Powertrain | Diesel International 2022-03

POWER GENERATION: BAUDOUIN, MEE Dubai, PSI and a much more; FPT INDUSTRIAL@CES VEGAS: Smart Hybrid Energy Hub; BERGEN: Langley Power Solutions Division; WARTSILA: What if Chile was the new Eldorado? OFF-HIGHWAY: FORKLIFTS&ELECTRIFICATION: Maya Xiao, Interact Analysis; A GREENER FARM IN USA D.T.Forum: Cummins, Deere, Tenneco COMPARISONS: 13 LITRE TRUCK ENGINES: Scania Super and other 8 players AUTOMOTIVE: DAKAR: Renault & Hino race hybrid TECHNO: NGV POWER Biomethane for e-charging; CUMMINS: H2 in Sacramento & battery with Sion Power; CAT & PERKINS: IPU & IOPU; UFI FILTERS How to be leader in filtration COLUMNS: Editorial; Newsroom; Diesel of the Year; Marine; Sustainable Tech

Smart Hybrid Energy Hub; BERGEN: Langley Power Solutions Division; WARTSILA: What if Chile was the new Eldorado?
D.T.Forum: Cummins, Deere, Tenneco
COMPARISONS: 13 LITRE TRUCK ENGINES: Scania Super and other 8 players
AUTOMOTIVE: DAKAR: Renault & Hino race hybrid
TECHNO: NGV POWER Biomethane for e-charging; CUMMINS: H2 in Sacramento & battery with Sion Power; CAT & PERKINS: IPU & IOPU; UFI FILTERS How to be leader in filtration
COLUMNS: Editorial; Newsroom; Diesel of the Year; Marine; Sustainable Tech


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Face to face with Baudouin - FPT Smart Hybrid Energy Hub -

Bergen & Langley - Green AG in USA - Alternative Cummins -

Comparison: 13 litre truck - Cat IPU & Perkins IOPU - UFI Filters





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


March 2022



MARCH 2022



Simple. Advanced. Versatile.











MEE Dubai, PSI and a much more


Smart Hybrid Energy Hub


Langley Power Solutions Division


What if Chile was the new Eldorado?



Maya Xiao, Interact Analysis


D.T.Forum: Cummins, Deere, Tenneco



Scania Super and other 8 players



Renault & Hino race hybrid

We are proud to introduce KSD, Kohler Small Displacement, the 19 kW engine that

delivers world class performance and adds value to your machine. Compliant with

all global emission norms, it guarantees low cost of ownership, extending the range

of possible applications as wide as your imagination can perceive.




Biomethane for e-charging


H2 in Sacramento & battery with Sion Power




How to be leader in filtration


4. Editorial 6. Newsroom 8. Diesel of the Year

40. Marine 48. Sustainable Tech

We turned complexity into simplicity, with a new innovative and versatile product

designed for all heavy-duty applications. Our vision of the future goes beyond

performance, through the integration of an advanced electronic management

system and smart functions for diagnostic and remote monitoring.

The next chapter of Kohler is here.

Welcome, KSD.



Total Cost of Ownership Echo

“The letters of the word ‘cost’ are included within

the word ‘discount’, but cannot be considered as

completely swallowed and digested by that word.”



by Fabio Butturi


Power to



More power. More productivity. More uptime. Less complexity.

Cummins Performance Series engines deliver benefits to

farmers and equipment manufacturers alike. Higher power

means more machine capability. A simpler design means

easier installation and maintenance.

To learn more visit:




TCO (Total Cost of Ownership) sounds as

nightingale’s song, when this acronym matches

the fleet managers’ expectations. A number

that shows in a very clear way how much

money you have to spend when evaluating

an investment such as the purchase of an asset. What

are called applications in the technical language of

POWERTRAIN magazine can in fact be translated

as assets in economic vocabulary. The word “cost” is

included within the word “discount”, but cannot be

considered as completely swallowed and digested by

that word. The scope and impact of the total cost of

ownership is not limited to the negotiation of a few

percentage points discount of the official list price.

Would you like to know with which words Scania

introduced the new Super engines platform, which

revolutionizes the 13-litre diesel engines, initially for

trucks, in the future also for industrial applications?

These are the official words: “Scania’s new powertrain

has sustainability in focus, with 8 percent fuel savings”.

Because the TCO acronym is able to unhinge even

prejudices about ICE with regard to sustainability.

And, of course, it also gives truckers a boost at a time

when high diesel prices are threatening the economic

recovery. If we compare the four main European markets

(Germany, France, United Kingdom and Italy), the range

of diesel prices at the pump is between 1.56 and 1.7€/

litre (more or less around 10 February). Assuming a

consumption of 4 kilometres per litre, that 8 per cent

means, if you do the math, a saving of roughly 40,000

euros per 100,000 kilometres travelled. Of course, this

is a rough calculations, both for the computational

approximations and for the reduction of TCO to liquid

consumption only (by the way, it also applies to AdBlue

and engine oil). However, it makes it clear that there are

significant margins for cost reduction in the consolidated

accounts of vehicles equipped with diesel engines.

Not to mention the benefits of preventive maintenance,

made possible by remote control. A kind of insurance

against downtime and the related risks.

Long and steep is the road to efficiency. Why disregard

the shortest one?





“Strong economic

recovery combined

with high demand for

our products resulted

in record full year

revenues in 2021”

says Tom Linebarger,

Cummins Chairman

and CEO




After a significant drop in 2020,

Cummins quickly regained

positions, with double-digit

growth. Revenues for the

full year were $24 billion, 21 percent

higher than 2020, as expected. Sales

in North America increased 17 percent

and international revenues increased

27 percent. Sales increased

in all major regions compared to the

prior year, which was severely impacted

by the height of the COVID-19

pandemic. EBITDA for the year was

$3.5 billion (14.7 percent of sales)

compared to $3.1 billion (15.7 percent

of sales) in 2020. Net income attributable

to Cummins for the full year

was $2.1 billion ($14.61 per diluted

share), compared to net income of

$1.8 billion ($12.01 per diluted share)

in 2020. The tax rate for 2021 was

21.3 percent. Fourth quarter revenues

of $5.9 billion were flat with the same


quarter in 2020. Sales in North America

decreased 4 percent while international

revenues increased 6 percent

driven by strong demand across most

global markets, with the exception of

China, compared to the same quarter

in 2020.

Earnings before interest, taxes, depreciation

and amortization (EBITDA)

in the fourth quarter were $705 million

(12.1 percent of sales), compared

to $837 million (14.4 percent of sales)

a year ago. Net income attributable to

Cummins in the fourth quarter was

$394 million ($2.73 per diluted share)

compared to $501 million ($3.36 per

diluted share) in 2020. The tax rate in

the fourth quarter was 22.2 percent.

ZF announced the successful start of its new Commercial Vehicle Solutions (CVS) division with

effect from January 1, 2022I. The new division combines ZF’s expertise in the commercial vehicle

industry and will significantly advance solutions for safe, sustainable and digitized transport. The

new division unites ZF’s former Commercial Vehicle Technology and Commercial Vehicle Control

Systems divisions, the latter of which was formed from ZF’s May 2020 acquisition of Wabco. ZF’s

Commercial Vehicle Solutions division is supported by around 25,000 employees based across 61

locations in 28 countries.


Since January 1 st 2022 Alexandre

Marchetta of Group Mecalac and Evolis

is the new President of CECE. He

takes over this leadership role to steer

the European industry association

in 2022 and 2023, at a key moment

of economic recovery. Alexandre

Marchetta is President and CEO of

Group Mecalac, a member company

of French industry association Evolis.

In his professional path towards

becoming an experienced business

leader, he joined the family business

in the design office first, then managing

production for seven years. In






Sebastian Schulte, previously CFO

and Labor Director, will take

over as Chairman of the Board of

Management of Deutz AG with

immediate effect and will retain his previous

areas of responsibility on an interim

basis. The long-standing Chairman

of the Board of Management, Frank

Hiller, was dismissed from the Board of

Management by the Supervisory Board

in unanimous decision. He will leave the

Board of Management with immediate

effect. This news was out of the blue.

We last listened to Hiller live at Deutz

Days in November. On 10 February

2021 Frank Hiller was confirmed as

Deutz AG Chairman of the Board

until 2026. According to the German

company, the Supervisory Board has

decided to appoint a woman to the

Board of Management. The search

process has already been started. The

Board will therefore comprise four

persons again in the future. In addition,

the Supervisory Board has elected

Dietmar Voggenreiter as its new

2009 he took over the development

of the Mecalac Group’s business activity.

In addition to his previous role

as Mecalac CEO, he recently started

presiding over the Board of the Mecalac

Group, a family-owned company

with over 1,000 people and a

global footprint from a manufacturing

and commercial point of view. As

the CECE President Alexandre Marchetta

will dedicate relevant efforts to

the EU regulatory agenda. Indeed, in

2022 we expect the proposal for a harmonised

system of road circulation

requirements across the EU. Moreover,

2022 will be the key year for the

Machinery Regulation: “The legislation

on machinery products is one of

the most important for the CECE industry”

highlighted Marchetta.

chairman. The previous chairman,

Bernd Bohr, has resigned from the position

of chairman, but will remain an

ordinary member of the Supervisory



DercoMaq is a full line JCB

Power Systems dealer with

12 locations across Chile

and will supply the full range

of JCB mobile, IPU and

G-Drive engines. It will also

offer service and engineering

support for its engine clients

across numerous business

areas such as agricultural,

mining and construction.

OEM Engine Sales &

Business Development

Manager, Nick Grez said:

“In entering the South

American market, we wanted

a partner who knows both the

JCB Power Systems’ product

line and the local market

inside out.”





DOTY 2022





Winner of the first edition of Diesel of the Year back in

2006, John Deere strikes again in 2021 with its 18.0L,

6-cylinder, 3-L cylinder displacement (B&S 148x174

mm). 650 kW and 4250 Nm, the 18 litre is equipped with

the ever present high-pressure common rail, turbo and

cooled EGR (engineering has paved the way for exhaust

gas recirculation since Stage IIIB: the EGR system was

confirmed on the entire Stage V range and turbocharging

is set to meet specific applications, cycles and loads).

The MBCs enable advanced prognostics capabilities and

improved transient response. A rear gear train reduces

noise as well as torsional and crank stress.

When designing the engine, the top twenty service and

repairs for larger John Deere engines were also taken into

account, so as to ensure easy serviceability.

Just as on the 13.6L, hydraulic regulators remove valve

backlash. The 18.0L will be manufactured at the John Deere

Engine Works plant in Waterloo, Iowa.

dieseloftheyear.com: “Every Diesel of the Year has left its mark

on the scene of industrial engines. Who’s next to enter the hall

of fame of diesel engines?”

ICE phase out looms ominously, yet

only a few do believe it is going to

happen. Diesel had a big relaunch

with the Super family of Scania

and Kubota, while the rest of the Japanese

– like Caterpillar and Perkins –

mainly keep churning out life-saving

updates on heat engines, as well as

launching projects for swift redemption

from fossil fuels. No meaningful

alternative echoes back from China’s

big names – Weichai and Yuchai. FPT

Industrial and Cummins, same as Volvo

and Rolls-Royce, are playing their

cards in the electrification game, but

the transition still relies for the most

part on Stage V and gas engines. MAN

Engines, too, is now sparingly drawing

on the resources their mother company

– Volkswagen Group – is investing

into battery development. Kohler is

density, assistance. All features that internal

combustion engines keep being

endowed with. Against this backdrop,

the Diesel of the Year award remains a

predictor of market trends.

