Module Control

(MMC), a system that can be customized

to perform all important functions

required for continuous monitoring

and control of a complete customer

solution. The MMC is located in a separate

panel next to the genset. This

allows the gensets to be integrated into

complex systems such as microgrids

and provides access to the global MTU

service network.

«With the Series 500, we are offering

our customers state-of-the-art products

with which they are equipped

for the future in terms of ef ciency

and environmental friendliness», explains

Andreas Görtz, Vice President

Power Generation at Rolls-Royce Power

Systems. «With ef ciencies of up

to 42.6 percent, low life-cycle costs

and high availability, plant operators

bene t from low fuel consumption and

thus high yields», adds Görtz. The Series

500 is now challenged to take on

Perkins’ Series 1200 and 1500.

BRAND

MODEL

MTU

MTU 6R500 GS

MTU

8V500 GS

MTU

12V500 GS

I. D.

B x S mm - S/B 120 x 170 - 1,42 120 x 170 - 1,42 120 x 170 - 1,42

N. cil. - dm 3 6 - 11,53 8 - 15,38 12 - 23,07

Maximum power kW - rpm 250 - 1.500 360 - 1.500 550 - 1.500

Mep at max power bar 17,7 19,1 19,5

Piston speed m/s 8,5 8,5 8,5

Electrical efciency % 41.8 42.6 42.6

Total efciency % 85.2 87.6 87.4

DETAILS

Speci c power kW/dm 3 21,6 23,4 23,8

Speci c torque Nm/dm 3 137,6 149,0 151,6

Areal spec. power kW/dm 2 36,82 39,78 40,53

RULES AND BALANCE

Dry weight kg 4.300 5.800 6.200

L x W x H mm 4.700x1.400x2.200 4.900x1.600x2.400 5.100x1.400x2.300

Volume m 3 14,48 18,82 16,42

Weight/power kg/kW 17,2 16,1 11,3

Weight/displacement kg/dm 3 372,7 377,1 268,7

Power density kW/m 3 17,3 19,1 33,5

Total density t/m 3 0,30 0,31 0,38

Displacement/volume dm 3 /m 3 0,80 0,82 1,41

16

17


INTERVIEWS

#NGVPOWERTRAIN #CNG #BIOMETHANE #ONROAD

NGV POWERTRAIN




NOT JUST SHORT NAMES. 4E AND NGV

As clearly pointed out by David Caponi, these two enes

complement each other. We’ve asked 4e-Consulng’s

founder Paolo Patroncini to expand on this.

«This partnership stems from our longme business

cooperaon with NGV. What’s more, David Caponi and

I were also colleagues at VM Motori. I can conrm our

way of working is very similar to that of their engineering

department. We, on our part, contribute our know-how

on the simulaon of conversion to gas of diesel engines,

and on its design. Speaking of on-road applicaons, we’ve

worked jointly with Yuchai on truck engines, especially the

6-cylinder. Transposing these engines to a bus seng is just

part of our DNA».

Who’s the one who takes the ball rst, you or NGV?

«No doubt it’s NGV Powertrain that picks up the ball and

listens to customers needing a conversion or an engine on

demand. Then it’s 4e-Consulng that runs with it, including

working from a clean slate, depending on me to market.

In the past we used the test benches at their labs».

David Caponi, NGV Powertrain: «In January 2021, the

Shareholder’s Meeting amended NGV Powertrain’s article of

incorporation for it to have the possibility to develop and sell

innovative vehicles.»

ts name is NGV Powertrain and

it’s got a mission: becoming the

benchmark for conversion to

natural gas. For repowering and

rst equipment, small and medium

OEMs alike, any application whatsoever

in any corner of the globe, including

for whole vehicles. More on

that from David Caponi (pictured at

page 21), one of the two partners.

NGV, the early days.

Let’s leap back in time. NGV is rmly

rooted in Reggio Emilia, Italy. Back

in the 90s it was split into two separate

entities: NGV Bus – dealer of

MAN, Solaris, Van Hool and a few

DAF applications – and NGV Gas;

this latter drew on previous experiences

from the 70s and dealt mainly

with repowering.

As one may easily infer from the

name, repowering with NG.

Precisely. The company transformed

circulating diesel-powered vehicles

– buses and trucks – into vehicles

running on alternative fuel such as

Here’s the mission:

becoming the partner

of small and medium

vehicle manufacturers

worldwide wishing to

convert their diesel

engines to gas. We’re

still in the ICE galaxy,

then all applications,

none ruled out

methane. Being a worldwide player,

NGV Gas was attractive rst and

foremost price-wise; secondarily,

also in terms of exhaust gas reduction.

Huge credit for this mission

goes to my partner Luca Iori – who

created it alongside his father.

As that was, by all means, an innovative

way of working.

Not a speck of doubt about that. At the

Reggio Emilia plant they used to set

up a prototype demonstrator based

on a customer-sent diesel engine that

was dismantled and altered to run

on natural gas in the workshop. Secondly,

they added the relevant manuals

and technical datasheets in the

customer’s native language. Once

the preliminary development stages

were done with, NGV Gas staff was

sent at the customer’s site to teach its

workers how to operate the transformation.

To name an example, some

20,000 Ashok Leyland buses were

converted this way at Indian plants.

Like some kind of ying doctors?

We could call them ying teachers.

Customers were very satis ed with

the fact they were actually importing

know-how and producing locally. As

for NGV Gas, that’s how it managed

to stay small-sized: all it had to do

was sending small teams of people

mastering that know-how around the

world; there was no need to set up its

own manufacturing lines requiring

the huge investments that are typical

of our sector.

What’s changed since then?

We made some investments, including

to hire specialized technicians

– about fteen – and renovating our

development centre structurally, after

which we targeted the new-build

market: no longer just repowering,

then, but newly manufactured gas

engines under the NGV Powertrain

brand. We buy diesel cylinder blocks

from engine manufacturers under

multiyear agreements, we carry out

the conversion to gas and the homologation

and then we resell them,

sometimes directly to the dealers’

network of the manufacturers themselves.

We supply small to medium

orders, about a hundred units a year.

Such small numbers may be tricky

to big companies, while to us they

are an opportunity. Having set up a

highly agile international network

is certainly of help. Only one year

since its birth, 80% of the company’s

turnover comes from abroad.

What drove you to reach beyond

national borders?

The employment record of the

founders – myself and Luca Iori.

After years spent at Piaggio, General

Electric Nuovo Pignone, and

VM Motori, in 2005 I was hired

by Iveco Motors, right on the eve

of FIAT Powertrain’s birth. That is

when my journey across the group

began. First, I led the development

of NEF Tier 3 engines for Case

New Holland, for both agricultural

and earth moving machinery. Those

were the days when Cummins engines

started being replaced, especially

on Case New Holland’s units.

18

19


INTERVIEWS

#4ECONSULTING #GREENDEAL #HYBRID #OFFROAD

4E CONSULTING AND EU’S GREEN DEAL

«We’ve been asked to parcipate in feed mixer projects for the

Northern European market. Oenmes requests are focusing

on hybrids, which allows to avoid massive layout redesign.

We’ve set up a demo, a series hybrid with range extender,

versale architecture; more specically, it’s a dumper.

The project’s key feature is the electricaon of hydraulic

components. The soware is a simulator we developed

ourselves. We use to test the loads and determine the power

range that’s best suited for the required autonomy.

The 19 May 2020 deadline had been set for ‘zero polluon’

projects. 4e parcipated in a call for applicaons on a centre

for the development of lithium baeries for mobile industrial

applicaons. We signed a supply agreement with a baery

manufacturer boasng 20 GWh of energy generated and

stored in lithium iron phosphate baeries, that are best suited

for off-road: inherently safe, their heat release is gradual

and they enjoy a protable second life, i.e. as storage units.

Our mission is to design baeries that are tailored to the

applicaon to avoid overly fast charge-discharge cycles».

Paolo Patroncini, 4-e Consulting: «When I worked at VM Motori

some 15 years ago, I collaborated with the University of Modena in

converting a VM engine to gas.»

Later on I was appointed head of

testing, then in 2008 I was in charge

of diesel engine design for passenger

cars made in Mira ori as well

as for industrial vehicles from the

plant of via Puglia. The next step

was when Paolo Emanuele Ferrero,

my line manager at the time, asked

me to strengthen our presence in

China. And so it was that I found

myself leading Fiat Powertrain’s

technical centre in Shanghai, where

I took over for Mr Pino D’Agostino,

none other than the man in charge

of Ferrari engines at the times of

Schumacher. He was soon to retire,

and by taking over his position I

could see the birth of SFH and the

other Chinese entities of the Group.

I then resumed my position as head

of engineering, while in 2014 I was

appointed Manager of the Engine

Development Platforms by Giovanni

Bartoli, who was FPT’s CEO at the

time. After all of which I spent three

years in global engine sales for the

on-road applications segment.

And now…

We are dealing with a number of

customers to which we have been

recommended, in many cases by the

same manufacturing companies we

cooperate with. That’s the context

of our collaboration with 4e-Consulting.

We complement each other.

They have the resources for and

know-how on hybrid and basic engineering

activities for diesel engines;

our team, instead, has roots in engineering

for vehicle applications,

which means the nished product.

We have set up this cooperation because

we make quite a nice work

team, one that’s complete and integrated.

What about electrication and alternative

fuels in general?

The agreements we’ve signed include

the conversion to gas of a

truck from a well-known manufacturer

for the Eastern European

market. Speci cally, we’re tasked

with transforming the truck into a

demonstrator running on liqui ed

natural gas.

A second project targets a hybrid

propeller to repower a well-known

bus brand for the German market.

We’ll replace the bus’s diesel engine

with a hybrid powertrain made up

of a small size engine (3 L) and an

electric generator. The gas engine

is very close to xed-point operation,

and it recharges the batteries

as if it was a range extender. The

downsizing is remarkable, from a

7/8L diesel engine to a 3L gas unit.

Other projects worth mentioning include

a typical garbage collector, in

Spain, again with a compressed gas

fuelled engine; and the conversion

to gas of a 4-cylinder, 4.5L engine

– jointly with 4e-Consulting – for a

street-sweeper manufacturer. We’re

also involved in a number of still

con dential projects targeting natural

gas engines for road and rail

vehicles.

As for the future, we’ve made connections

with a few big companies operating

in Italy to develop hydrogen-fuelled

internal combustion engines.

Is there anything you lack?

Currently we do not have a plant of

our own, so we lack the production

lines.

For this reason, we have ongoing

contacts with various Italian companies,

as we have given absolute

priority to the importance of having

a complete national supply chain.

So you lacked the opportunity to

take care of the process from beginning

to end, didn’t you? How

do you see yourself working at full

stretch?

We have a dream: becoming a trusted

partner of all the world’s small

manufacturers of vehicles and moving

machinery, stationary engines

or boats.

We intend to specialize in low vol-

umes and applications with a strong

engineering nature, such as special

vehicles, boats like hovercrafts and

small-scale coastal shing boats.

Anything requiring strong customisation.

If our clients turned to most manufacturers

for speci c engine equipment

in small quantities, they almost

certainly would get no answer. Instead,

we take this kind of OEM’s by

the hand.

We’re talking about special vehicles.

To date, we’ve been commissioned

a couple of rather big projects, the

rst by an Italian company, and the

second by a Swiss one: both are asking

for urban vehicles.

On top of which, we’ve just completed

the homologation of a Mercedes

bus in Romania.

20

21


INTERVIEWS

#YANMAR #STAGEV #OFFROAD

YANMAR: CARLO GIUDICI




WHAT ABOUT HYDROGEN?

«Fuel cells will be the only alternative

to heat engines for the next 20 to 30

years. We think their penetration will

be only partial and they will coexist

with diesel. They’re better than the

electric in terms of density, especially

on trucks, that provide an incubator

for this technology. I do not believe

in Tesla’s electric truck: you’d need

a trailer for batteries alone! Instead,

we’ll have to keep an eye on Cummins’

next moves. As for (hydrogen)

infrastructures, that’s a different story.

The EU is pushing it forward and

they’re likely to get there. Burning

hydrogen in heat engines could only

be an intermediate step», said Carlo

Giudici (right).

Kazuko Newton, Head of Yanmar Energy System Canada:

«We look forward to delivering Yanmar’s solutions to Canadian

customers across a wide range of gas-powered generation and

HVAC applications.»

anmar Europe’s Industrial Engines

Sales Director Carlo

Giudici never fails to provide

us with some food for thought.

And, to tell the truth, his views are

never ordinary; sometimes he even

goes against the ow when commenting

about electrication to be done

“here and now” – at all costs. What’s

“Here and now” is diesel – the only

viable path – one that we will keep

walking on in the next future.

We’ll let him speak for himself.

Your take on the off-road market,

in the light of this global, patchy

lockdown.

For about ve months now, the overall

landscape has been characterized

by a growth in demand (it’s the

22nd of January as we write, editor’s

note), but frankly, I do not know why.

I can’t gure out the macroeconomic

reasons that lie behind this trend.

One could be the availability of cash

resources unlocked by public incentives,

even though this does not really

explain what now looks like a real

frenzy. The European market is going

abnormally full-steam ahead, based

Yanmar remains

con dent in Diesel

ef ciency. The Group

has launched an LPG

engine especially for

forklifts, invests in PG

but remains focused

on mobile applications

on our indicators we’re reaching the

highest levels in the last ten years –

excluding pre-buys.

I have to stress though, that I’m referring

to the fall-winter season

2020-2021, I am not speaking in yearly

terms. Yanmar’s global situation

remains unchanged, not only for the

very strong demand by the Chinese

market. I must confess that since I

can’t see the reasons of such euphoria,

I am afraid it might turn out to

be a bubble.

Sure we’re going to see a slowdown

and we hope it will be gradual. Rental

companies are keeping pretty

busy, too, even though they could

tune eet renewal exibly over time.

It’s clear they are receiving many

requests and so they are riding the

wave of demand.

First feedback from the market

concerning the 3.8 and the 4.6 litre.

An update on the EGR, Twin

turbo and DOC-DPF/SCR as separate

units.

Yanmar’s philosophy has not changed.

The 4.5L was born to t into a

premium range, it’s extremely performant.

So price was not the main trigger,

which explains the twin turbo.

The 3.8L was, so to speak, born under

a different star. It must t into a

variety of machines and price is a

fundamental factor. To give you an

example, the 4.6L has 4 valves per

cylinder, the 3.8 only 2.

Anyway, we’re still talking about a

105 kW unit that has shed off a few

cost items without compromising on

quality.

Evolution of the single cylinder.

You mentioned light towers and

single cylinders at lower rpm. Any

update on that view?

For years we’ve heard the refrain

that single cylinder engines were

reaching the end. But in fact, we saw

no decrease in volumes. We appreciated

the importance of the single

cylinder as a supplement to TNVs

especially for light towers, that have

relinquished the 3-cylinder and are

equally t for a liquid cooled 2-cylinder

or a cheaper air-cooled single

cylinder, running at 3000 rpm. The

application focus has now shifted

onto power generation, light towers

and engine-driven welders, for which

we have 3 ranges – Europe, EPA and

markets not subject to emission stan-

dards. In the US, LED light towers

were lagging behind but they’re making

up for lost time. Competitors are

suffering from having no air-cooled

option, or one with limitations. In

Europe the agricultural market shifted

from two (rotary cultivators) to

four wheels.

Taking stock of gas engines, Isuzu

launched a methane version.

Our LPG engine was presented at

Bauma 2019. Yanmar believes in

it and its 4Tn88G was designed for

forklifts. It’s the only application that

has volumes high enough to justify

an ad hoc engine. At the same time, it

meets the low emission requirements.

It’s been some time now since Yanmar

has stepped into the front loaders’

sector and a 2.2L LPG-fuelled

22

23


INTERVIEWS

#LPG #HYBRID #BEV

TOP

HYBRID

PERFORMANCE

Power max diesel propulsion 30HPEP

200 kW @ 4100 RPM

version is now under production for

a few brands of the sector.

What about the 1.6 and the 2.1 L

TNVs?

They are EPA and Stage V certi-

ed, they were designed with speci

c power in mind. The 4-cylinder

is right below 56 kW. Even though

their morphology has not changed,

we have replaced their piston rods.

Compared to the 3.3 L, they are

different in terms of overall curve

trend.

When what you have in store is a 4

cylinder, either aspirated or turbocharged,

turbocharged with aftercooler,

and also an increased power

version, with one installation you

can meet all requests in the range

from 35 to 55 kW.

And here we come to the usual endof-the-interview

question about the

prospects for electrication/hybridisation.

Here’s the answer we got in

2018:

I am under the impression that the

expectations on electric vehicles are

overly high, and this may back re.

What I can realistically say is that

Yanmar has faith in the electric, but

we need it to be done in due time. I

think that some have rushed to jump

on the electric vehicle bandwagon,

too fast.

There has been no change in the way

things have unfolded, nor in the Japanese

company’s stance. Giudici,

however, makes a few distinctions.

We are likely to see more electric motors

in applications that fall within our

power range, as it is already the case

with applications below 19 kW whose

number of hours in operation is low.

However, what he said above is his

only deviation from diesel orthodoxy.

Above 19 kW, electric motors are no

really competitive alternative to heat

engines, or they are too expensive

anyway. We think instead that hybrids

do have their own precise raison

d’être which is not linked to the downsizing

of the heat engine; considering

the curves we get with the majority of

applications it would reduce performance.

Hybrids are, instead, interesting

in that they contribute to lowering

consumption. The higher initial

cost gets repaid in a few years on professional

machinery. In Japan, this

approach has fallen on fertile soil, as

shown by several applications made

for 20-ton excavators.

Power max electric propulsion

25 kW @ 2000 RPM

Battery pack standard

96 V - 13 kW h - 127 kg

24


COMPARISONS

#5CYLINDERS #6CYLINDERS #7CYLINDERS

AMONGST 9 AND 11 LITERS




Perkins surprised its competitors at

Bauma with the demo of its 3.6 liters,

a strategic displacement in offroad

applications, and introducing a series

of “boosted” models coming from its

liaison with Caterpillar. These include

the 1706J-E93Ta, same displacement

as the yellow American, which

testies the group’s condence in a

brand that made the history of diesel

engine in agriculture. An engine,

Her Majesty’s 9.3 litre, which comes

with a frenzy once unknown to British

‘mechanics’. Rotation speed climbs

up to 2,200 rpm and piston speed to

10.9 meters per second, on par with

the C9.3 Acert, while the stress index

conrms the exuberance of the Anglo-American

duet. The performance

verve of the 1706J reverberates on

Jeff Moore, Caterpillar Product Director,

R&D for 7.2 to 18 liters engines:

«Caterpillar has proven the merits of the

C9.3B by testing the engine to its limits,

both in the lab environment and in actual

customer applications.»

specic curves. When it comes to

power, power ratio puts Perkins immediately

close to the best in class,

the surprising and unexpected – due

to its in-line 7-cylinder conguration

– AGCO Power. In terms of specic

torque, the same 6-cylinder sweeps

the board delivering 224 Nm per litre,

a percentage gap compared with competitors

that ranges from 5 to 19%.