“To be eligible for the prize, the candidate

must have a completely new

engine block or improvements in power

and torque or innovative solutions

to make it recognizable compared to

previous engines generations.” Which

means the jury – made up of members

of VeT Publisher’s editorial team –

will give their preference to an engine

block researched into, designed and

engineered from a clean slate. You

need clear ideas, a far-sighted vision

and designing skills to dare move into

territories self-proclaimed Cassandras

would warn you against. As is clear

from the above intro to the competialso

getting ready for electrification

with the acquisition of Curtis and Heila

Technologies; and yet they have recently

revived diesel’s value in a segment

so vulnerable and receptive to

the call of the electrification sirens as

the 19 kW. Hatz, JCB, and John Deere

itself – though recently recruiting

Kreisel Electric- keep following the

logic of end-user needs. What needs?

Reliability, durability, torque, power

The time is

approaching to reveal

the identity of the

Diesel of the Year

2022. Innovation is

still the keyword

tion regulation, bore and stroke are not

the sole prerequisites for eligibility.

An engine ID – regardless of applications-

must include power and specific

torque. Even though long gone are the

days when an engine needed to have

6 cylinders and a whole load of extra

hp to please farmers and construction

site operators. Two intertwined factors

drive engineering: downsizing and –

consequently – power density. Just to

clarify: every industrial engine must

live with its dual soul – “a frankly offroad

concept vs. on-road applications”

natural inertia (honestly, with Stage

V it boils down to adjustments that

seem ordinary, if we think of the gap

that opened up between the IIIA and

Euro 4/Euro 5 when electronics turned

tables and common rail and particulate

filters made their way beneath the

hood, dismissing rotary pumps and

injector-pumps). Thus, being originally

born as an industrial engine will be

an asset in the eyes of DOTY’s jurors.

The key criterion based on which the

Diesel of the Year is chosen, as unsophisticated

and straightforward as it

may seem, is innovation. No doubt,

innovation can’t be confined within

the boundaries of performance parameters;

nor, on the other hand, can it be

merely encapsulated in the applications

it is going to drive. “Innovation”

is a word with multiple meanings.

To the jury of the Diesel of the Year

Award, it means the ability to provide

effective responses to the needs of

OEMs that often have to tune into the

TCO of emission standards. By way of

an example, let’s take the 2011 award

winning engine: the Ecomax by JCB

Power Systems. Eleven years ago, our

introduction of the award winner read:

“It’s the only industrial engine without

after-treatment systems. The answer

lies in its combustion chamber and in

the EGR-VGT combo. JCB’s declared

fuel consumption is 10% lower. Especially

for applications leaving no

room for bold angular gearboxes or

cab-mounted exhaust stacks – maybe

shielded with red-hot grids – having

no ATS comes to the rescue of OEMs”.

However, those who insisted on optimising

regeneration, like Kubota and

Yanmar, were later rewarded by Stage

V as it made the DPF and SCR above

56 kW unavoidable. How shall we put

it, then? “Innovation is innovative by

nature”. Check out the next issue to

find out what the Diesel of the Year

2022 winner looks like.









Fabrizio Mozzi, Baudouin CEO: “Diesel engine still has a lot

to say, much depends on the application. Until 2025 ICE will

be joined by electric, wind and solar power to recharge the

batteries. After 2025, hydrogen will be increasingly present.”

We interviewed Fabrizio

Mozzi, CEO, and Richard

Flynn, Product Planning &

Development Director, to

take stock of Baudouin’s outlook.

cated Power Projects Team in place,

we are further developing the product

range and the technical assets

and documentation required for the

critical protection market. Our ongoing

product development strategy is

to focus on emissions, deliver more

power, provide better power density,

and lower the total cost of ownership

for the customer. At MEE 2022 we

will be unveiling some new products

and a new partnership with PSI.

What scenarios for natural gas and

We spoke with

Fabrizio Mozzi and

Richard Flynn of

Baudouin Moteurs

What has changed compared to

the pre-pandemic editions of the

MEE in DUBAI? Will you exhibit

at MEE 2022?

Mozzi: The M33 and M55 platforms

were an important step in our high

horsepower product development

strategy to be able to enter segments

that were previously inaccessible to

us. The focus for the development of

these platforms was to access COP

and critical power segments such as

banking, hospitals and data centers.

Now, with a fully developed product

range up to 4125 kVA, and a dediwhich

markets are most responsive?

Is biomethane a plausible solution

in PG? What about LNG?

Flynn: In the past the majority of

natural gas installations have been

dealing with CHP and grid balancing-type

applications. We think that

these will continue, and lean burn

natural gas products will also expand

into a wider selection of stationary

applications, replacing some traditionally

diesel projects where the load

acceptance performance and power

density can be accepted. With the

introduction of the PSI engine range

we also foresee growth in traditional

standby applications, as the rich

burn (stoichiometric) products have a

load acceptance profile closer to their

diesel counterparts, reducing the required

performance compromise. With

How are you approaching the rich

and complex data centre business?

Mozzi: Our dedicated Power Projects

Team comprises application

engineers and technical salespeople

with many years of experience in dietheir

inherent lower emissions, this is

a technology which could see significant

growth. Biomethane, as a renewable

and environmentally-friendly fuel

can certainly aid in the Net Zero transition,

along with LNG.

Mozzi: As part of our continuous development,

we are looking at ways

to provide more power and cleaner

solutions, with better TCO for our

customers. Thanks to Weichai, we are

now able to provide a variety of gas

products going from LPG and LNG to

biogas under the Baudouin and PSI

brands. We believe in gas as a stepping

stone to a fully-renewable energy

infrastructure. Gas will provide an

opportunity for a smooth transition

towards zero emissions, until large

scale hydrogen and fully renewable

energies are available.

We would also like to learn more

about the technical specifications,

genesis and applications of 4M06,

8M21 and 20M33.

Fabrizio Mozzi: Our new engine

platforms prove our commitment to

increasing power density to provide

our OEMs with smaller packages and

easier integrations so that they can

in turn optimize their manufacturing

costs by providing smaller gensets to

their customers. Thanks to the introduction

of our M10, M21 and M33

platforms, we have been able to replace

some of our ratings with smaller

displacement engines. In light of the

current transportation and logistics

challenges, this is a win-win as we

believe that these new power-dense

platforms will deliver substantial value

for our OEMs and end-users.

What plans does Baudouin have

for diesel engines: expansion of the

range, application prospects and

resilience in the power generation


Mozzi: As said before, our focus is

on emissions, power density and reducing

total cost of ownership for

our customers for all products in our

range. Additionally with the creation

of our dedicated Power Projects

Team, we expect to achieve major

growth in the data center and critical

protection markets.





sel and gas power generation. This

team is responsible to partner with

our OEMs and work with technical

consultants during the project specification,

integration, commissioning,

and aftersales phases to ensure total

customer satisfaction. The Team is

also working to fine-tune all of our

HHP critical protection products

to ensure that they achieve the performance

standard expected in this

competitive market.

What about CHP and biomethane?

Flynn: As a flexible source of electrical

and thermal energy, CHP units

have a wide range of applications.

They can also burn various gaseous

fuels (biogas, biomethane, LNG,

landfill gas). We have strong connections

with our OEM’s regarding CHP

projects, and we are working closely

with end customers to ensure our

products perform optimally.

In the context of increasing requirements

for the overall decarbonization

of the energy sector, renewable

natural gas or biomethane, which is

produced from the biogas produced

in biogas plants, is increasingly being

used in connection with cogeneration.

Both biogas and biomethane originate

from a range of organic feedstocks

whose energy potential is underutilized

today. Both can provide

a sustainable, low-carbon source of

energy; there are multiple pathways

for their production and also a wide

range of potential uses, depending

on policy priorities and local circumstances.

What developments in the interactions

in the Weichai group, with the

parent company, PSI and Ballard?

Speaking of the Canadian company,

how do you see the media buzz

about hydrogen?

Mozzi: Weichai is betting on a variety

of technologies to secure the right

solution for our customers in the

future. With the Baudouin and PSI

product lines, Weichai will be able to

respond to a variety of customer demands

across the diesel and gas spectrum

– including rich burn and lean

burn technologies. Preparing for a

Net Zero future, Weichai has also

invested in Ballard in Canada and

Ceres in the UK to leverage the two

main fuel cell technologies of PEM

and SOFC. Additionally, Weichai,

as a market-leading manufacturer

of on-highway and off-highway vehicles

and powertrain equipment,

has invested in European hybrid and

full-electric specialists such as VDS

and Aradex. With regards to our expectations

for hydrogen, we believe

that this will be surely a mainstream

technology to achieve zero emissions

in the future. Nevertheless, we

expect that it will take some time to

fully develop the infrastructure and

there will need to be some interim

solutions such as gas and hybrid


In an interview dating back to

2019, Fabrizio Mozzi answered

our questions on SCR, confirming

that it is inevitable. What

has changed since then in the approach

to Stage V?

Mozzi: Baudouin has been developing

SCR technology since 2016. In

2018 we released the smallest and

most efficient SCR solution in the

market for IMO III and EPA 4 marine

applications from 440 to 1200kW.

Building on this experience we are

now in the process to release a Stage

V inland waterways marine solution.

Naturally our mature experience

with SCR technology is currently

supporting our work to release Stage

V power generation solutions from

500 kVA to 1 MW.

How do you strategically view

smart grid technology?

Flynn: Distributed Generation and

the emergence of multi-technology

power systems is already driving the

requirement for complex software

control systems. Whatever the power

system consists of and wherever it is

located, efficient and reliable functionality

will be contingent on smart

grid controls reflecting the priorities

and resilience requirements of the

user. Baudouin sees a continued requirement

for our products as smart

grids evolve, providing dependable

power solutions, from critical standby

applications to base load power.

We are always looking for feedback

from our network on technology and

customer requirement developments,

and incorporating these requirements

into our product plan is fundamental

to our strategy. The development

of smart grid technology is

certainly something we keep a keen

eye on, so that our products deliver

maximum value.











FPT Industrial firmly believes in natural gas, as

illustrated by the New Holland TK specialized tractor,

powered by F28 NG, fueled by biomethane. We are

in the Langhe area, in Italy, where you can almost

literally breathe truffles and Barolo in the air. Founded

by Vittorio Emanuele II, the first King of Italy, the

Fontanafredda winery celebrated 150 years in 2018 and

owns 120 hectares of organically certified vineyards.

The Vigna La Rosa cru, parent of the Barolo under the

same name, is included in the Wine Spectator’s Top

100. The year 2021 was been the first with a CO 2


harvest. In 2025 it will reach its top, with the tasting of

a “zero emissions” Barolo wine.

At CES in Las Vegas, FPT Industrial

unveiled the Smart

Hybrid Energy Hub. An original

approach to the use of

ICE in power generation. It is a multi-mode

hybrid variable speed genset,

entirely developed by FPT Industrial

in collaboration with Bennamann, a

British agricultural technology company

projected towards rapid growth

in the clean energy sector through

the supply and production of biomethane.

The Smart Hybrid Energy Hub

is a low-pressure, variable-speed

methane generator fuelled by biomethane

produced from the anaerobic

digestion of agricultural biomass. We

got to know this new solution better

with Paolo Dal Toso, Product Marketing

Power Generation FPT Industrial,

and Carlotta Merlo, Category

Manager Power Generation & Marine

Engines FPT Industrial.

Power generation and biomethane:

an odd couple?

We have designed this system to fit

into the ecosystem of the farm in or-

The Smart Hybrid

Energy Hub, presented

by FPT Industrial at the

CES in Las Vegas, is

fueled by biomethane,

powered by FPT F28,

targeting farms with

a view to the circular


der to reduce its carbon footprint,

help achieve zero emissions, and

close the circle of circular economy

within the farm. A feasible strategy

through the production of biomethane

from waste and its use to produce

energy for utilities. The goal of what

is in fact a generator is the energy

self-sufficiency of the farm. The Smart

Hybrid Energy Hub is powered by biomethane,

produced from the farm’s

waste using technology supplied by

Bennamann, our partner in this project.

Specifically, the system is based

on the gas-powered F28, which in

this version gives 55 mechanical kW.