Acert system fades in comparison with

its English brother, who also sweeps the

board in terms of power at maximum

torque, that is 12%. The main applications

are large harvesting machines. To

name a few, New Holland’s CR8.90

even embraces the other potential FPT

Industrial protagonist of this scene, the

Cursor 11. Claas’ Lexion 700 starts

from Mercedes 10.7 litres to Perkins’

12.6 and OM 473 LA 15.6-liter.

We also nd however big tractors

such as Case’s boosted Optimums,

equipped with the 8.7 Cursor, which

we also nd on Axions by Claas that

in turn mounts MTU on the Xerion.

At 8.5 liters we nd the top of JCB

egmenting power levels to occupy

every niche and become

full suppliers. The main route

is mapped out, at least judging

the efforts of some actors in the diesel

scenario. Kohler made the big leap to

100 kilowatts in advance, in the future,

who knows? Volvo Penta meets

the expectations of on/offroad OEMs

and could nalize agreements to complete

the portfolio below 5 liters. JCB

has frozen the Tier 2 6-cylinder and

has the technologies to extend homologation

to both sides of the Atlantic.

Doosan Infracore has a six-cylinder

up his sleeve. FPT Industrial reinforced

the lower and upper range with

the 2.2 made in Cento and the Cursor

16. MAN gave birth to the D38 and

showed up with the little Volkswagens

before the Dieselgate.

BRAND

AGCO POWER 98 CATERPILLAR CUMMINS

FPT INDUSTRIAL JOHN DEERE LIEBHERR

MAN

MTU

PERKINS SCANIA

VOLVO

MODEL

CTA SCR C9.3B ACERT

L9

CURSOR 9 PSS9.0L D936 A7

D20

6R1100 1706J-E93TA DC9

D11 K460

I. D.

B x S mm - S/B 111 x 145 - 1,31 115 x 149 - 1,30 114 x 145 - 1,277 117 x 135 - 1,15 118 x 136 - 1,15 122 x 150 - 1,23 120 x 155 - 1,29 125 x 145 - 1,16 115 x 149 - 1,30 130 x 140 - 1,08 123 x 152 - 1,24

N. cil. - dm 3 7 - 9,82 6 - 9,28 6 - 8,88

6 - 8,70 6 - 8,92 6 - 10,52 6 - 10,51 6 - 10,67 6 - 9,28 5 - 9,29 6 - 10,83

Maximum power kW - rpm 365 - 2100 340 - 2200 321 - 2100

330 - 1900 317 - 2200 320 - 1900 324 - 1800 320 - 1900 340 - 2200 294 - 2100 339 - 1800

Mep at max power bar 21,7 20,4 21,1

24,4 19,8 19,6 20,9 19,3 20,4 18,4 21,3

Piston speed m/s 10,2 10,9 10,2

8,6 10 9,5 9,3 9,2 10,9 9,8 9,1

Maximum torque Nm - rpm 1.900 - 1.500 2.075 - 1.400 1.842 - 1.500 1.850 - 1.400 1.686 - 1.600 1.970 - 1.000 2.097 - 1.000 2.100 - 1.000 2.081 - 1.400 1.827 - 1.500 2.200 - 1.400

Mep at max torque bar 24,8 28,7 26,6

27,2 24,2 24 25,6 25,2 28,7 25,2 26

Torque at max power Nm 1.656 1.470 1.460

% power at max torque (kW) 81,8 (299) 89,50 (304) 90,20 (290)

DETAILS

Specic power kW/dm 3 37,1 36,5 36,1

Speci c torque Nm/dm 193,4 223,4 207,4

Areal spec. power kW/dm 2 53,91 54,57 52,45

1.656 1.372 1.607 1.715 1.607 1.470 1.333 1.793

82,20 (271) 89,20 (283) 64,50 (206) 67,80 (220) 68,80 (220) 89,80 (305) 97,70 (287) 95,20 (323)

37,9 35,5 30,4 30,8 29,9 36,5 31,6 31,2

212,4 188,9 187,2 199,3 196,6 224,1 196,6 203

51,16 48,32 45,65 47,72 43,48 54,57 44,28 47,55

RULES AND BALANCE

Dry weight kg 850 885 778

870 1.044 1.150 975 990 865 970 994

L x W x H mm 1.200x850x1.100 1.119x827x1.066 1.128x790x1.09898 1.216x883x1.007 1.271x856x1.265 1.592x918x1.151 1.630x893x1.046 1.325x955x1.230 1.125x791x1.068 1.235x980x1.100 1.309x913x1.227

Volume m 3 1,12 0,99 0,98

1,08 1,38 1,68 1,52 1,56 0,95 1,33 1,47

Weight/power kg/kW 2,3 2,6 2,4

2,6 3,3 3,6 3 3,1 2,5 3,3 2,9

Weight/displacement kg/dm 3 86,5 95,3 87,6

99,9 117 109,3 92,7 92,7 93,2 104,4 91,7

Power density kW/m 3 325,9 343,4 327,6

305,6 229,7 190,5 213,2 205,1 357,9 221,1 230,6

Total density t/m 3 0,76 0,89 0,79

0,81 0,76 0,68 0,64 0,63 0,91 0,73 0,68

Displacement/volume dm 3 /m 3 8,77 9,38 9,06

8,06 6,47 6,26 6,92 6,84 9,77 6,99 7,37

26

27


COMPARISONS

#OFFROAD #CE #AG

THE OTHER 8 OF THE CREW

kW

395

360

325

290

255

220

185

150

115

kW

395

80

rpm

900 1.300 1.700 2.100

360

325

290

255

220

185

150

115

BRAND

MODEL

AGCO

MAN

80

rpm

900 1.300 1.700 2.100

AGCO

98 CTA

Nm

2.813

2.463

2.113

1.763

1.413

1.063

713

363

13

-337

Nm

3.371

3.021

2.671

2.321

1.971

1.621

1.271

921

571

221

CAT

C9.3B

kW

395

360

325

290

255

220

185

150

115

kW

395

80

rpm

-109

900 1.300 1.700 2.100

360

325

290

255

220

185

150

115

CUMMINS

L9

FPT

MTU

80

rpm

900 1.300 1.700 2.100

FPT

CURSOR 9

Nm

3.041

2.691

2.341

1.991

1.641

1.291

941

591

241

Nm

3.257

2.907

2.557

2.207

1.857

1.507

1.157

807

457

107

DEERE

PSS9.0L

LIEBHERR

D936 A7

MAN

D20

MTU

6R1100

PERKINS

1706J

SCANIA

DC9

VOLVO

D11 K460

Torque 9,2 11,6 9,4 8,4 9,2 12,0 11,1 12,1 11,6 9,4 7,5

Performance 7,3 7,9 7,5 7,5 7 6,9 7,2 7 7,9 7,1 7,2

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

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

Density 11,0 14,1 13,3 12,4 8,8 7,2 8,3 8,0 14,8 9,6 8,8

DIESEL INDEX 7,9 8,2 7,9 7,7 7,4 7,4 7,7 7,7 8,2 7,5 7,2

kW

395

360

325

290

255

220

185

150

115

80

rpm

900 1.300 1.700 2.100

kW

395

360

325

290

255

220

185

150

115

JOHN DEERE

SCANIA

80

rpm

900 1.300 1.700 2.100

Nm

2.760

2.410

2.060

1.710

1.360

1.010

660

310

-40

-390

Nm

2.856

2.506

2.156

1.806

1.456

1.106

756

406

56

-294

kW

395

360

325

290

255

220

185

150

115

kW

395

80

rpm

900 1.300 1.700 2.100

360

325

290

255

220

185

150

115

LIEBHERR

VOLVO

80

rpm

900 1.300 1.700 2.100

Nm

3.406

3.056

2.706

2.356

2.006

1.656

1.306

956

606

256

Nm

2.870

2.520

2.170

1.820

1.470

1.120

770

420

70

-280

which has chosen AGCO Power, also

present under the bonnets of Massey

Ferguson and Valtra. Cursor 9 and

11 abound in New Holland’s family.

Scania is denitely among the pioneers

of 9 liters. Scandinavians have a

peculiar inclination for odd cylinders.

If the former Sisu chose the powerful

and bulky 7 in line, Scania folds back

to the 5. Second only to Perkins in

terms of torque, it loses ground when

we move on the curve from newtonmeters

to kilowatts, following a pro-

le similar to that of Cummins, who

shares with Scania the authorship and

use of XPI, although the Americans

declare an extremely lower weight

and footprint. It should be noted that

both Scania and Cummins introduced

at Bauma the same 9 liters in Stage V

projection, both excluding EGR.

Among the die-hard captives of the

lot we nd AGCO Power and Caterpillar,

which actually has no major

say in agriculture and makes its way

with this unit in construction and excavation

machines, mining and generation

sector. FPT features here the

Cursor 9 fully made in SFH, the joint

venture with SAIC, which loses part

of the frenzy of the Cursor family in

terms of power, even if specic torque

proves the skeptics wrong, placing it

second in the ranking. It goes without

saying, electronics dominate in

every form, from Bosch common rail,

almost ubiquitous, to the aforementioned

XPI for Cummins and Scania,

to the Volvo exception, which still relies

on proven pump injectors.

The high-performance 6-cylinder,

10.8 liters from Guthemburg stands

on top of displacement range. Also

specic values, including areal power,

testify the reliability of the injectors

and the combustion process.

Power density is also good, where

the engines are aligned apart from

the AGCO, Cat, Cummins and Perkins

quartet, which reach over 300

kilowatts per cubic meter. MAN and

MTU are quite in tune and aligned in

the midrange, without the peaks that

they usually reach.

John Deere features the typical PSS

package, which channels the gases ltered

by the EGR and processed by the

VGT through the DOC-DPF module

rst and then the SCR. Piston speed is

textbook at 10 meters, specic power

is close to AGCO. Liebherr also has its

say with the 10.5 embracing the nouvelle

vague of SCR-only and showing

off its power at 320 kW and 1,970 Nm.