Operating at variable rpm, with a

control system developed by us, the

Hybrid Control Management System,

the engine is hybrid because it cooperates

with the batteries to cover

power loads of up to 86 kVA, in fact

exceeding the engine’s rated power.

What biomasses can be delivered?

Anaerobic digestion produces biogas

from waste (livestock waste, agricultural

biomass), a “dirty” gas that is

then filtered and purified to be transformed

into biomethane. Of course it

can be fed into the grid to be used for

other purposes, but right now we are

thinking about achieving net zero for

the farm.

What are the differences compared

to other systems such as Deutz’s


Compared to that system, which is

in fact a big battery, ours is a generator

in its own right, it never runs

out of power and, thanks to its hybrid

configuration, it reduces operating

costs and polluting emissions.

Compared to traditional generators,

it allows us to cover a wider power

range because the hybrid system

allows us to downsize the engine.

We did not use engines with a larger

displacement because we started

from the load curve of a farm. The

energy demand is generally low but

has infrequent peaks during the day.

Normally you would scale the system

based on these peaks and you would

have an oversized engine, but thanks

to the batteries we can use a smaller

ICE (in our case the 2.8 litre NG

engine instead of a 3.6 or 4.5 litre).

In this way the F28 operates when

peak power is not required, ensuring

more correct use and reducing maintenance

costs. Variable rpm further

increase efficiency. Due to the power

electronics and the presence of an inverter,

we can unbundle the number

of revolutions and make the engine

work at the rpm with the best specific


Has the engine design changed?

From the point of view of engine

block and design, the F28 is the

same as the one that won the Diesel

of the Year 2020, in the NG version,

only the fuel injection and management

system has changed. In fact, for

this application, the gas is low-pressure,

so similar to mains gas. To

avoid complicating the product

with high-pressure compressors and

tanks, multipoint injection has been

replaced with a traditional low-pressure

system with an air-gas mixer.






“When the F28 was unveiled at Agritechnica 2019

we discovered not just one but two engines. The FPT

Industrial 2.8-liter, Bosch 1,600 bar common rail for

fueling the combustion chambers with diesel was

showed alongside its gas-fueled twin. These were the

reasons to reward the FPT 4 cylinder diesel engine.

A baptism that in our eyes is already a consecration.

We don’t dare to compare it to the Cursor X project,

but we can define it as a sort of multitasking engine

embryo. Just like starting from scratch and drawing

at the same time a frankly industrial unit featuring a

highly appreciable torque curve (with 375 Newtonmeter

it’s the best in its displacement class) and another one

featuring the injection coils as original equipment”.

This is what we wrote when the award was announced

in March 2020 issue. We also mentioned the NG


“The running-in of the gas version is imminent –

probably next summer we will know more – with a view

to the much talked circular economy (the perimeter

is that of the zero-km, in the context of a farm the

winning card is biomethane).”

Are there different ways of using


Yes, just like in passenger cars, we

have different modes in which the

system can be used: Boosting, to respond

to maximum load demands (the

power produced by the engine is added

to that produced by the batteries);

Touring, which promotes the useful

life of the components by working at

optimum efficiency points; and fully

electric, designed for low loads (for

example, at night), where the engine

remains switched off and only the battery

packs (1 to 4) work. For now, the

Smart Hybrid Energy Hub is a prototype,

but the intention is to bring it to

market in the near future. It will cost

more than a generator but will have

the advantage of greater efficiency

and a return in terms of image and

sustainability on the farm system.

What change compared to a CHP


Our Smart Hybrid Energy Hub was

not designed for cogeneration applications,

but it can be used for this

purpose. Compared to the standard

approach of cogeneration engines,

which use lean combustion, we have

chosen stoichiometric combustion to

enhance load management. Our generator

can be combined with heat exchangers

and converted into a system

that produces both power and heat.

The heat recovered from the engine

can be converted back into an energy

source and fed back into the farm

to produce hot water for heating and

for the biodigestion process itself.

In addition to the type of combustion,

the second difference with standard

cogeneration systems is that FPT Industrial

supports farms that create a

supply chain based on biomethane

and not biogas. The ecosystem based

on biomethane can be considered

more virtuous than CHP because,

in addition to just generating electricity

and heat, biomethane has a

number of other benefits: in addition

to feeding our Smart Hybrid Energy

Hub, it can be fed back into the

methane network, used as biofuel for

vehicles, stored for future use and to

provide the energy needed to power

fast-charging stations for electric vehicles.

FPT Industrial’s approach is

also to use only and exclusively vegetable

biomasses derived from the

farm’s waste and livestock manure,

thus excluding biomasses specifically

cultivated for energy production.

In fact, our main goal is not to create

anything in addition to what is already

produced by the farm, with the

ultimate aim of producing zero-emission


Talking about the circular economy,

is a “F28 NG powered tractor



+ Smart Hybrid Hub” combo a realistic


The “Biomethane tractor/Smart Hybrid

Energy Hub” combination is

not only plausible, it is highly desirable.

Our Smart Hybrid Energy

Hub can be used most effectively

and concretely within an ecosystem

involving a range of players to

Electrical data

Rated frequency Hz 50

Rated voltage V 400

Nominal Standby Power kVA/kWe 53/48

Peak Standby Power kVA/kWe 86/78

Nominal Prime Power kVA/kWe 48/44

Peak Prime Power kVA/kWe 81/74

Rated speed RPM 900-2500

Energy storage system

Nominal energy content kWh 37

Peak Power output (intermittent) kWe 30

make the most of the biomethane

chain. Among the various components

of the system, we would mention

for example the T6 Methane

Power Tractor of New Holland AG,

a brand with which, even after the

recent spin-off, we continue to have

several collaboration projects in

place, focused above all on alternative

propulsion. In the model of

a zero-CO 2

-emission circular economy,

which we presented at CES,

our farm uses natural gas powered

tractors to carry out the many operations

necessary to run the business

and our genset, to ensure its

self-sufficiency and even the sale of

the energy surplus to third parties.

The ultimate goal is to contribute, in

whatever form, to zero greenhouse

gas emissions by 2050.










The Power Solutions Division comprises the Bergen Engines,

Piller Power Systems and Marelli Motori groups, based

in Norway, Germany and Italy respectively. The individual

groups serve a wide spectrum of customers and markets,

together they are focused on the rapidly emerging microgrid

sector at the heart of Langley’s sustainability goals. According

to Langley, we give an example of shift towards a

zero carbon solution. “A power plant with three B36:45L6A

engines running 8,000 hours per year would emit 1,824 tonnes

less CO 2

per year with a 15% H2 blend. To adapt the

engine to a higher amount of H2 (above 60%) the engine

modification can be done as part of a main service revision,

so that much of the expense can be offset into the normal

service cost. Most of the components that need replacement

are in any case replaced or overhauled during a main

service revision.”

Tony Langley, talking about the Ammonia Zero Emission (AMAZE) project

which Bergen Engines will commence in 2022 under Langley stewardship:

“The world isn’t producing alternative fuels on a sufficient scale yet and right

now we don’t know whether it will be ammonia, methanol, bio-diesel, hydrogen

or a combination of them all that eventually wins out against fossil fuels.”

In 2019 Rolls-Royce Power Systems

completed the sale of its

commercial marine business to

Kongsberg. Three years after

we’re still in Norway focusing on

powergen engines. The 4 th January

Langley Holdings has completed the

acquisition of the Bergen Engines

group from Rolls-Royce for a consideration

of €91 million. In addition,

€16 million of cash held within Bergen

Engines AS, has been retained by

Rolls-Royce. Europe is witnessing a

huge process of rearrangement of the

players involved in engine strategies.

This does not only apply to the synergies

between truck manufacturers

in optimising the resources invested

in battery packs and fuel cells. In the

case of Langley, we are seeing here

the establishment of an all-European

research and production hub for power

generation. Bergen is to become

the core of a newly formed Power

Solutions Division, working closely

with the group’s Italian Marelli Motori

and German Piller Power Systems

subsidiaries. Completion of the

transaction, which was announced on

3 rd August 2021, follows the conclusion

of work to separate the business

from the Rolls-Royce group. As of

Langley Holdings

has completed the

acquisition of the

Norwegian Bergen

Engines group from


31 st December, 2021, Langley formally

acquired Bergen Engines AS

as a stand-alone group including its

engine factory, service workshop and

foundry in Norway; engine and power

plant design capability; its global

service network and subsidiaries in

nine countries. In 2021, Bergen Engines

generated revenues of approximately

€250 million with the assets

and liabilities of the business presented

as held for sale in the Rolls-Royce

Holdings plc consolidated balance


The Bergen Engines group employs

almost 950 people worldwide, of

which more than 600 are based at its

headquarters and production facilities

near Bergen, in Norway. Going

forward, Bergen Engines will be operated

as a stand-alone business unit

focused – in addition to its traditional

markets – on the rapidly developing

microgrid power generation sector,

an area central to Langley’s net zero


According to Chairman & CEO, Tony

Langley: “The acquisition of Bergen

Engines is a major step towards our

net zero objectives. The company has

a superb reputation and is proving to

be highly innovative in adapting its

engines to low-carbon and non-fossil

fuels. Coupled with that, the emerging

microgrid sector fits perfectly to our

long-term sustainability goals.”










It seems to us that this may well be so. Daniel Chatterjee, Rolls-

Royce Power Systems, said: “For marine we see biofuels, such

as LNG, e-diesel and e-methanol and even hydrogen is very

attractive fuel for Power-to-X. Where are these fuel produced?

Power plants in some regions like Chile, Patagonia or in Africa

they come up to 6,000 operating hours per year. Blue one

is more than 2,000 hours. South Chile and Patagonia look

like very attractive regions, they produce a lot of renewable

energy”. ENEL Green Power stated that “in the north of

Chile, the Atacama Desert boasts some of the world’ highest

insolation levels, making it ideal for photovoltaic energy. In

the south, the strong winds are harnessed to produce wind

power. Furthermore, in many parts of the country watercourses

offer good conditions for hydroelectric power and there is also

potential for geothermal energy. The country is also committed

to the development of green hydrogen, which is extracted from

water through electrolysis powered by renewable energy, and

has launched a national strategy that aims to install around 25

GW of this technology by 2030”.

“In the Magallanes region in Patagonia, for almost three years

ENEL has been developing the first green hydrogen power plant

in Latin America. It is equipped with a 3.4 MW wind turbine and

a 1.25 MW electrolyzer.”

Wärtsilä is really resourceful

in the very long path to decarbonization.

An example

is the supply of an 8-megawatt/32-megawatt

hour energy storage

system to Colbun, one of the

largest power generation companies

in Chile. This is Wärtsilä’s first energy

storage project in South America.

This is a key area for the supply of

renewable energy. Above all, Patagonia

has the potential to play a major

role in the Power-to-X strategy. In the

focus you will find two examples of

how Chile’s vocation for renewable

energy is appreciated in Europe.

The Wärtsilä energy storage system

will be co-located with Colbun’s 230

MWp Diego de Almagro solar photovoltaic

(PV) facility located in the

Atacama region; an area well-known

for its solar radiation. This will be

Colbun’s first system of an energy

storage portfolio that will allow the

power generation company to inte-

Wärtsilä enters South

American energy

storage market with

supply of 8 MW /

32 MWh energy

storage system to the

Chilean PG company

Colbun to accelerate


Chile is going to

play a major role on

renewables energies

grate additional renewable energy capacity

to achieve net zero emissions.

The energy storage system will also

help proactively address constraints

on the transmission system from the

new solar facility and allow Colbun to

shift excess energy production from

day to night to avoid curtailment,

which also improves revenues for the

company. Additionally, the system

will provide frequency response and

firm capacity to ensure adequate energy

supply during peak periods. Once

the system will be operational, some

80,000 households are estimated to

benefit from it.

“One of the current challenges of

wind and solar generation is intermittency.

But by incorporating electrical

storage alternatives, such as the energy

storage project associated with our

Diego de Almagro solar plant, we can

solve for fluctuations in generation

and capture the full value of renewable

sources. By adding energy storage,

Colbun seeks to provide robustness

to the Chilean national electrical

system,” said Christoph Perathoner,

Construction Manager, Colbun. “We

take this step-in alliance with Wärtsilä,

a first-rate company with extensive

international experience in energy

storage equipment.”

According to a 2021 report by Wärtsilä,

“Front-Loading Net Zero,”

achieving a 100 percent carbon neutral

power system in Chile before

2050 is possible with the buildout of

renewable energy and short- and longterm

energy storage. As coal-fired

power plants in Chile are phased out

by 2040, and more renewable energy

capacity is integrated, battery storage

systems will play an instrumental

role in daily shifting of solar energy

and providing ancillary services that

maintain grid reliability.

“Chile has become a leader in renewable

energy and the country has one

of the most ambitious and economical

decarbonisation plans in the world,”

said Andrew Tang, Vice President

of Energy Storage & Optimisation,

Wärtsilä. The Diego de Almagro storage

facility will include Wärtsilä’s

GridSolv Quantum, a fully integrated,

modular and compact energy storage

system, as well as the GEMS Digital

Energy Platform. Wärtsilä’s sophisticated

energy management system,

GEMS, will co-optimise the utilisation

of the energy storage system and

the solar PV facility.

Not faraway, in Brazil, the Finnish

company is involved in three gas engine

power plants with a combined

output of 150 MW. The Brazilian

plants are scheduled to be operational

in the second quarter of 2022. The

electricity produced by the thermal

balancing power plants will be fed to

the national grid assuring system reliability,

for instance, during times of

adverse weather conditions. The contracts

include altogether 16 fast-starting

and flexible Wärtsilä 20V34SG

gas engine generating sets. Flexible

Wärtsilä gas engine power plants can

use natural gas, LPG, synthetic fuels

and various bio-gas fuels. Power

plants which initially run on natural

gas, can switch to operate on sustainable

decarbonised fuels as and when

these sources become available.










“When the going gets tough, let the tough get going”.

This is why Still has renewed its faith in the diesel engine

for the RCDs, which can handle loads of up to 18 tonnes.

The forklifts are available in 12 different versions, with load

capacities from 10 to 18 tonnes and barycenter from 600

mm to 1,200 mm.

Maya Xiao, Senior Analyst at Interact Analysis: “As well as removing

the initial barrier of a high purchase price, battery leasing also removes

concerns about the decline in battery life over time.”

cations is so much wider. Secondly,

off-highway equipment commonly requires

non-standard specialized battery

packaging, often irregularly shaped to

fit into specific machinery, and sometimes

protectively packed to withstand

harsh operating environments.

These issues affect the Li-ion forklift

truck market, but the good news is we

are seeing the penetration rate of Liion

battery technology increase in the

smaller class 3 truck market, as the

“Forklifts have made

the largest strides

toward electrification”.

Interact Analysis

explored this issue

When we talk about electrification,

it is awkward to conjugate

verbs in the present

tense, hinting at an imminent

future. But there is an application

that even allows you to conjugate verbs

in the past tense: forklifts. How does

the electrification of material handing

evolve? Maya Xiao, Senior Analyst

at Interact Analysis, explains. “Our

electrified off-highway powertrain

pricing research,” writes Maya Xiao

“showed that the battery pack prices

for off-highway are far higher than for

on-highway vehicles.” The reasons for

this are simple. Firstly, it’s a matter of

scale. Electrified off-highway equipment

simply cannot match the scale

of production of its on-highway counterparts

as numbers of vehicles are so

much smaller, and the range of applibattery

pack is already an off the shelf

product. An average 5% year-on-year

decline in battery prices for forklifts is

forecast up to 2030, but what can be

done to speed up electrification of larger

forklift truck classes? Technological

innovations are crucial, but new business

models also have an important

role to play. Certain classes of forklift

have been powered by lead-acid batteries

for decades. But these batteries

are bulky and have low power density

compared to Li-ion batteries. Lead-acid

forklift manufacturers are facing

demand from existing customers who

want to refit existing machines with Liion

batteries, which are much cleaner,

charge faster, and do not have to be removed

for charging. Battery substitution

is relatively easy from a technical

perspective. That’s because the 80V

platform on a lead-acid forklift, as well

as the frame and hydraulic parts, are

compatible with Li-ion technology.

But battery pricing continues to be the

pinch-point, as the cost of replacing a

lead-acid battery with an Li-ion battery

represents 40%-70% of total forklift

cost. Nevertheless, this business model

has been seized by traditional lead-acid

forklift manufacturers, such as SAFT,

FAAM and Tianneng, who are keen to

quickly grow their share of the Li-ion

forklift market. Diesel forklift manufacturers

are also looking for a piece

of the action in the new energy market.

They are breaking into it not by producing

state-of-the-art electric forklifts,

with all the costs that that would

entail, but simply by taking existing

diesel machine designs and replacing

the drivetrain. While this solution does

not carry the same technical advantages

as purpose-built electric platforms, it

is a cost-effective stage on the journey

to pure electrification. TEU and JAC

Forklifts are examples of companies

following this path, and both companies

are employing external suppliers

to provide complete diesel-to-electric

technical solutions. The diesel retrofit

market has high potential. To take

China as an example, 3,000 diesel to

electric machines were sold in 2020,

and the total stock of diesel forklifts in

the country is over three million. Another

strategy for new energy forklift

manufacturers seeking to make their

products price-competitive is to partner

up with on-road vehicle manufacturers,

who are much better placed to get production

costs down through economies

of scale. The automotive and heavy-du-

ty vehicle sectors are both making rapid

progress at mass-producing more

powerful batteries. Such batteries can

easily be applied to forklifts with a

simple tweaking of the design of the

machine platform. This would allow

forklift manufacturers to buy batteries

off the shelf from automotive manufacturers

at highly competitive prices. Another

solution is purchasing second-life

batteries from the automotive sector –

Audi has deployed second life batteries

into forklifts at its factories and Nissan

have partnered with 4R Energy to do

the same. We have spoken to companies

considering this strategy and have

been told that even if they have only

50% of the performance capability of

new batteries, they could still be an extremely

cost-effective solution in the

material handling sector.









The Diesel Technology Forum is a not-for-profit

organization dedicated to raising awareness about the

importance of diesel engines, fuel and technology.

Diesel Technology Forum members are global leaders

in clean diesel technology and represent the three

key elements of the modern clean-diesel system:

advanced engines, vehicles and equipment, cleaner

diesel fuel and emissions-control systems. Since it was

founded in 2000, the Forum has emerged as a leading

source of information on agriculture, economics,

energy, environmental, transportation and trade issues

impacting diesel technology. International in scope, the

Forum’s resources include technical researchers, policy

and communications specialists and communications

experts. The Forum regularly participates in

legislative and regulatory deliberations, technology

demonstrations, and industry and media events.

insight and expert commentary.

John Deere unveiled a fully self-driving tractor ready for large-scale production

at a press conference at CES 2022, in Las Vegas. The machine is based

on the John Deere 8R platform, integrates the TruSet chisel plow, the

GPS guidance system and a number of new advanced technologies. The

autonomous tractor will be available to farmers by the end of this year.

The global agriculture engine

and equipment industry is

rapidly evolving to face numerous

challenges including

feeding a growing population, the

climate crisis and labor shortages.

Continued improvements to engines,

equipment and the technology that

integrates the work of the machine

with the land, are increasing efficiency

and are the foundation for

farming in the future.

These topics were the subject of a

virtual event recently organized by

the Diesel Technology Forum, that

discussed the state of farming, machines

and equipment; opportunities

for reducing emissions from smart

and precision farming technologies,

and the outlook for the future, including

which fuels and technologies will

meet the challenges of greater food

demand and reducing greenhouse

gas emissions. The event was titled

“Making America’s farms greener

and more productive with advancement

in farming technology”.

This webinar

explored the state of

technology and how

new innovations in the

machines, fuels and

the use of smart

farming systems

contribute to boosting

productivity and yields

with lower emissions

“US agriculture is among the most

productive and economically valuable

in the world; producing more

yield in less time with fewer inputs

thanks largely to the advancements

in the diesel powered machines and

equipment that do the planting, harvesting

and tending to the land,”

says Diesel Technology Forum Executive

Director Allen Schaeffer,

organizer of the event. “Technology

has evolved a lot in the farming sector,

but it all started with a tractor.

The role of diesel technology across

the whole agriculture sector is quite

substantial: it powers more than

two-thirds of the farm equipment,

transport 90 percent of its product

and pumps one-fifth of its water

in the United States; 96 percent of

large trucks that move agricultural

commodities to railways and warehouses

are powered by a diesel engine

and 100 percent of the freight

locomotives, marine river grain

barges and ocean-going vessels that

deliver these products to markets

are powered by diesel. Today we’ll

focus primarily on the large off-road

equipment, tractors. In the last decade

we’ve seen an evolution towards

a clean and low emissions technology,

but why are diesel engines still

the main choice for today’s agriculture?

The reasons are many: energy

density of the fuel, power of the

engines, efficient operation/range of

travel, reliability, durability; availability

of parts, service and fueling

networks; near zero emissions and,

last but not least, the suitability for

existing and new equipment to use

renewable biobased diesel fuels.”

The first topic of the event is the

state of farm equipment today.

Speakers went into detail about the

demand for food in the year 2050.

Nick Block, Global Director, Marketing,

Sales and Customer Support

at John Deere Power Systems,

says: “The industry will need to feed

9.7 billion people around the world

then according to a prediction by

The Global Harvest Initiative. This

means global agriculture productivity

needs to increase 70 percent

by 2050 in order to deliver on that

50 percent growth in food demand,

because we are feeding 9.7 billion

people in 2050. In the United Stated

large farms are becoming more dominant:

farms with $1M of cash income

were 49% in 2015 (versus 31%

in 1991) and the challenge now is

managing more land and increasing

productivity. Agriculture equipment

and powertrain advancements have

helped farms plant, spray and harvest

significantly more grain without

requiring more fuel. US farms have

become significantly more productive

since 1990, but farm diesel use

is essentially unchanged. Comparing

fuel consumption of a tractor and a

truck with two comparable engines,

we see the tractor uses less fuel but

needs more energy to manage heavy

loads and high-resistance work.”

With the increasing demand for food

by a growing population, and less

arable land to use to grow it, the industry

is focused on the future, right

now. “Technology on the farm today

is giving them a lot of information






Cummins was named as one of 45 inaugural recipients of the

Terra Carta Seal, an initiative led by HRH Prince Charles (left) to

recognise businesses for their commitment to environmental

sustainability and decarbonisation.

Inspired by the Magna Carta, the medieval document that

remains an important symbol of liberty around the world, the

Terra Carta is a recovery plan for the planet that serves as the

guiding mandate for The Prince of Wales’ Sustainable Markets

Initiative (SMI). The initiative seeks to establish a global forum

for industries to restructure their operations in a way that

protects the world’s natural resources.

“The Terra Carta Seal recognises those organisations which

have made a serious commitment to a future that is much

more sustainable, and puts Nature, People and the Planet at

the heart of the economy,” Prince Charles said in a ceremony

at Kelvingrove Art Museum and Gallery, not far from the COP26

global climate summit taking place in Glasgow. “We all need to

make changes if we are to preserve the planet for our children

and grandchildren and these businesses have pledged to make

it easier for us all to do so.”

and insights today that they didn’t

have in the past to make some decisions,”

says Block.

Ann Schmelzer, General Manager,

Global Agriculture Business at

Cummins, claims: “Today there are

one million Cummins-powered agricultural

machines in operation.