In Switzerland, autarchy dominates:

both control unit and common rail are

homemade. The memory of its origins

brings this engine to construction sites

like the others of Liebherr’s D-Series,

but reliability is there and Bulle’s allaround

engines will not be scared by

structural oil pans.

PERKINS CATERPILLAR CUMMINS

PERKINS

CAT

CUMMINS

kW

395

Nm

2.928

kW

395

Nm

2.931

kW

395

Nm

2.847

360

2.578

360

2.581

360

2.497

325

2.228

325

2.231

325

2.147

290

1.878

290

1.881

290

1.797

255

1.528

255

1.531

255

1.447

220

1.178

220

1.181

220

1.097

185

828

185

831

185

747

150

478

150

481

150

397

115

128

115

131

115

47

80

900 1.300

rpm

1.700 2.100

-222

80

900 1.300

rpm

1.700 2.100

-219

80

900 1.300

rpm

1.700 2.100

-303

28

29


FISH-EYE

MASSEY FERGUSON WITH ISEKI


Massey Ferguson’s

1700 M Series

compact tractors are

conceived to be agile

and manoeuvrable.

As for the engines, the

choice fell on the small

Stage V-compliant

ones provided by the

Japanese Iseki




30

31


FISH-EYE

#MASSEYFERGUSON #MF1700M #ISEKI #STAGEV#TRACTOR

The Japanese way: Iseki

Not only Kubota and Yanmar, the queens of Osaka. For some,

‘small is beautiful’, as we know, especially in Japan, the home

of compact construction machinery such as mini excavators

and mini track loaders. Along with their corresponding

engines.

Among others, see Kato Works, Sumitomo, Takeuchi and Iseki.

Let’s start with the oddball engine, 600 cc single-cylinder

displacement, capable of 29.4 kilowatts at 2,600 rpm. The

torque curve is set between 1,400 and 1,600 rpm, at 125 Nm.

Such performances are substantially in line with the average of

other Japanese engines in this range.

However, we are thinking big, since the 1.8 litre replaces the

previous engine with 1,498 cc.

The entire equipment is absolutely mature, we might say, with

a wastegate valve to adjust the air flow that will be processed

in the common rail system. Not as obvious as it might seem,

Iseki’s E3FH engine is Stage V-compliant. We don’t have a

full knowledge of the second engine (stroke and bore, for

instance), except that it has four cylinders and shares with the

odd-numbered engine injection, turbocharging and the ‘All-in-

One’ aftertreatment system, which includes DOC and DPF, the

latter fixed to the top of the engine.

3-range Servo HST

Massey Ferguson’s 1700 M Series tractors

come as standard with the easy-touse,

three-range Servo HST hydrostac

transmission with a single pedal and an

easily accessible forward and reverse

shule lever located under the steering

wheel. The three-range Servo HST

transmission combines high producvity

with ease of use. Speed control makes

it even easier to use, allowing drivers

to save a set speed which is acvated

by pressing a switch when the tractor

is moving. To disengage, it is enough to

press the HST or the brake pedal.

The MF 1755 M cab and MF 1765 M

plaorm models can alternavely feature

a mechanical transmission with power

shule, 4 speeds and 3 ranges for a

total of 12+12, giving a maximum speed

of 28 km/h compared to 34.2 km/h

for the models featured by hydrostac

transmission.

hen a product range gets

wider, it is generally

good news for the recipients

of those products,

who can nd better and more suitable

solutions on the market. And

when a manufacturer – as in this

case – decides to take a step in such

a direction, the prospects become

quite attractive. Last year, Massey

Ferguson introduced the new MF

1700 M Series compact, dual-drive

tractors. The Series includes ve

models, ranging from 35 to 67 horsepower

(from 25 to 50 kilowatts).

When it comes to the engine, the

Canadian manufacturer has relied

on its partnership with the Japanese

Iseki, which supplies engines for all

ve models within the Series. And

while these are solutions that make

compactness one of their strong

points, it is signicant to note that

these engines have common rail

injection and are compliant with the

Stage V standard.

But what uses are the new tractors

intended for? Well, mainly for horticultural,

urban and greenery applications

(also in the latter case, the

choice of a Stage V-compliant solu-

MF’s new tractors are

mainly intended for

horticultural, urban

as well as greenery

applications. All this

results in the choice

of Stage V-compliant

engine solutions with

power ranging from 25

to 50 kilowatts

tion is quite signicant). Especially

the higher models in the range, those

with 54 and 67 horsepower, are designed

for farmers who prefer light,

compact machines for working in

small elds, vineyards, orchards and

greenhouses. So, let’s take a look at

the complete 1700 M Series, starting

with the two most compact models.

The Massey Ferguson 1735 M and

1740 M, with 35 and 40 horsepower

engines respectively, reach a top

speed of 34 km per hour, supported

by a highest-safety braking system

with four-wheel drive system. Both

machines are available with a new

60-inch wide mower deck equipped

with three blades. Cutting heights

are adjustable from the seat in eight

stages from 25 mm to 115 mm. The

deck offers 150 mm ground clearance

thanks to larger tyre sizes.

Thanks to the PTO drive and high-

performance hydraulics, the systems

tted to the MF 1735 M and

MF 1740 M operate and control

implements with ease. The standard

540/540 Eco rear PTO features soft

start and a new automatic stop mode

which disengages when the tractor

is reversing or stationary. A 2,000-

rpm mid-mounted PTO is also provided

as a standard. The pump, which

feeds the 1,200-kg linkage, delivers

41.5 litres per minute, while a dedicated

steering pump, with 13.6 litres

per minute, ensures that there is no

reduction in oil ow when turning.

Both productivity and power increase

with the top models

within the 1700 M series.

These are the 49hp (MF

1750 M), 54hp (MF 1755

M) and 67hp (MF 1765

M) tractors. The engine

supplier, Iseki, as well

as the Stage V emissions

standard are exactly the

same. What does change

compared to the previous

models is the number of

cylinders – from 3 to 4 –

and the 2.41 litre displacement.

While engine

specications are broadly similar, a

new memory switch allows operators

to save up to two engine speeds as

required, thus improving convenience

above all. Particularly when using

PTO-powered equipment, allowing

the driver to select the perfect speed

at the touch of a button.

The hydraulic system on these models

reach a ow rate of 48 litres per

minute and supply two rear and two

mid-mounted spool valves controlled

by an ergonomic joystick. In the case

of the higher models in the series, the

rear linkage has a capacity ranging

between 1,580 and 1,600 kg. Just

like the more compact models, these

have a single mid-mounted PTO

with 2,000 rpm and an independent

two-speed rear PTO (540/540E) with

soft start, mechanical lever for speed

selection and electrohydraulic engagement

button.

32

33


SUSTAINABILITY

#DIESELTECHNOLOGYFORUM #CUMMINS #JOHNDEERE #NESTE

RENEWABLE FUELS




Allen Schaeffer, executive director of the DTF: «Future diesel technology

is evolving to meet the challenges of a low-carbon sustainable future, and is

being dened by four trends: increasing energy efciency, achieving even lower

emissions, expanded use of renewable biodiesel fuels and hybridization.»

hat is the future of diesel?

More efciency, lower

emissions, renewable fuels

and hybridization’ was

the topic of the webinar organized by

the Diesel Technology Forum (see

box). The participation of Cummins,

John Deere Power Systems and Neste

helps us to understand the general

feeling in the States. Before introducing

the speakers, the hosts reassured

the ICE supporters by announcing

“an explosion of fuel choice opportunities.

The change is taking place”.

Wayne Eckerle, Vice President of

Research at Cummins said: «Diesel

engines will continue to play an important

role in the path to zero emissions».

Eckerle added that «the path

to zero emissions across the entire

cycle, from the rst energy source to

the nal product, will depend on the

type of application, regional infrastructure

and local regulations». To

sum up, the nal verdict, which we

agree with, is: «A mix of energy con-

There is not only one

diesel, but several

types of diesel and

biofuels. This is what

emerged from a

webinar sponsored

by the Diesel

Technology Forum,

with the participation of

Cummins, John Deere

and Neste

version technologies using different

carbon-free and renewable energy

sources will provide the bridge to

zero emissions».

Michael Lefebvre, Worldwide Manager,

Marketing, at John Deere Power

Systems took the oor with the following

introductory statement:

«One third of our engines are provided

to external customers». Regarding

the future of diesel, his reply was:

«Diesel engines will increasingly leverage

new technologies, such as the

advanced virtual models and telematics

data».

John Deere will rely on IoT and performance

data recording. Furthermore,

telematics systems implement

uptimes through a remote diagnosis.

Expert Alert can, for example, identify

a low pressure in the engine, send-

ing alerts in order to take action in

time.

Allen Schaeffer, Executive Director

at Diesel Technology Forum, acting as

a moderator, insisted with the guests

on what next step the ICE will take to

move closer to the zero emissions goal.

«What we have been doing recently

is: increasing the speci c power and

ring pressures, while minimizing

heat losses, and focusing on engine

boosting and exhaust systems», was

the rst comment made by Lefebvre,

as John Deere representative, who

continued, «we are going to work on

air handling, warmer exhaust gases

for ATS, management of losses due

to friction. And, also, on the software

to allow a greater engine control, optimal

RPM load, hydraulics, power

transmission, and more. It is possible

to increase the ef ciency to 55 per

cent».

Cummins reveals the same goal

through Eckerle’s words. The latter

recalled the Supertruck I, a project

shared with Peterbilt which aims at

50 per cent BTE, analytically dening

the procedures to achieve a 55

per cent. The cooperation between

Cummins, Peterbilt, Eaton, Meritor

and other private and public stakeholders

has produced an average

76 per cent increase in FTte driving

cycle and a 43 per cent reduction in

greenhouse gas emissions compared

to the median values for a 2009 truck.

The SuperTruck II programme is one

of four United States Department

Of Energy-funded projects to make

the Class 8 trucks transport more

efcient. Based on the SuperTruck

I experience, Cummins’ objective is

to achieve a 55 per cent Brake Tthermal

Efciency threshold at a cruising

speed of 65 mph.

Lastly, Carrie Song, Vice President

Renewable Diesel at Neste concluded

assuring that: «renewable diesel reduces

emissions by up to 80 per cent

compared to fossil diesel».

The argument focuses on road transport.

The IEA World Energy Outlook

2020 report predicts that trucks alone

will consume 30 million. «Neste MY

Renewable Diesel has replaced 1.6

billion gallons of fossil diesel in California

in less than ve years», added

Carrie Song. As an example, the

more than 16,000 diesel school buses

in Golden State running on renewable

diesel provide the same climate bene-

ts as 60 wind turbines.

34

35


SUSTAINABILITY

#HYDROGEN #CUMMINS #ELECTROLYZER #FUELCELL

CUMMINS’ VIEW ON HYDROGEN




THE JOINT VENTURE WITH NPROXX

A further key step in the ‘road map’ towards hydrogen

that Cummins outlined during Hydrogen Day was taken

last year, between June and November. Just before

summer, the agreement for a joint venture with the

Dutch Nproxx was announced. The agreement was

formalized in November: Cummins now controls 50

percent of Nproxx, which specializes in the design

and manufacturing of high-pressure hydrogen storage

systems. Nproxx systems have been installed for

some years on trains, buses, trucks and other on-road

applications.

Carbon fiber tanks have been the Dutch company

specialization for over 40 years. Continuous research

and strong specialization have allowed Nproxx to

develop over time tanks with an optimal power/weight

ratio, a feature particularly appreciated when it comes

to road or rail transport.

Cummins organized the Hydrogen Day, held last November,

on a web platform designed to host some speeches by the top

management as well as diagrams, videos and a Q&A session.

The full video is available here: https://www.cummins.com/newpower/applications/about-hydrogen/hydrogenday

e do not mean to say, as

too often happens, and sometimes

inappropriately,

that diesel is dead. However,

it is now clear that the future will

not only speak Rudolf’s language.

And who, today, excels in the eld

of combustion engines, if they want

to be at the forefront in the decades

to come, will have to translate the

leadership acquired over the years

towards the so-called alternatives.

If all the big manufacturers, more

or less, are moving in this direction,

with its 101 years of honored history,

Cummins seems to have quite clear

ideas. Indeed, the strategy of the

American giant in terms of hydrogen

seems so well dened that it justies

the organization of a (virtual, alas)

Hydrogen Day in November 2020. A

moment of sharing and information

that was also useful to reason more

fully, and with the help of data, on a

technology that is as fashionable as,

at the moment, not well dened.

«Cummins wants to be a protagonist

Why hydrogen? It is

the most abundant

element on earth; it

enables the extensive

use of renewable

energy; it can be used

and produced without

generating greenhouse

gas emissions. All this

explains its leading role

in a low-carbon future just as it is today

in diesel technology», said CEO

Tom Linebarger: a full-scale declaration

of intent, which well explains

why for some years now, and in line

with the Planet 2050 plan released

in 2019, Cummins is strengthening

its internal structure and proceeding

along a precise path of acquisitions.

Hydrogenics and NPROXX (see box

on the next page) have become part

of the galaxy bringing with them

structures and skills, respectively, in

the production of electrolyzers and

storage systems.

Let’s start with the big questions.

Why hydrogen? Here it is worth to

make a point. To limit global warming,

greenhouse gas emissions must

be reduced by 45 percent by 2030.

Looking a little further, almost 70

nations have already declared their

intention to be carbon neutral by

2050. All very good. But, people at

Cummins are sure, the time has come

to ask, concretely, how these goals

can be achieved. «In this scenario –

added Mr Linebarger – hydrogen is

going to play a leading role for several

reasons: it is the most abundant

element on earth; it enables the extensive

use of renewable energy; it

can be used and produced without

direct greenhouse gas emissions».

In the latter case, we are obviously

talking about the so-called green hydrogen,

the one generated through

electrolysis from renewable sources

such as water, wind and sun. The not

insignicant problem is that, today,

only 1 percent of the hydrogen generated

is ‘green’: almost all of the

hydrogen currently used is extracted

from methane or other hydrocarbons

by steam reforming (gray hydrogen).

«We expect green hydrogen to

replace gray hydrogen», summed up

Cummins’ CEO.

According to Cummins, the gradual

decarbonization process that has

already begun will see advanced

diesel, natural gas, mild and heavy

hybrid, electrication and fuel cells

coexist. With hydrogen able to ensure,

in the long run, more than one

advantage over other technologies,

starting from its high energy density.

Because of this intrinsic characteristic,

one kilogram of hydrogen

provides the same energy that can be

obtained with about three kilograms

of diesel. In short, less fuel is needed

to cover the same distance.

The long-term concept, however, is

crucial in this scenario. «The three

main factors underlying the spread

of hydrogen are, in our opinion,

infrastructures, especially when it

comes to on-road, the production

cost which is still not competitive

at all when compared to diesel and

– last but crucial – the support of

government institutions, at all levels»,

explains Amy Davis, head of

the New Power business segment.

«The rst key step, therefore, is an

increase in the share of electricity

from renewable sources, which we

expect will reach 50 percent in 2030,

compared to the current 25 percent

of the total. Several countries have

already announced very ambitious

plans, from the European Union to

China, with the result of opening up

36

37


SUSTAINABILITY

#HYDROGEN #CUMMINS #ELECTROLYZER #FUELCELL

A HYDROGEN PARK IN GERMANY

Where it was once a mine, there is now a ‘hydrogen

park’. We are in Herten, North Rhine, Germany. Leaving

aside the emphasis inherent in the name, here you can

breathe cleaner air, not just metaphorically. Cummins’

decision to invest in this area became public last

November, when they announced the creation, right

in Herten, of a site for the assembly of fuel cells for

Alstom hydrogen trains (picture below on this page).

The decision to divert part of production to Europe is

an important step in understanding not only Cummins’

next moves in the field of hydrogen, but also existing

agreements with present and future customers. The

Herten plant – which, in addition to the production

area, also includes an R&D and testing space – will have

a capacity of 10 MW per year and will be inaugurated in

the summer of 2021.

According to the forecasts introduced by Cummins’ top management,

hydrogen buses and trucks are expected to be commercialized not before

2025. Quite a long and thorough testing stage will be carried out before, in

order to be prepared for the future years. By 2025, Cummins expects to

ship fuel cell systems for around 100 trains, primarily in Europe.

many new projects that will require

huge investments in infrastructure

around the world. Also for this reason

we are con dent that we will

manufacture and install hundreds

of electrolyser MW in the next few

years».

In the balance between current

events and the not distant future,

Amy Davis also spoke about applications.

Starting from the railway

ones, which became the eld

of choice for the rst hydrogen experiments

for structural reasons: in

fact, in addition to having a lower

incidence than on-road applications

in terms of costs deriving from

powertrain and fuel on the TCO,

it is simpler to imagine a charging

infrastructure on a network with

dened routes. By 2030, Cummins

plans to convert 10 percent of trains,

10 percent of buses and 2.5 percent

of currently diesel-powered trucks

to hydrogen vehicles. Looking to a

nearer future, hydrogen trucks and

buses should go on sale no earlier

than 2025, when the American manufacturer

aims to supply power to

around 100 trains, in Europe and

beyond.

Still speaking of numbers and forecasts,

Cummins aims to generate,

with the electrolyzers business, a

turnover of 400 million by 2025.

At a closer look, it is a bet based on

the belief that demand will boom as

a direct consequence of the actions

that the various governments are expected

to be able to put into practice

to achieve the much vaunted decarbonization

goals, which are also

(small detail) now indispensable for

the planet’s sustainability. The acquisition,

in 2019, of the Canadian

Hydrogenics allowed Cummins to

position itself both in the market of

electrolysers – systems powered by

electricity essential to obtain hydrogen

from water – and in that of fuel

cells, which convert the hydrogen

chemical energy into electricity.

«Cummins already manufactures

both alkaline and PEM (Polymer

Electrolyte Membrane) electrolyzer

systems and we currently have over

500 installations worldwide», says

Amy Adams, Vice President, Fuel

cell and Hydrogen technologies.

«Alkaline electrolyzers are used for

on-site power generation in production

plants or in hydrogen charging

stations. In areas where it is not

easy to get hydrogen, such as Russia,

India, Eastern Europe or Latin

America, systems of this type are an

excellent alternative and can generate

between 100 and 750 kilos of

hydrogen per day, with an ef ciency

ranging from 55 to 70 percent. PEM

electrolyzers are used to generate

additional energy useful in stabilizing

power grids. There is a third

technology on the horizon, SOEC

(Solid Oxide Electrolysis)».

Moving on to products using hydrogen

to generate energy (fuel

cells), in the Cummins catalog we

must distinguish between PEM and

solid oxide (SOFC) cells, with the

former being more suitable for use

on means of transport, due to the

better dynamic response and the favorable

power/weight ratio, while

SOFC cells are aimed primarily

at stationary applications, such as

data centers, for example, because

they require higher operating temperatures

and can ensure a greater

efciency. «SOFC are a very interesting

product because they can be

powered by different gaseous fuels:

today, the focus is above all on natural

gas, however, the key features

of the product do not change for the

transition to hydrogen. Currently,

Cummins has fuel cell modules that

deliver 8 to 45 kilowatts of continuous

power, with an ef ciency greater

than 50 percent».