Cummins is powering over 20 agriculture

OEMs, we have a 2.8 to

15-litre range with more applications,

in more markets, than any other

engine manufacturer and we have

a very strong brand reputation in the

farming community. The innovations

in powertrains, fuels and equipment

technology that serve farmers

around the world are impressive.

They contribute to reducing greenhouse

gas, and other emissions, and

reducing inputs on the farm. Beyond

the machines themselves, innovations

in farm practices like automation

and precision agriculture have

evolved to bring further important

benefit. We need more technology,

efficiency and power in agriculture.

When we talk about current and future

technology, we have to innovate

and scale low carbon fuels, decarbonize

the grid with renewable energy

and develop the green hydrogen

economy. We at Cummins are working

on two power solutions: to improve

affordability and applicability

of fuel cell, BEV and hybrids, and to

maximize GHG emission reduction

from internal combustion engines.”

Those innovations will be critical to

meeting the dual challenges of greater

demand for food and lower greenhouse

gas emissions. “As we think

about the future, I don’t think a onesize-fits-all

approach is going to get

us there,” says Schmelzer. “How we

get to zero emissions is unclear at

this point: what technology needs to

be adopted, what are the infrastructure

to be developed, hydrogen, battery

electric, different type of fuels?

As a powertrain supplier, our challenge

is going to be incredibly difficult,

we have to make sure that our

solutions work for our customers.

That’s why Cummins is developing a

range of efficient, clean and capable

powertrains to help manufacturers

define the best power source for their

equipment. I think that there is an incredible

potential when we work on

all of these technologies together,

according to safety and emission requirements

in each application.”

She spoke about power options

available on the market today and

those Cummins is exploring in the

future, including hydrogen and electrification

as well as advanced diesel.

Diesel right now is still the

primary power of choice for many

reasons for its simplicity, flexibility

and lower cost. And there are still a

lot of advances that we are working

on with our base technology.”

While diesel engines power most of

the agricultural equipment around

the world, they are evolving to run

more on fuels other than diesel, including

renewable and biodiesel.

Panelists also discussed the prospect

of additional reductions in allowable

emissions from both California and

the US EPA.

Interim results of an off-highway

low-nitrogen oxide (NOx) demonstration

project with the Southwest

Research Institute was reviewed and

is showing promise to further reduce

emissions in diesel engines with advanced

catalysts and Selective Catalytic

Reduction systems, noted Tom

Harris, Senior Technical Specialist

with Tenneco. “Leverage what you

have to make a relatively quicker

impact on CO 2

in the near term, but

then again, thinking about that as

a bridge technology that ultimately

has an impact while we’re waiting

for the final solution if you will,

in terms of whatever that is from a

powertrain solution for the agriculture


In conclusion, agriculture sector is

unique in its use of engines, equipment

and fuels, the demands and

duty cycles and task at hand, and

unique in the economic and weather

conditions that play a major role

in its overall functioning. The trends

in farming are demanding new technology

and operating practices to

keep up with the demand for food,

and manufacturers are delivering

through automation, connectivity

and integration with land and soil

conditions, helping boost outputs

while reducing inputs. New fuels

and technologies are emerging and

like in other sectors we can expect

some diversity of fuels in the future,

but diesel engines are poised to continue

to play a dominant role in farm

machinery and equipment; the next

chapter on emissions is being written

and solutions to reduce emissions

even further are at hand.










nus Henrikson, Chief Engineer and

the person who has been heading the

five-year development process. What

has changed? The compression ratio is

23:1, intake and exhaust are calibrated

to improve the gas flow through the

engine, as is the turbo and manifold

connection. The peak pressure inside

the cylinders can now reach 250 bars.

“By injecting a first dose of AdBlue in

the close-coupled position to the turbo

charger, immediately after the Exhaust

Brake Flap where the exhaust gases

are still very hot, we dramatically increase

the total efficiency of the aftertreatment

system. The second dose is

then injected in the usual position inside

the aftertreatment system. But by

then the task is easier, since the peak

NOx level has already been reduced.

The DPF, which is positioned between

the two SCR catalysts, is regenerated

without post-injecting extra fuel to the

exhaust system.” Henrikson clarifies

speaking of the Twin Dosing system.

The range that takes Scania to Euro 6E

will be available in 420, 460, 500 and

560 HP ratings. The matching with the

G25 and G33 Opticruise gearboxes

and the new range of differentials results

in an 8 percent fuel saving compared

to the previous generation. All

engines can be powered with HVO,

and the 460 and 500 HP versions can

be powered with biodiesel from renewable

sources. The Griffin is the

best in terms of torque, beating its predecessor

by around 4 percent.

Let’s now talk about Cummins, whose

X12 earned the Diesel Index, taking it

away from Scania by just one decimal.

Is it a coincidence that they shared the

development and engineering of the

XPI common rail? This is a two-way

race within a group that appears to be

quite similar at the red-orange diarchy,

which incredibly has an index of

7.7 (except for Ford, of which we are

missing some of the necessary data to

compile the Diesel Index). The specific

curves indicate a similar pattern to

those of the off-highway equivalent.

The slimming treatment has slimmed

down the ATS by 40 percent compared

In addition to the magnificent eight

captive truck manufacturers, we

have included Cummins. The X12

can be found, among others, on

some of the quintessential “big fronts”:

the Freightliner trucks, such as the

114SD, and the Western Star trucks.

By overlapping the torque curves

with those of its industrial equivalents

of same displacement, the stroke increases

the torque at low revs, which

is decisive to guarantee smooth gear

changes, thus resulting in an optimised

specific fuel consumption even below

1,000 rpm. The excuse for relaunching

this crucial segment in the long-haul

freight economy comes from Scania.

“Developing a new engine platform

of this magnitude is a once-in-a-lifetime

opportunity for most engine

platform engineers,” explains Mag-










MX-13 530



D2676 - 500

OM 471 - 530




DTI 13-520

DC13 173

D 13 K-540

I. D.

B x S mm - S/B 134 x 142 - 1,06 130 x 162 - 1,25 130 x 160 - 1,23 135 x 150 - 1,11 126 x 166 - 1,32 132 x 156 - 1,18 131 x 158 - 1,21 130 x 160 - 1,23 131 x 158 - 1,21

N. cil. - dm 3 6 - 12,01 6 - 12,90 6 - 12,74 6 - 12,88 6 - 12,41 6 - 12,80 6 - 12,77 6 - 12,74 6 - 12,77

Maximum power kW - rpm 373 - 2.000 390 - 1.675 368 - 1.800 419 - 1.900 368 - 1.800 390 - 1.850 382 - 1.800 412 - 1.800 397 - 1.800

Mep at max power bar 19 22,1 19,6 21 20,1 20,1 20,3 22,0 21,1

Piston speed m/s 9,5 9 9,6 9,5 10 9,6 9,5 9,6 9,5

Maximum torque Nm - rpm 2.305 - 1.000 2499 - 1.000 2499 - 1.000 2400 - 950 2499 - 930 2597 - 1.100 2548 - 1.100 2.803 - 900 2597 - 1.000

Mep at max torque bar 24,6 24,8 25,2 23,9 25,8 26 25,6 28,2 26,1

% power at max torque (kW) 51,8 54,1 58 47,3 58 56,6 56,6 58,1 55,4

Torque at max power Nm 1.784 2.225 1.950 2.107 1.950 2.009 2.029 2.185 2.107

% power at max torque (kW) 64,8 (242) 67,10 (262) 71,20 (262) 57 (239) 66,20 (244) 76,80 (299) 76,90 (294) 64,20 (264) 68,50 (272)


Specific power kW/dm 3 31 30,2 28,8 32,5 29,6 30,4 29,9 32,3 31

Specific torque Nm/dm 3 191,8 193,6 196,1 186,3 201,2 202,7 199,4 219,9 203,2

Areal spec. power kW/dm 2 44,09 48,99 46,23 48,78 49,20 47,50 47,22 51,76 49,07


Dry weight kg 930 1.000 - 1.197 1.114 1.126 1.115 1.100 1.134

L x W x H mm 1.294x931x1.002 1.375x825x1.150 - 1.360x1.008x1.171 1.630x893x1.046 1.375x980x1.260 1.285x1.100x1.301 1.710x780x1.430 1.285x1.100x1.301

Volume m 3 1,21 1,30 - 1,61 1,52 1,70 1,84 1,91 1,84

Weight/power kg/kW 2,5 2,6 - 2,9 3,0 2,9 2,9 2,7 2,9

Weight/displacement kg/dm 3 77,4 77,5 - 92,9 89,7 87,9 87,3 86,3 88,8

Power density kW/m 3 308,3 300,0 - 260,3 242,1 229,4 207,6 215,7 215,8

Total density t/m 3 0,77 0,77 - 0,74 0,73 0,66 0,61 0,58 0,62

Displacement/volume dm 3 /m 3 9,93 9,92 - 8 8,17 7,53 6,94 6,67 6,94





to the ISX12, while also improving

thermal management. This reduces

the number of regeneration cycles,

therefore requiring less maintenance,

while meeting the standards of the

National Highway Traffic Safety Administration.

VGT Cummins Holset,

XPI and ECM come from the Jamestown

(NY) plant, together with engine

block and ATS.

The Ford architecture is the classic inline

6-cylinder, 2,500-bar common rail

and Bosch control unit; VGT appears

here too, with electronic actuator, and

a 230-bar cylinder pressure. The enhancement

of EGR contrasts with the

change of direction of the European

school. To optimise combustion, they

have worked on the cylinder head; the

pistons were forged from steel with the

piston pin coated in DLC (Diamond

Like Carbon), which increases resistance

to friction. Another critical point

has involved the cooling system, with

a fan equipped with an electro-viscous






MX-13 530



coupling to regulate speed. The water

pump is characterized by two speeds.

An active control is provided to manage

the alternator power demand.

From a stress point of view, the 13-litre

DAF aims for “moderation”, as can

be seen from the piston speed, which

is braked by 5/10 percent. It is different

by just 2 mm in stroke from Ford,

which has the same S/B as Scania,

does not reject EGR and pushes the

pressure to the maximum, in line with

its competitors. The responsiveness of

the 13-litre engine is demonstrated by

its torque reserve. The compact graphite

engine block houses the gear wheel

on the fly-wheel side, it integrates the

fluid channels and mounts the trapezoidal

belt tensioner on the water

pump housing.

Renault’s DTI has a “trucker” pedigree,

assisted in its gas exhaust management

by the ACM control unit.

The French have also opted for the

“all inclusive” aftertreatment, with a




D2676 - 500


OM 471 - 530

vanadium coating for the SCR catalyst

and a cobalt-based valve seat. Converted

to common rail, it has relied

on a high-pressure system with three

pumps in the crankcase since Euro 6C.

Our road test showed that: “The Renault

Trucks T High 480 (editor’s note,

equipped with the DTI13) is in fact the

best and most balanced synthesis of

power, performance and efficiency.”

Another old acquaintance is MAN,

with the D26, the most versatile ever:

a road, off-road, stationary and marine

engine. It has been lightened by 80 kilos

for Euro 6D and simplified in its

thermal management. Unlike Ford, the

turbocharger has fixed geometry, with

waste gate valve and air-to-air aftercooler.

Optimisation is the key word,

and this is the objective of the single-cylinder

air compressor equipped

with the ESS (Energy Save System),

in combination with the revamped

lambda sensor and the electronically

controlled alternator. A common point


DTI 13-520


DC13 173



D 13 K-540

Torque 13,1 9,9 - 12,5 11,9 10,9 10,3 12,4 11,3

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

Stress 11,4 11,3 11,6 11,1 11,9 11,9 11,7 12,6 11,9

Lightness 10,2 10,3 - 12,8 11,9 11,6 11,4 11,5 11,7

Density 10,5 9,9 - 8 8,6 7,9 7,2 7,6 7,3

DIESEL INDEX 8 7,7 - 7,7 7,7 7,7 7,7 7,9 7,7

with Ford is gas recirculation, a technology

in which the Lion is a pioneer.

Still in southern Germany for a upper

rank trucker which hides a dual offroad

identity. Each OM corresponds

to a specular mtu, alias Rolls Royce.

Mercedes’ OM471 has been equipped

for Euro 6D with a torque of 2,600 Nm,

which is stable between 900 and 1,450

rpm. According to the Star, 1,600 Nm

are available at the top end of the scale,

at 600 rpm, and 2,000 Nm only at 800

rpm), partly because of the optimisation

of the X-Pulse, the common rail

that has a pressure booster built into

the injector. Maximum pressure has

been increased from 900 to 1,160 bars,

with a stratospheric injection pressure

of 2,700 bars. An upgrade also made

possible by the changes in the injector

which now has eight holes instead

of seven. The compression ratio has

been increased from 17.3:1 to 18.3:1

and the percentage of exhaust gas processed

by the EGR has been reduced to

the benefit of comburent and chamber

temperatures. The EGR throttle, which

was previously located along the recirculated

gas path, has been placed

much further upstream in the exhaust

manifold, just before the point where

the exhaust gas enters the turbocharger,

eliminating the need for the sensor

in the Venturi tube and the downstream

flow regulation. The recirculation rate

rises to 50 percent during regeneration,

with a progressive reduction of fuel injection

in cylinders from one to three

and its parallel increase in cylinders

from four to six.

The Cursor 13 makes its mark on both

on- and off-road grids, with the common

denominator of a double blower

of an HI-eSCR formula, which surgically

removes the EGR valve, in both

the Cursor and NEF families. An engine

that confirms a convincing acceleration,

as per its family’s imprinting,

and which is generally credited for its

density, namely the relationship between

volumetric indexes and power.


FPT Industrial, Scania and Volvo are the key players in the CNG/

LNG truck world. The first two manufacturers have ditched the

common rail in favour of the injection ramp, while the third

one has revolutionized the internal section to allow gas to

flow through. 338 kilowatts for FPT and Volvo, 310 for Scania,

torque peak capped at 2,000 Nm. MEP allows some margin to

Scania and sees Volvo pressing the accelerator.

The Volvo gearbox is characterized by 12 gears in sequence,

without the slightest indecision or stalling, with the rev

counter needle constantly between 1,000 and 1,500 rpm

(green zone), with a few peaks towards 1,800 only for the first

and second gear to tackle the most challenging slopes. Once

at cruising speed, the engine hums at 1,100 rpm at 80 mph

and reaches 1,250 for the canonical 90 mph. Therefore, it feels

like driving the 460 diesel.

The Iveco Stralis Np travels at less than 71 decibels and

complies with Piek standards. With its two cryogenic liquid

natural gas tanks, it offers a 1,600-km autonomy thanks to a

consumption, which is 15 percent lower than diesel. It reduces

TCO by up to 9 percent, compared to a maximum of 7 percent

for the 294 kW (400 hp) Cursor 9. Along with the gas-powered

Cursor 13, the Stralis Np 460 also features the 12-speed Hi-

Tronix gearbox (the latest evolution of ZF’s Traxon), which is

10 percent faster than the Eurotronic. Hi-Tronix decreases the

noise by 6 decibels and extends maintenance time and service

life by 25 percent. The 410-HP 12.7-litre engine is powered

by LNG. Performances in line with the 6-cylinder diesel,

which like the 9-litre five-cylinder engine meets Piek noise

standards with a sound level of less than 72 decibels. Scania

claims a driving autonomy of up to 1,100 kilometres for the

liquid natural gas top level engine in case of a classic 40-tonne

tractor/semi-trailer combination.










Gaussin attended the Dakar 2022 with a hydrogen-powered

truck in the experimental vehicle section. Developed

on the Skateboard chassis (an existing mobile platform for

self-driving trucks) and suitably modified, the H2 Racing

Truck has a body designed by Pininfarina. The vehicle is

equipped with two electric motors of 300 kW each, powered

by 380 kW of fuel cells in combination with 82 kWh of

batteries. Speed is limited to 140 km/h as per competition

regulations. The H2 Racing Truck is equipped with tanks

carrying 80 kg of hydrogen at 350 bar. The vehicle was refuelled

at mobile hydrogen stations developed by Gaussin,

placed along the routes of the special stages in the alternative

energy category.

KAMAZ: “The Russians have racked up eighteen victories with

six different drivers since the dawn of the 21 st century, only bending

the knee to Karel Loprais in 2001, Hans Stacey in 2007 and Gerard

de Rooy in 2012 and 2016, and extended their hegemony in Saudi

Arabia this year.”

ASO (Amaury Sport Organisation)

has set up a programme

entitled “Dakar Future”,

which envisages a gradual energy

transition by 2030. The players

in the first steps of this transition are

the Renault C460 Hybrid Edition of

the Riwald Dakar Team and the Hino

600-HYBRID of Team Sugawara.

In 2020 Riwald team brought a hybrid

truck, the Renault C460 Hybrid

Edition, to the race for the first time.

Developed in 2019 on the platform

of the Renault Trucks C460, the Hybrid

Edition project was created by

the Riwald Dakar team itself in cooperation

with MKR Technology, a

Czech company specialized in tuning

race trucks, and supported by partners

ZF Friedrichshafen, Renault Trucks,

Hendrickson, AxleTech and Euro l.

The truck is equipped with a Renault

Trucks DXI 13 diesel engine that,

after being tuned by MKR Technology,

provides around 1,040 hp. The

endothermic engine works in tandem

with a 205hp ZF CeTrax lite RS electric

powertrain, which is powered by

400V batteries that are recharged by

the kinetic energy produced during

release and braking. The system also

saves the brakes and provides power

for the extreme use required in a rally-race.

The electric motor, specifical-

Renault and Hino are

the trucks that took

on the Dakar with a

hybrid powertrain

ly developed by ZF for this application,

supports the ICE by providing an

additional 1,600 Nm of torque. The

weight of the vehicle is 8.5 tonnes

plus 700 kg for the hybrid system.

The vehicle is also equipped with a

ZF Ecomat 6hp automatic transmission.

A ZF VG1600 torque divider

distributes the power from the engines

(mounted in series) and the gearbox to

the front and rear axles. ZF also supplied

the integrated power electronics

and the hybrid control unit, including

software that was programmed for the

Dakar. After an unsuccessful participation

due to electrical problems in

the first two years, the Renault Trucks

C460 Hybrid Edition has returned to

the starting blocks of the Dakar 2022

with a new suspension and cooling

system, as well as a larger battery ca-

pacity. Modifications have also been

made to improve the reliability and

performance of the engine as well as

the management and delivery of the

electrical power.

The Japanese team Hino Sugawara

was founded by Yoshimasa Sugawara,

a famous Japanese rally driver,

seven times on the podium of the Dakar

in the truck category. Yoshimasa,

known as “the iron man”, is the only

Japanese to have raced the Dakar in

three categories, motorbike, car and

truck, from 1983 to 2019, the year

he retired as a driver. Today, his son

Teruhito leads the team. Since 2005,

he has been competing in the Dakar

Rally as a driver, alongside his father

and driving a second truck. In 2007

Teruhito scored his first class victory,

winning the Dakar in the truck category

up to 10 litres. This was to be

the first of many victories. In 2021,

the Japanese driver won his twelfth

consecutive championship in the

same class. In 2021, the Sugawara

team set to work on developing a hybrid

race truck based on the Hino 600

truck, suitable for various applcations

from distribution to construction. The

truck’s light weight and agility have

earned it the nickname “Little Monsters”

in the Dakar world because

of the “annoyance” it causes to the

big teams. Given that Hino Motors

(a Toyota Group brand) is a pioneer

in the field of commercial hybrids,

having started mass production in

1991, creating a race truck on this

base was certainly easier for the Sugawara

team than the work done by

the Riwald team, which started from

scratch with hybrid technology. For

the race truck, the team’s main goal

was to emphasize the weight/power

ratio. Composite materials and highstrength

aluminium were used for

the vehicle’s structure. The vehicle

is powered by a 9-litre, six-cylinder

in-line, turbo intercooled Hino diesel

engine capable of developing, for

this purpose, around 800 hp, coupled

with a 206kW (around 280 hp) electric

motor, a combination capable of

generating a torque of 2,430 Nm @

1,600 rpm. The Allison 3000 Series

6-speed automatic transmission, specially

designed for racing, is capable

of delivering lightning-fast gear

changes. Again, the electrical energy

that powers the Hino nickel-metal hydride

(NiMH) battery pack is generated

during deceleration.










fueled) and NGV-FP045 (4.5L, CNG/LNG fueled) engines

just completed the beta-design phase and rolled out of R&D


NGV Powertrain has developed

an approach that reconciles renewable

sources and power supply.

The key word is ‘ethanol’.

“The first order comes from Germany

and it’s a company that has won several

contracts, including one with the German

motorways,” says David Caponi,

CEO of NGV Powertrain. “The main

purpose is to provide electrical energy

for recharging electric cars/vehicles in

those areas that are not served by the

national grid or where the national grid

cannot support the (instantaneous and

continuous) energy demand for EVs.”

What changes have you made to the

Cursor 9?

The project involves a change in the

9-litre engine, in its basic gas version,

supplied by FPT Industrial. The main

modifications concern the ignition and

fuel injection system, the latter being

patented like the fuel supply, and the

engine control system. The engine is developed

from stoichiometric combustion

with an important focus on the management

of the operating conditions in the

most critical stages (i.e., ignition at low

temperatures, warm-up phase in cold

climates, which are both NGV Powertrain’s

patented subject matters).

How does the biomass conversion

process work?

Recharging EV

passenger cars with

methanol? NGV

Powertrain does it

The main process for bio-methanol is

GTL from bio-methane. With the improvement

of anaerobic digestion processes,

the productivity of the chain

is clearly improving. Ethanol can be

obtained through the same method or

by fermentation and subsequent distillation

of sugary or starchy biomass. It

is no coincidence that it is a very popular

product in countries with a strong

agricultural vocation, such as Brazil.

But also in countries such as France

and Germany.

What are the differences between

methanol and ethanol?

The two fuels are, from an engine point

of view, very similar. Methanol is the

most efficient in the production chain,

since its chemical formula (CH 3

OH) is

very close to that of the methane (CH 4


from which it is produced. Therefore,

the energy required for the GTL (Gas

To Liquid) process is lower. Furthermore,

in the case of ethanol obtained by

fermentation and distillation, the presence

of 5 percent water (azeotrope ethanol-water)

should always be expected.

Such water is very costly to eliminate

because this operation requires chemical

processes other than distillation. It

is important that the injection system is

able to recognize these two different alcohols,

thus adjusting the flow rates to

the current fuel.

CapEx and Opex?

The cost of a charging station can

range from 80,000€ to 150,000€ depending

on the installed power, while,

as an example, the installation of 100

meters of medium voltage cables costs

100,000€. To sum up, the operating

costs for diesel engines are estimated at

0.45 €/kWh, in line with those fuelled

100% by bio-alcohol (0.44 €/kWh).

These figures fall to 0.38 €/kWh for

natural gas and biomethane engines.

And even to 2.40€/kWh for hydrogen

in all its forms (green, blue and grey).

What does it mean that the system

can be associated with renewables?

It means that the system, as it has been

developed, is very well suited to being

equipped with innovative biofuel engines.

A future-oriented concept for a

renewable energy storage system is also

being considered. During periods of excess

production, electricity can be used

to create e-fuels from hydrogen, e-methane

and e-methanol. These fuels are in

order of necessary energy expenditure,

but also, energy density, since these

factors are directly proportional. Due

to its very low mass and energy density,

e-hydrogen is only suitable for daily

storage, thus competing with lithium

batteries. E-methane is much denser

and can liquefy in e-Lng, making it possible

to consider a weekly storage, approximately.