38

39


SUSTAINABILITY

#NEWHOLLAND #FPTINDUSTRIAL #HYDROGEN #WESTPORT #SCANIA

NEW HOLLAND, SCHOLMAN, H2O




WESTPORT FUEL SYSTEMS AND SCANIA

Brish Columbia and Sweden. Similar climates, cultures with so

much in common. No wonder hydrogen nds ferle ground and

is the link to the agreement we tell you about from the words

of Westport Fuel Systems that announced in January 21th a

research project with Scania to apply its HPDI 2.0TM fuel system

with hydrogen to the latest Scania commercial vehicle engine.

Preliminary test results are expected in the second half of 2021.

«Our specialty is working with gaseous fuels. Hydrogen use in an

internal combuson engine with our HPDI fuel system could offer

another cost-compeve pathway to reduce CO2 emissions from

transportaon,» said David M. Johnson, Chief Execuve Officer

of Westport Fuel Systems. «This excing evoluon of our patented

technology could provide an economic, compeve alternave

to fuel cells while providing a similar greenhouse gas emission

reducon prole».

«We invested in hydrogen technologies early. Going forward, what

we learn from this research project will enable us to provide the best

possible offering to our customers», added Eric Olofsson, Senior

Technical Advisor at Scania Powertrain Research & Technology.

Once upon a time, 15 November 2011. New Holland Agriculture

reaf rms its role as Clean Energy Leader by announcing the

release of the new hydrogen-powered NH2 tractor.

ydrogen is also available as

part of a fuel blend, as we

learned from New Holland’s

cooperation with FPT Industrial.

Already in 2009, the brand introduced

its previously unseen NH2

- a prototype running solely on hydrogen

- in the frame of the ‘Clean

Leader Energy’ project. Dutch contractor

Jos Scholman dug out part of

that technology to develop four New

Holland T5.140 Auto Command nonconventional

hybrids that can run on a

combination of diesel and hydrogen,

and the related hydrogen kit, now

available at all Dutch NH dealers. We

took the cue from the Dutch magazine

Trekker, a member of the Tractor of

the Year jury, which we thank for the

picture and the info on the H2 Dual

Power project. As mentioned earlier,

the base model is the T5.140 Auto

Command, a versatile utility that can

fit a wide variety of applications from

field work to high-speed transport,

whose continuously variable transmission

is also suggestive of applications

in an urban environment and

public green areas. The conversion

from diesel-only to dual fuel is carried

Hydrogen technology

from the Netherlands.

Jos Scholman

developed four New

Holland T5.140

tractors tted with FPT

Industrial’s N45 to run on

a diesel-hydrogen mix

out by Blue Fuel Solutions, a specialized

contractor that’s also in charge of

aftermarket support. The modification

will not affect the vehicle’s warranty

terms. They seem to have solved the

refuelling issue, too. Together with

Allied Waters, Scholman cofounded

Hysolar to build a public fuelling

station in Nieuwegein where to refill

the hydrogen tanks. Solar panels have

already been installed on ten hectares

of land, and by 2021 Hysolar will

produce 240 tons of hydrogen a year

through an electrolyser. Going back

to the tractor, hydrogen is stored in

five cylindrical tanks, mounted transversally

above the cab and included

in the restyled roof’s mushroom-like

design that follows the bodywork’s

shape. Definitely, the aesthetics are

not this vehicle’s strong suit, but the

designers had to make a virtue out of

necessity with special grids placed on

the front and on the sides to serve as

“escapeways” in the event of a hydrogen

leak – whose chances are, though,

placed at virtually nil. Hydrogen is

pressurised at 350 bars into five cylinders,

for a total capacity of 470 litres

corresponding to a total of 11.5 kg of

hydrogen gas. We can say that the total

hydrogen capacity is comparable

to 40 litres of diesel. In principle, if

tanks are used until they’re totally

empty, almost 40 litres of diesel –

and related emissions – can be spared

every day.

11.5 kg should be enough to cover

an 8-hour workshift, depending

on tractor usage conditions. As said

earlier, the tractor works as a hybrid.

Hydrogen is atomized at 8 bars at the

air intake of a standard FPT engine,

which starts in sync with diesel. The

percentage of hydrogen in the mix

can get as high as 65% maximum

depending on a set of parameters

such as power demand (measured by

a torque sensor in the tank) temperature,

engine speed, and hydrogen

tank level. The higher the demand for

power, the lower the amount of hydrogen

injected. With the engine running

at minimum rpms, the percentage

injected is always 65%, but this

share gets lower as the accelerator is

pressed to make increasingly more

room for diesel. Hydrogen combustion

produces no harmful substances,

so the amount of hydrogen used

corresponds to an actual amount of

CO2 reduced. Ad blue consumption

will also be reduced, by virtue of the

lower amount of polluting substances

in exhaust gas measured by FPT

sensors. A plus of this type of hybrid

solution is its operational reliability.

Once the hydrogen tanks are empty,

the engine will run on pure diesel.

This tractor’s operating, maintenance

and repair costs are comparable to

those of existing engines.

40

41


MARINE

#VOLVOPENTA #DIESEL #COMMERCIALENGINES

COMMERCIAL: VOLVO PENTA D16




DIESEL INTERNATIONAL ASKED VOLVO PENTA

Can you explain in details (%) the improvement in efficiency and

maintenance me of the D8 and D13?

It’s not possible to menon a percentage right now. What we are doing

for the D8 is the upgrade to inland waterways, while for the D13 and D16

plaorm we’ve been upgrading the base engine as well, to be able to

accommodate both TCO and producvity of the engine.

One specic example is that we are stretching range to be 3 to 5 on the

rang scale, broadening the range in terms of designated durability.

Can you give us an example of the interacon between the Easy Connect

App and the renewed D16?

They’re kind of separate products. The Easy Connect App is available for

all the Volvo Penta engines with an electronic interface. So, the products

does not need a new engine, but rather meets the exisng Volvo Penta

engine eet. It’s possible to buy, through dealers or directly from Volvo

Penta, a connecon cable, you need a Bluetooth interface, download the

App and that’s all. We really wanted to introduce something that was

really available for all the engines. It’s the same for its connecon with the

renewed D16 engine.

Thomas Lantz, Product Planning Manager, Marine Commercial, Volvo

Penta: «The three package options for the new upgraded D16 make it

easy for our customers to nd the right solutions to meet their needs.»

olvo Penta and water, a natural

element due to both the geographical

location of Götebörg

and a well-established inclination.

Heléne Mellquist, who has

been around Volvo group since 1988,

has taken over the leadership of Volvo

Penta and seems to have clear ideas,

as evidenced by the closure of the Seven

Marine project, the outboard diesel

engines planned at the Lexington

plant in Tennessee. Coming back to

marine applications in general, diesel

dies hard and we know it. Volvo calls

IPS its natural evolution in pleasure

craft. As for the commercial, Volvo

recent news concern the boosted D16

MH. The inboard version delivers up

to 625 kilowatts, equivalent to 850

HP, for continuous duty and heavyduty

applications.

To ensure reliability, the engine delivers

its maximum torque at low

rotation speed, which means better

manoeuvrability and fast accelera-

Volvo Penta has

released its latest

commercial marine

models, covering the

D8, D13 and D16.

Here we talk about the

16-litre diesel engine,

which enhanced the

power ratio up to 850

HP for continuous or

heavy-duty applications

tion on a commercial boat. A signi-

cant contribution has come from

turbocharger, which relies on doublestage,

waste-gate valve and separate

exhaust manifolds that allow pulse

charging. However, it is not time for

common rail yet. For the commercial

market the Swedes updated the

electronically driven pump injector.

The engine is fresh water cooled

including the exhaust manifold, turbocharger,

oil cooler and charge air

cooler. The heat exchanger has been

appropriately enlarged. The D16 is

currently available in three versions:

D16 MH Inboard, D16 MG Marine

Genset and D16 MH/MG IMO III.

The variable rpm D16 MH is available

for both propulsion and auxiliary

use, while the D16 MG is available in

the constant speed version. It is there-

fore suitable for on-board gensets and

a wide range of auxiliary equipment.

The available power is 532 mechanical

kilowatts at 1,500 rpm and 585 at

1,800 rpm, with an extra 10 percent

boost to meet peak demands at 500

and 550 electric kilowatts. We mentioned

the acronym IMO III, which

has been adopted this year in the

Northern Seas and demands a 75%

reduction of NOx emissions.

Volvo took the technical urea from

on/offroad engines. The DEF used by

Volvo Penta for commercial contains

32 to 40% of technical urea delivered

by a separate injector pipe. The two

alternative exhaust outlets are designed

for marine standards (6-inch bolt

anges) and will provide shipowners

with different possible system congurations.

The system also includes

sensors, a dosage pump and control

unit.

«We’ve opted for the use of SCR because

it keeps the engine working

ef ciently with optimized fuel consumption

and keeps the power up to

the right level,» says Thomas Lantz,

Product Planning Manager, Marine

Commercial. «SCR is the ideal solution

for marine customers. And,

given that Volvo Penta’s engines are

approved for running on HVO fuel,

its possible to further reduce CO2

emissions by up to 90 per cent.»

A few nal thoughts on marine commercial

transport. Here too Volvo

Group intends to reach zero emissions

by 2050 and will adopt digital

solutions such as dynamic positioning

system, connectivity and electrication

also on ferries, tugs, pilot

boats and lagoon taxis, sport shing,

passenger transport and other applications.

A smart and connected boat

provides more safety as well as efciency

and productivity. This approach

also includes the launch of the

Easy Connect App for professionals

in the marine commercial market

which took place in November.