E-methanol is dense and

liquid at ambient pressure and temperature,

theoretically allowing seasonal

storage. Imagine a photovoltaic field

producing so much energy during summer

that it can be stored as methanol.

The NGV Powertrain’s engine, in this

case, would be the tool competing with

fuel cells to convert such stored energy

back into electricity. But the investment

cost compared to a fuel cell, with only a

marginally lower efficiency, is lower by

an order of magnitude.












Tom Linebarger, Cummins CEO: “Hydrogen

technologies, particularly electrolyzers, will be

a fast-growing and increasingly important part

of our business over the next few years.”




At up to 500 Wh/kg, Licerion

batteries are produced at scale

in large-format cells.


he other green side of the moon

is definitely hydrogen, which has

one of the world’s sanctuaries in

California. Cummins couldn’t

pass up this opportunity and opened its

Hydrogen Fuel Cell Powertrain Integration

Center in West Sacramento, the

capital city of US State of California,

signaling its commitment to scaling the

green hydrogen economy in the United

States. As the newest tenant in the

California Fuel Cell Partnership building,

Cummins will continue its work to

make zero-emissions fleets a reality for

customers with its PEM fuel cell technology.

“Our presence in West Sacramento

is important to advancing hydrogen

technologies while being a central

part of the decarbonization conversation

in the United States,” said Amy

Davis, Vice President and President

of New Power at Cummins. “With the

most advanced hydrogen infrastructure

system in the country, California provides

a great ecosystem for advancing

alternative power technologies.”

Cummins is investing in two types of

hydrogen fuel cells: proton exchange

membrane (PEM) fuel cells and solid

oxide fuel cells (SOFCs). At the West

Sacramento facility, the focus is PEM

fuel cells, which are considered a good

solution for high-power transportation

applications, like heavy-duty, longhaul

trucks. “We’re investing heavily

in alternative power solutions, particularly

hydrogen fuel cells, batteries

and electric drivetrains,” said Amy

Adams, Vice President of Fuel Cell

and Hydrogen Technologies at Cummins.

“We have unique expertise and

talent to bring these together and put

Cummins has opened

its Hydrogen Fuel Cell

Powertrain Integration

Center in West

Sacramento, California

trucks in our customers’ hands today.”

The new 18,000 sq. ft. (5486,4 sq. m.)

Cummins site is designed specifically

for hydrogen innovation, including

safety features, and will house fuel cell

integration and fuel cell powertrain

development and testing, controls and

electrical engineering. Cummins will

be the largest tenant at the California

Fuel Cell Partnership facility, which

is occupied by other alternative power

innovators and technology companies.

“Cummins’ commitment to the State

of California and to innovating more

sustainable industry is important to the

growth of our hydrogen economy and

maintaining our role as a global leader

in addressing the climate crisis,”

said Frank Ramirez, Deputy Director,

Goods Movement and Sustainable

Freight, Go-Biz. “We support the work

they are doing in West Sacramento, as

they partner with companies across the

state to improve sustainability and protect

our communities.”


ithium is not only one of the

most famous songs of Nirvana

rock band and a mood stabilizer,

it is above all the basic chemical

element for batteries. Cummins

has added another piece to the mosaic

of its electrification strategy. The

American company has entered into

an agreement with Sion Power Corporation,

a developer of high-energy

rechargeable battery technology, to

design and supply battery cells based

on their proprietary lithium metal

technology for commercial vehicle

applications. In connection with the

agreement, Cummins has made an

investment in Sion Power. The investment

provides Cummins a minority

stake in Sion Power, allows Sion

Power to further develop their lithium

metal technology for the commercial

vehicle market, and positions both

companies for success in the future

commercialization of the technology.

Under the agreement, Sion Power

will engage in a multi-year development

program to design and supply

large-format lithium metal battery

cells for use in Cummins battery

packs. The batteries developed by

Cummins will be integrated in its

electric powertrains for commercial


“Our customers rely on Cummins to

provide the most robust electric powertrains

in the world”, said Amy Davis,

vice president at Cummins and

president of the company’s New Power

segment. “We need battery technologies

that will meet the performance

and cost expectations for tough, com-

Cummins has entered

into an agreement

with Sion Power

Corporation, focused

on battery technology

mercial vehicle duty cycles.”

Based on Sion Power’s proprietary

lithium-metal anode technology and

incorporating its patented manufacturing

process, the cell provides a robust,

long-lasting rechargeable battery for

Cummins’ demanding applications.

“Sion Power’s Licerion is an enabling

technology for Cummins’ future electric

commercial vehicle offerings,”

said Tracy Kelley, chief executive

officer at Sion Power. “Cummins is

an ideal partner for Sion Power to

enable this next generation of electric

mobility and significantly support the

decarbonization of the transportation

industry. Together this strategic relationship

sets us on a path to deliver

the future of batteries.”

Talking about Sion, Licerion technology

is an advanced approach to lithium-metal

batteries containing twice

the energy in the same size and weight

battery, compared to a traditional lithium-ion










ATS and cooling package, all of them

integrated. These are C2.8 and C3.6

industrial power units (IPU).








ATS mounting, integrated cooling

system, full wiring harness and

mounting for the ECM and fuel filter.


o you would like to understand

more about the importance

of doing R&D on a

large scale and then diversifying

the product to tailor it to users’

needs? The 2.8 and 3.6 litre diesel

engines from Cat and Perkins are

proof of this. Caterpillar has opened

the 2022 with the launch of two IPU

(Industrial Power Units). Common

rail direct injection engines with a

turbocharged or turbocharged aftercooled

air system, the C2.8 and C3.6

meet EU Stage V, U.S. EPA Tier 4

Final and Japan 2014 (Tier 4 Final)

emission standards.

According with Caterpillar or ease

of installation, the IPUs which are

targeted at the construction and materials

handling industries, provide

customers with full aftertreatment

mounting, an integrated cooling system,

a full wiring harness and mounting

for the ECM and fuel filter.

The engines are offered in ratings

ranging up to 55 kW (74 hp) at 2,400

rpm for the C2.8 and up to 100 kW

(136 hp) at 2,200 rpm for the C3.6.

What kind of applications is this

“all-inclusive” package are designed

for? A flexible design makes these

lightweight and compact engines

ideal for use in construction and materials

handling, and across different

environments. Just to mention a couple

of these, in completely opposite

environmental and weather conditions,

Cat mentioned a compressor in

Dubai or a crusher in Norway.

“We’re really pleased to launch these

new IPUs,” says Steve Ferguson,

Caterpillar has

launched a range

of drop-in engines,

the C2.8 and C3.6

industrial power units

Vice President Industrial Power Systems.

“We know our customers will

really value these compact and highly

integrated engines, which thanks

to the minimal engineering required,

are ready to be put to work.”

Following are some features of

Cat’s IPUs. Fully engine mounted

aftertreatment, in order to save

machine installation time. A fully

integrated cooling package which

has been validated to work in tough

conditions. Heavy-duty cooling

pack incorporating a pusher fan and

erosion screen. To support operations

in challenging conditions the

IPU is also available with heavy

duty fuel filters with increased dirt

holding capability. A pre-installed

ECU and bespoke wiring harness

provide easy access for the machine

harness hook-up. The C3.6 also provides

a multi-rating flash file which

can be configured to suit many power


neering or design. Whether customers

need to replace a current power system

or power a new product, the latest

members of the 904 Series range are

pre-installed with ECM, aftertreatment

sensors and fuel filter compatible with

a wide range of machine types. Here,

find out a short comment by Jaz Gill,

Perkins Vice President of global sales,

marketing, service and parts. “With a

highly integrated design that’s ready

to plug in to a range of machine types,

the 2.8 and 3.6 litre models are designed

to save customers’ time with a

power solution that requires minimal

re-engineering to integrate into their

equipment.” For reliable cooling per-

Perkins enriches its

current IOPU offering

with the introduction of

two new 2.8 and

3.6 litre models


erkins’ Syncro series has gained

market share in the agricultural,

construction and material handings

sectors. Now the 2.8 and

3.6-litre displacement engines are also

available in IOPU (Industrial Open

Power Unit) versions.

The new IOPUs, part of the Perkins

904 Series family, have been designed

to provide original equipment

manufacturers in the agricultural and

industrial sectors with access to plugand-play

power solutions that meet

EU Stage V, U.S and EPA Tier 4 Final

emission standards. The turbocharged

2.8 litre delivers up to 55 kW and 300

Nm of torque at 1600 rpm, while the

larger and more powerful 3.6 litre turbocharged

aftercooled offering has a

maximum output of 100 kW and 550

Nm of torque at 1500 rpm. As with all

Perkins IOPUs, the 2.8 and 3.6 litre

models are highly integrated and ready

to plug into a variety of machines, removing

the need for extensive reengiformance,

the fully integrated cooling

package has been validated to operate

in a range of

territories, and to reduce the installation

cost in the machine, the aftertreatment

is fully engine mounted. “The IOPU

is designed for those OEMs that wish

to enjoy the advantages and advanced

technologies of our engines with minimum

re-engineering,” added Gill. “As

a plug-and-play solution, the IOPU is

an ideal way to power these machines,

as they are ready to go. These two new

additions to our range mean we’re now

able to offer customers a choice of IO-

PUs at the key power nodes from 15.1

kW up to 225 kW.” Would you like to

know some features of Perkins IOPUs

as well? Full aftertreatment mounting,

integrated cooling system, full wiring

harness and mounting for the ECM

and fuel filter. The 3.6 litre IOPU can

be configured with either 12 or 24V

electrics. Hydraulic tappets, multi-vee

belts and 500 hour service intervals.











opment activities, Volvo Penta and

Danfoss Editron division will rapidly

deliver robust, reliable, and efficient

electrification packages to a

broader part of the marine commercial

market. By working together

from the design phase right through

to installation, commissioning, and

aftermarket support, the desire is to

secure a totally seamless experience

of the delivery of vessels. “Ultimately,

we want to create a sustainable

solution and find the ideal fit for the

market. The marine sector urgent-

Volvo Penta and

Danfoss Editron

division have signed

a partnership

agreement to drive the

transformation in the

marine industry

Heléne Mellquist, President of

Volvo Penta: “Our vision is to

become a leader in sustainable

power solutions.”


olvo Penta and Danfoss Editron

played another four-handed

score. During the last year

we saw two Danish new crew

transfer vessels reach the Danish

coast after 12,000 miles from China.

MHO Asgard and MHO Apollo

are powered by a fully integrated

solution made up of a Danfoss Editron

electric drivetrain supported by

Volvo Penta variable speed gensets

that drive two of the first Electric

IPS units as well as two D13 IPS by

Volvo Penta. The two Scandinavian

partners speak a very similar language,

so Volvo Penta and Danfoss’

Editron division decided to establish

a partnership agreement to take the

industry’s electromobility development

to the next level. By leveraging

their combined strengths, the two

companies will work to optimize

offerings to provide electromobility

solutions for the marine industry. By

cooperating on research and develly

requires zero-emission solutions

that offer ultimate maneuverability,

precision, and comfort capable of

operating in robust commercial marine

environments. Together, the two

companies have the winning combination

of skills and technology to

create unique solutions and drive

sustainability in the industries they

operate in,” said Kimmo Rauma,

Vice President of Danfoss Editron


“We generally see strength in collaboration,”

says Peter Granqvist,

Chief Technology Officer, Volvo

Penta. “This partnership makes us

a true system integrator. Both our

companies are strong players in our

respective fields. Volvo Penta has an

integrated helm to prop, full systems

approach, combined with a strong

service network. By adding Danfoss’

expertise and strength in electrification,

we will deliver a unique offer

in the market.”