«We are looking into viable business

cases and learning and testing», explains

the President of Volvo Penta,

Heléne Mellquist. «We are building

on our existing fully integrated system

approach – but to achieve this

we must work closely with partners

and customers,especially in the early

development phases. A recent example

is a collaboration with Danfoss

Editron and Danish operator MHO

& Co».

42

43


MARINE

#CATERPILLAR #DIESEL #HIGH-POWER #REPOWERING

CATERPILLAR C32B 2433 MHP




Riccardo Quasso, Baglietto Shipyard

(from a interview back in 2018):

«Power, power, and more power.

Baglietto is specialized in mega-yachts

that are hungry for speed.»

CAT C7.1 LIKES FISHING. WITH DELTA MARINE

Caterpillar and storytelling. Here you will nd the story of the repowering

of Salty Dog, a 43-foot Delta Marine, launched in 2000. A brief abstract

straight from the Cat Marine archive. “Steve Sohlstrom’s owned and

operated charter shing boats for more than 30 years. In 2000, he

purchased Salty Dog, a 43-foot Delta Marine vessel cered for 23

passengers and two crew members and powered by a pair of Cat 3208

marine engines. The charter shing season in the Pacic Northwest

typically runs from the rst of May into the month of October. But in 2019,

Salty Dog stopped running charters at the end of August and sailed north

to a shipyard in Aberdeen, where

she was scheduled for a complete

engine room restoraon, including

a repower with two new Cat C7.1

engines. He studied his opons

before landing on the C7.1 — and

one of the deciding factors was quick

turnaround me. Work on Salty Dog

commenced on September 6, 2019,

and by mid-December the new C7.1

engines were in place along with new

fuel lines, fuel ltraon, baeries,

dripless sha shields, stainless steel

engine mount rails and propellers”.

2000 – in sync with MTU, by

et’s jump back to the summer

of 2020, when Cat threw down

the gauntlet to the MAN V12-

the way. A handful of months later, the

Houston-based company left everyone

trailing in its wake. Including themselves…

Both Cat and MTU catched up

with MAN in the 2000 HP race: stress

factors are comparable, specic curves

certainly aren’t. Between the two German

engines and the yellow-painted

American one there is something like

a 5.31 to 7.86 L gap. The percentage

difference is 16.5 and 24.5. Yet, the

peppy performance of the American 12

V cylinder left us impressed, and the

successful restyling gets reected in the

Diesel Index, a mere two decimal digits

lower than that of the Nuremberg

company leading the ranking. It must

be admitted, though, that Man still leads

the way in terms of specic curves. But

the C32 made a decisive sprint forward,

with that 20% more power injected in

exactly the same architecture that seemed

bound to remain unaltered before

Those thinking that Cat

had resolved to sit down

and watch the match

between MAN and MTU

in the 2000 HP segment

were proven massively

wrong. First the 2000

mHP, now the 2433

mHP released in just

months

the exchange of shots between the two

German makers. Speed (2,300 rpm)

and cylinder displacement (2.67 litres)

are still identical, but the kilowatts

amounted to 1,417 with a rated torque

of 5,880 Nm. After skipping the preview

of the enhanced power version of

C32B in Cannes, Caterpillar crowned

itself king of power with 1491 kW; now

it has doubled down and relaunched.

The further boosted up version was,

indeed, supposed to get on stage at the

Miami Boat Show, originally scheduled

for February 11-15 2021. However, the

Covid-19 still rules the game in Florida,

too, and we can only save the date:16

February, next year. In its very essence,

the engine is still the same. With 1789

kW, the C32 leaves its alter ego lagging

behind, with 20% more propeller power

– almost 22% more than the German












































We are extremely excited to build on

our recent introduction of the C32B by

bringing even more power density to

the industry with our best-in-class V12

engine. The C32B Triple Turbo engine

will be a difference-maker for the highperformance

marine segment, both in

power and performance. We’re thrilled

to work with our customers, dealers,

and builders to deliver this outstanding

productAllen Bowman










44

45


SERVICE

#FPTINDUSTRIAL #ASLABRUNA #SERVICE #IOT #INDUSTRY40

AS, FPT AND REMOTE MASTER




AS LABRUNA ‘AS’ SMART COMPANY

Massimo Labruna, AS Labruna CEO, says: «The goal of AS

Labruna is to become the first ‘smart company’ in the sector

in five years. I liked the FPT project and we became a kind

of pilot. It is necessary to reconcile a centralized knowhow

with the tools to operate remotely. Technology comes

to our rescue, with tools within the reach of sustainable

investments that make it possible to remotely support even

professional environments with a low upgrade threshold. The

real difference is the service, in particular the speed of the

service itself».

Going into the premises of this telematic evolution: «The

technology of the diesel engine is advancing rapidly and the

technical gap with the assistance network must be bridged.

This tool allows us to reduce this gap. AS Labruna is the

dealer for FPT marine engines for Southern Italy, excluding

Sicily, for the entire Balkans and North Africa area. Real-time

translation into English is foreseen, we are also evaluating

translation in other languages of our commercial area. With

the ‘smart’ glasses on the head, the camera focuses directly

on the operator’s hands, with the viewer they are able to view

instructions and follow the interaction remotely».

FPT Motorenforschung in Arbon, Switzerland, is developing an innovation

project into the use DME, an alternative fuel in an 11-liter heavy duty engine.

e talked to Leonardo

Zecchini, service and

product support manager

at FPT Industrial, live

from the control room in Turin.

«In the case there is a tablet with

the application installed, which receives

the images sent by the technician

on the field. The information

comes from an endoscope, a thermal

camera. The kit includes the virtual

link glasses and a microscope. The

kit is designed for the ‘sub-network’

of the authorized network. As with

all advanced manufacturers, the

network competence is challenged

every day by the increasing complexity

of products, with the result

that there are very experienced network

points and others who are less

experienced. When we presented it

The famous

German filmaker

Wim Wenders was

farsighted and those

at FPT Industrial

understood it.

Remote assistance

is a trend that has

become unstoppable.

The FPT Remote

Master also

convinced As

Labruna, which aims

to become the first

‘smart company’ in

this sector in 5 years

both at Agritechnica and at Bauma

in Shanghai, it aroused a lot of interest

from customers too. This led

us to consider its adoption also for

end customers. It would be the final

destination of this process».

«The Flying doctor», continues Mr

Zecchini, «takes action on the field

to diagnose problems and must be

quick in diagnosing. We therefore

thought: what if we managed to

cut the trip short, seeing ourselves,

with our own eyes, what the dealer

sees, assisting them remotely?».

And how is access done?

«The customer connects with FPT

Industrial through the traditional

approach with username and password,

after which they select the

application. It is therefore a sharing

of information, through an interface,

whether it is tablet or mobile

phone. The first need we must meet

is to provide the dealer with useful

information as soon as possible in

order to solve the problem. Then we

think about data storage. It works

in two ways: for example, in the

event of a request for a wiring diagram,

they can send it immediately

from the control room. This evolution

will materialize in April in the

connection for the machine monitoring

machine. Telematics will come

very close to a diagnostic tool. One

of the purposes is to cluster, therefore

to have procedures that are as

guided as possible, built with experience.

The remote support carries

out the initial configuration: we

try to organize most of the upstream

work to relieve the technicians

during operations. The technician

is the bottleneck and if he wastes

time traveling it is a problem. Basic

analyzes will be the prerogative of

the platform, according to the principles

of machine learning, and the

technician will deal with the anomalies.

The customer benefit is an

increase in up-time».

Any other guidelines for the development

of the platform?

«Definitely the polyglot conversion

of the tool, despite the fact that dealers

speak English fluently. I would

also like to point out the advantage

of this technology, which can

be applied to more people and de-

partments. One day of down-time is

worth between 100 and 150 euros

for a truck and it can go up to over

300 euros for a feed mixer (it must

be considered that animals react to

alterations in the feeding table)».

«Finally, a consideration on smart

glasses», says Mr Zecchini. «They

are providential on the occasion of

complex interventions requiring the

use of hands to perform relevant

interventions. They also have voice

commands, eye-level micromonitor.

However, if the information requested

is few and occasional, a tablet,

via Remote Master, on the Android

platform, is more than enough».

Talking about time, the service

has been fully operational since

January 1st, 2021.

46

47


TECHNO

#HYDROGEN #FUELCELL #ZF #BORGWARNER #AKASOL #PARKER

Some of the major

global players are

being involved in some

practical initiatives and

agreements. The aim is to

boost the development of

hydrogen solutions for a

more sustainable mobility.

Let’s talk about some of

these moves, with brands

like Daimler, Iveco, Volvo,

Toyota and the Swedish

manufacturer PowerCell

48


HYDROGEN



he H2Accelerate project is a

new collaborative platform

aimed at introducing zeroemission

hydrogen trucks to

the mass market. Among the promoters

of the initiative are big names

such as Daimler Truck, Iveco, OMV,

Shell and Volvo Group, which aim to

accelerate the complete decarbonisation

of the truck sector. According

to the ofcial statement, «H2A participants

believe that synchronized

investments across the sector during

the 2020s will create the conditions

for the mass market roll-out of hydrogen

fuelled heavy-duty transportation

which is required to meet the European

ambition of net zero emissions by

2050».

Something big is moving, however,

also in the eld of agricultural machinery.

From Sweden, fuel cell manufacturer

PowerCell Sweden recently

announced that it has received

an order to supply two MS-100 fuel

cell systems from a U.S. agricultural

machinery manufacturer. The name of

the customer is condential.

PowerCell also announced that it is

working with several partners to develop

hydrogen-related projects in the

marine and stationary sectors.

Let’s move to Japan. In fact, Toyota

has announced the establishment of

a new European group for the development

of fuel cells, with the desire

to «make available to business partners

the advanced technology of fuel

cells to facilitate the development of a

hydrogen society».

The group is based in Brussels and

aims to strengthen interest in the introduction

of hydrogen-based technology

in mobility and other sectors by

making it accessible to new partners.

«Toyota’s Fuel Cell technology is characterized

by its exibility in that it

can be used not only for cars but in a

range of other zero-emission applications,

such as trucks, buses, forklifts

and generators. Testing is currently

underway for its use in boats and

trains as well», reports the ofcial

communication from Toyota Motor

Europe.



tarting in mid-

2020, the rst ZF

Ecolife 2 made

its appearance in

the buses driveline. The

presentation was held at

Busworld in Brussels in

autumn 2019. The focus

is on the lightness and

strength of the components,

as well as, clearly,

on the impact on consumption.

ZF has stated that «in the

future it will no longer invest in drivelines

designed exclusively for internal

combustion engines, but will

focus its development activities on e-

xible technology platforms for plug-in

hybrids and fully electric vehicles».

ICE continues to be the absolutely

predominant option today, and will

continue to be so in the medium

term: as far as city buses are concerned,

UITP estimates claim that half

of the European market will be full

electric by 2030 (today it is 12%).

The goal is to cut consumption by

up to 3 per cent. What’s new in the

gears of the ZF automatic, version

two? The principle of the six-stage

planetary gearbox with torque

converter and primary retarder

remains. The start&stop function is

also available (for all six variants).

Compared to the previous generation,

it is now possible to increase

the overall transmission ratio from

5.469 to 5.727, which is useful for

achieving greater mechanical power

transmission and thus greater efciency.

THE NEW ENVIRONMENTALLY-FRIENDLY PARKER FITTINGS

HUNGRY FOR BATTERIES

The US company BorgWarner is

about to take over the German

battery system manufacturer

Akasol. The two companies

have recently announced

the signing of «a Business

Combination Agreement

to enter into a strategic

partnership and BorgWarner

will launch a voluntary public

takeover offer».

By taking over Akasol,

BorgWarner has the target of

increasing its presence in the

e-mobility field and further

strengthening its market

position for battery systems.

The US-based group is a leader

in the production of drivetrain

components for the automotive

industry.

«The backdrop to the Akasol-

BorgWarner partnership story

is that the automotive industry

globally is suffering from a lack

of capacity to produce battery

cells», commented Alastair

Hayfield, Senior Research

Director at the global consulting

firm Interact Analysis.

Parker Hannin expanded its FlatFace ngs offering with the SCFF series, designed to avoid loss of uid

and help protect the environment. The SCFF series of couplings, according to the US company, «offers users

a number of benets ranging from low-leakage decoupling to the

avoidance of air entrapment during coupling. The couplings, which

are tested in accordance with ISO 7241-2, are easy to clean and very

at. Whether being used in mobile hydraulics, transport, or the oil

and gas industry, SCFF couplings are very resistant to vibraons and

other forms of mechanical stress. The processes of coupling and

decoupling are also fast and reliable: due to the inclusion of an ACME

thread, no uid escapes during these stages. The reliability of this

system is enhanced by the swivel funcon together with the unique

locking sleeve to avoid accidental disconnecon».

49


Managing director:

Maurizio Cerve to.

Ro zano (Mi), Italy.

art. 1, comma 1, LO/MI

DIESEL SUPPLEMENT

May 2020

VADO E TORNO EDIZIONI

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Art. 1, subsection 1, LO/MI

DIESEL SUPPLEMENT

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Art. 1, subsection 1, LO/MI

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international

QUOTE

DIESEL SUPPLEMENT

N. 1 NOVEMBER 2014

Vado e Torno Edizioni srl,

Via Ca sano d’A da 20, 20139 Milan.

Phone: +39 02 5230950

Authorized by the tribunal of Milan

n. 786 of 17 dicember 1 90

Managing director:

Maurizio Cerve to.

Print: Industrie Grache Rgm srl,

Ro zano (Mi), Italy.


DIESEL SUPPLEMENT

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,

COMPARISONS:

single cylinder, 2.2 litre

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





international

Feeling

Fpt Industrial

BABY,

with records



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

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

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



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

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

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



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

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

PERKINS

SYNCRO

COME BACK!


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


VADO E TORNO EDIZIONI

www.vadoetorno.com - ISSN 0042

Poste Italiane s.p.a.

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

(conv. in L. 27/02/2004 n° 46)

art. 1, comma 1, LO/MI

DIESEL SUPPLEMENT

January 2020

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

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

JCB&Cummins - Conexpo&O f-Road - MEE Dubai&PG - Europe&China


VADO E TORNO EDIZIONI

www.vadoetorno.com - ISSN 0042

Poste Italiane s.p.a.

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

(conv. in L. 27/02/2004 n° 46)






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


VADO E TORNO EDIZIONI

www.vadoetorno.com

www.diesel-international.com

www.dieseloftheyear.com

ISSN 0042

Pre s Register n. 4596 – April 20th 1994

Poste Italiane Inc. – Mail subscription

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

Art. 1, subsection 1, LO/MI

DIESEL SUPPLEMENT

November 2020

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


AND...

Man D3876, Power Generation Shanghai,

Cummins, the engines of THs, under the

bonnets of Tractor of the year

VADO E TORNO EDIZIONI

www.vadoetorno.com - ISSN 0042

Poste Italiane s.p.a.

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

(conv. in L. 27/02/2004 n° 46)

art. 1, comma 1, LO/MI

DIESEL SUPPLEMENT

VADO E TORNO EDIZIONI

www.vadoetorno.com - ISSN 0042

Poste Italiane s.p.a.

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

(conv. in L. 27/02/2004 n° 46)

November 2019

VADO E TORNO EDIZIONI

www.vadoetorno.com - ISSN 0042

www.diesel-international.com

April 2019

Poste Italiane s.p.a.

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

(conv. in L. 27/02/2004 n° 46)

art. 1, comma 1, LO/MI

DIESEL SUPPLEMENT

March 2020

www.diesel-international.com

www.dieseloftheyear.com

ISSN 0042

Press Register n. 4596 – April 20th 1994

Poste Italiane Inc. – Mail subscription

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

www.diesel-international.com

www.dieseloftheyear.com

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)

January 2021

August 2020

4

4E-CONSULTING - 21

A

ADAMS, Amy - 38

AGCO - 26, 27, 28, 29

AGRITECHNICA - 46

AKASOL - 49

AS LABRUNA - 47

AVL - 10, 12

B

BAUMA - 6, 7, 23, 27, 29, 46

BLOCK, Nick - 7

BMW - 9

BORGWARNER - 49

BOSCH - 45

BOWMAN, Allen - 45

BUSWORLD - 49

C

CAPONI, David - 18, 19

CASE - 19, 27

CATERPILLAR - 26, 27, 28, 29, 44, 45

CLAAS - 27

CONEXPO - 4, 7

CUMMINS - 6, 19, 23, 26, 28, 29, 34,

35, 36, 37, 38, 39

D

D’AGOSTINO, Pino - 20

DAIMLER - 48

DANFOSS - 43

DAVIS, Amy - 37, 38

DEUTZ - 6, 7

E

ECKERLE, Wayne - 34

EIMA - 6

F

FERRERO, Paolo emanuele - 20

FIAT - 19, 20

FPT - 6, 7, 26, 27, 28, 29, 41, 46, 47

G

GENERAL ELECTRIC - 19

GIUDICI, Carlo - 22, 23, 24

GORTZ, Andreas - 17

H

HAYFIELD, Alastair - 49

HEINRICH, Steffen - 17

HENRIKSSON, Henrik - 12

HOFFMANN, David - 5

HYUNDAI - 9

I

IAA - 10

INTERMAT - 6, 7

IORI, Luca - 19

ISEKI - 30, 31, 32

IVECO - 19, 48

J

JCB - 6, 27

JOHN DEERE - 4, 5, 6, 7, 27, 28, 29,

34, 35

JOHNSON, David m. - 41

K

KOHLER - 6, 7, 26

KUBOTA - 7, 32

L

LABRUNA, Massimo - 47

LANDIRENZO - 10

LANTZ, Thomas - 43

LEFEBVRE, Michael - 4, 34

LIEBHERR - 7, 27, 28, 29

LINEBARGER, Tom - 36, 37

LOVOL - 12

M

MAN - 7, 27, 28, 29, 44

MASSEY FERGUSON - 29, 30, 31,

32, 33

MELLQUIST, Helene - 42, 43

MERCEDES - 9, 21

MOORE, Jeff - 27

MTU - 6, 12, 16, 17, 27, 28, 29, 44, 45

N

NEW HOLLAND - 19, 27, 29, 40, 41

NEWTON, Kazuko - 23

NGV - 18

O

OLOFFSON, Eric - 41

OMV - 48

P

PARKER - 49

PATRONCINI, Paolo - 19, 21

PERKINS - 6, 27, 28

PEUGEOT - 9

Q

QUASSO, Riccardo - 45

R

RENAULT - 9

ROLLS ROYCE - 12, 17

S

SAMOTER - 6, 7

SCANIA - 12, 27, 28, 29, 41

SCHAEFFER, Allen - 35

SCHOLMAN, Jos - 40

SHELL - 48

SONG, Carrie - 35

T

TOYOTA - 48

TPER - 10

V

VALTRA - 29

VM - 19, 21

VOLKSWAGEN - 26, 48

VOLVO - 27, 28, 29, 42, 43, 48

W

WEICHAI - 12

Y

YANMAR - 22, 23, 24, 32

Z

ZECCHINI, Leonardo - 46, 47

ZF - 49

SUPPLEMENT

Engines and components for OEM

Culture, technology, purposes

And market of Diesel engines

Established in 1986

Editor in chief

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n. 860 – December 18th 1987 National

Press Register n. 4596 – April 20th 1994

Poste Italiane Inc. – Mail subscription

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

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

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