Diesel of the year 2021: John Deere 18.0L - MAN: cover story -

Comparisons: between 1.5 and 1.9 liters - Alternatives: F28

biomethane - Marine: MTU, Cummins, Hug Engineering, Vulkan





Diesel of the year 2021: John Deere 18.0L - AGCO Power: 100

million euro to relaunch Linnavuori - Kohler: All about


the engines division - Sustainability: e-SUV & more


Kohler Small Displacement - Sustainable Cat - H2 for

freight & passengers - Web event: Is offroad multitasking? -

Deutz between ICE and alternatives - Scania Power Solutions





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


May 2021




MAN Smart Hybrid Experience - Stage V: AGCO Power,

Cummins and AS - Comparison: 170HP - Fish-Eye: asking

Fincantieri Yachts - Sustainabilty by MTU, WRF, Earth300





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


July 2021




is now





ISSN 0042

Isotta Fraschini Motori 16V170 G Engine Road Show -

Press Register n. 4596 – April 20th 1994

Poste Italiane Inc. – Mail subscription

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

Art. 1, subsection 1, LO/MI


January 2022

Comparison: 1.5 liters industrial engines - Fish-Eye: hybrid


Huddig backhoe, with Cummins - Marine: Cannes and Genoa






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


September 2021





ISSN 0042

Press Register n. 4596 – April 20th 1994

Poste Italiane Inc. – Mail subscription

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

Art. 1, subsection 1, LO/MI


November 2021










SHAPE UK is a collaborative project

comprising B4T, Connected Places Catapult,

Cox Powertrain, Engas, IOTICS, KnowNow,

Lloyd’s Register, the University of Brighton and

the University of Portsmouth.





The gas reformer

produces hydrogen from

natural gas for use as

engine fuel, while the CO 2

produced is captured and

stored onboard.


ow to issue a “green” licence

to the so much maltreated

ICE? According to Cox Marine,

it is also possible for outboard

engines; the solution is dual-fuel

hydrogen. Cox Marine, has joined

SHAPE UK, a consortium looking to

transition Portsmouth International

Port into the UK’s first zero-emissions

maritime hub. As part of this project,

Cox will be working with the University

of Brighton to convert one of the

company’s CXO300 diesel outboard

engines to operate as a dual fuel hydrogen

engine and to demonstrate the

engine operating in the port environment.

The conversion and demonstration

form part of the wider Shipping,

Hydrogen & Port Ecosystems UK

(SHAPE UK) project which aims to

demonstrate an achievable modular

green hydrogen generation system

within Portsmouth International Port

(PIP). Maritime operations are paramount

to the efficient movement of

goods nationally and globally but are

often high contributors of CO 2


and air pollutants. The adoption

of decentralised energy systems offers

the potential to support the necessary

transition of ports and their operations

to carbon net-zero operations.

James Eatwell, Head of Research and

Development for Cox Powertrain and

SHAPE UK project lead for Cox said:

“The maritime sector as a whole and

Cox in particular, recognise the need

to make a positive contribution to the

significant challenges of reducing

worldwide CO 2

emissions. From Cox’s

Cox Marine

collaborates with clean

maritime consortium to

demonstrate the world’s

first diesel-hydrogen

fuelled outboard

perspective, hydrogen represents a

highly promising option for the reduction

of marine CO 2

emissions, and we

are delighted to be a part of this exciting

project, bringing together as it does

such a comprehensive range of expertise

from across industry.”

What are the aims of the SHAPE UK

project? For first, address the viability

of a local hydrogen infrastructure

through the installation and test of a

modular hydrogen electrolyser. Then,

demonstrate a use case for portside hydrogen

through the hydrogen dual-fuel

Cox outboard. It’s also necessary to

generate a digital twin of the port as

a tool to determine the economic and

environmental suitability of deploying

H2 systems within key stakeholder

ports. Finally, assess the regulatory

landscape around the generation and

use of hydrogen in a port environment

to determine where deployment can

occur immediately and where regulations

need to be addressed.

bustion engines or fuel cells, without

the need to be supplied and stored on

board. The CO 2

will be liquefied by the

cryogenic stream of LNG that would

be used as fuel anyway and stored on

board for later disposal ashore for carbon

storage and use. In case of tankers,

the stored CO 2

can also be used as

inert gas. The equipment necessary to

meet the IMO 2050 can easily be fitted

on the deck of a commercial vessel in

a progressive manner, at subsequent

drydocks after ship’s delivery. The duration

of the transition will depend on

how far the owner wishes to remain

A scalable and

sustainable proposal

with hydrogen as fuel

to meet IMO2050

targets by ABB and


Pressure is mounting to accelerate

the transition to hydrogen,

and the most viable route seems

to be brown hydrogen. Class

society RINA, together with technology

providers ABB, Helbio (subsidiary

of Metacon AB), the Liberian Registry,

Wärtsilä and an Energy Major

have entered in a common effort to deliver

a solution with hydrogen as fuel

that would exceed IMO 2050 targets

for 70% reduction of carbon intensity

without the need for extensive infrastructure

investment, offering the

shipping industry a low-carbon pathway

in shorter timescales.

By producing hydrogen on board and

using affordable and readily available

LNG the solution meets the very

demanding IMO targets for 2050 in a

much shorter time frame. The concept

is based on combining the ship’s fuel

(natural gas) with steam to produce

hydrogen and CO 2

. Hydrogen will

then be used directly in internal comahead

of the competition in terms of

efficiency and sustainability and exceed

the regulatory requirements.

Only LNG bunkering will be required

and, by progressively increasing the

production of hydrogen, the consumption

of fossil methane and associated

methane slip will be reduced at the

same rate. This revolutionary concept

will support the shipping industry’s

gradual transition from LNG to hydrogen,

without any major transformation

of technology on board a ship. Wärtsilä

and ABB will support the application

of hydrogen in powering internal

combustion engines and fuel cells respectively,

while Helbio will provide

the technology and manufacturing of

reformer. RINA and Liberian Registry

will provide advice and guidance

on the application of rules and regulations

for novel concept alternative

designs, based on Hazid/Hazop analyses,

as well as specific rules for this

kind of arrangement.










Made by UFI Filters, the oil and diesel filters for the

Weichai’s record-breaking GBVI 11- and 13-litre diesel

engine ensure a reduction in diesel and carbon dioxide

emissions of up to 8 percent while offering

a thermal efficiency of more than 50 percent.

Weichai’s H3 GBVI engine has multiple truck, bus and

commercial vehicle applications for the Chinese market,

including JAC, Yutong and Kinglong buses, Shann’Qi, FAW

Qingdao and CNHTC. The UFI Filters’ oil module also

contributes to its performance, thanks to the 5 integrated

valves: check valve, safety valve, by-pass valve and service

valve and, finally, the innovative thermostatic valve

engineered by UFI Filters engineers, which guarantees

high control of engine oil pressure and temperature. The

UFI Filters’ diesel filter, with an aluminium body, consists

of a pre-filter, which has a filtration efficiency of 90

percent at 10 μm, while the second stage of fine filtration

takes place inside the filter, which retains more than 98

percent of particles down to 4 μm. The diesel module is

also equipped with a diesel heater for cold starts, a water

sensor, a clogging sensor and a pressure sensor.

The name UFI Filters strongly

evokes automotive suggestions.

Here, however, we would like

to emphasise its contribution to

industrial applications, with Giovanni

Menini, Group CTO of UFI Filters.

He explains that “UFI Filters has a

premium OE pedigree, with 95% of the

world’s automotive manufacturers and

50% of the world’s heavy-duty manufacturers

choosing us. Since 1971 we

have made history in filtration, being

the first ones to introduce the polyurethane-framed

panel air filter in the

1970s. In these last years, we have also

launched the revolutionary UFI Multitube

technology, exploiting a diesel filtration

innovation, the Water Eliminator

filter, which protects common rail

injection systems from water residues

in the fuel.”

Onroad in a glance?

By definition, filtration is an operation

which, through a porous element (i.e.,

the filter), allows to separate suspended

particles in a fluid, while the fluid itself

is passing through the filter. When it

comes to diesel filtration, for example,

our products are designed to separate

micro-particles of particulate matter

and water from diesel fuel. It should be

noted that, for heavy duty applications,

the flows and pressures of the fluids to

UFI Filters has a

premium OE pedigree,

with 95% of automotive

manufacturers and 50%

of heavy duty OEMs

be handled are greater, therefore we

need products of larger dimensions.

This type of applications requires more

complex modules integrating different

functions, such as temperature sensors,

pressure sensors, water sensors and

heaters. In addition, it is important to

have two types of filtration: a pre-filter

before the low-pressure pump, filtering

water and coarser particles from diesel,

and a downstream filter for fine filtration

of smaller particles. Regarding

oil filtration, our products are designed

to separate from the oil not only any

solid particle resulting from wear of

mechanical parts, but also all carbon

residues created by the combustion process

(soot). As with diesel filtration, the

choice of an appropriate filter media is

crucial. For example, should you need

to filter a motor oil with excess water,

UFI Filters’ technicians can select the

right “formula” of synthetic media. It

is also important for HGV applications

to offer the best thermal management

of the lubrication circuit, for which

UFI Filters is able to introduce heat

exchangers in aluminium, produced

using water cooling and vacuum brazing

techniques, to the OE market.

Systems that are lighter, cheaper and

cleaner, such as the entire oil module

for the MAN D15.

What about CE and AG applications?

As OE suppliers for customers such

as FPT and Liebherr, it is easy to find

our filters on both construction vehicles

(e.g., excavators) and agricultural

ones (e.g., tractors or harvesters). We

can boast an important OE pedigree,

with our presence on engines such as

the CURSOR 11 and 13 for Iveco and

New Holland. Other Original Equipment

customers, besides CNH Industrial,

FPT and Liebherr, include MAN,

Daimler, Kamaz, Mahindra, Ford,

SAIC, SAME and in the Chinese market

Weichai, CNHTC, Shaanxi, just to

name a few. In the marine sector we

supply Isotta Fraschini and FPT marine

engines as original equipment.

What are your development plans

and target for the industrial sector?

UFI Filters, in the on-road and offroad

heavy-duty sector, foresees a

great opportunity for business development,

which will be predominant

in the coming years and is expected

to triple by 2025. There are important

ongoing projects, such as the supply

of the transmission oil heat exchanger

for the electric motor of Daimler Truck

AG, and for the engine oil of the SAME

Deutz-Fahr KF T5, as for the agricultural

applications, and other important

projects that we will unveil later on.

What has changed for UFI with the

transition to Stage IIIB first, then to

Tier 4 Final, and finally to Stage V?

There has been a transition from simple

screw-on filters (that could be found on

Stage III engines) to full-fledged filtration

modules which not only house the

filter, but also a series of sensors and

valves that “communicate” with the

engine ensuring maximum efficiency.

For example, referring to Stage V, we

could mention the latest generation of

FPT Industrial F28, F5, NEF and Cursor

engines or Liebherr D964, D956

and D966.





Giovanni Menini, Group CTO of UFI Filters

What is your involvement in perspectives

that require a waste of mechanical

energy, high pressures and

temperatures, such as the gasification

of propellers?

We are working with Scania at the 13-litre

CNG engine, on which we have installed

a CNG/LNG filter with 10 bar

operating pressure and UN ECE R 110

C Class, Cold Ambient and UN ECE

R67/I-Class certification. We are also

dealing with CNG filters with an operating

pressure of 200 bars after the 16

bar CNG tank before the injectors with

Kamaz for 8/13 litre engines. Furthermore,

there is an ongoing cooperation

for the conversion of dual fuel and mono

fuel CNG engines in genset applications

up to 1000 hp powered by 10 bar operating

pressure CNG, and conversions of

CNG powered marine engines.

How about the electrification?

UFI Filters enters the electric-powered

truck business with the original

equipment supply of the cooling module

(multi-heat exchanger) for the transmission

oil of Daimler Truck AG’s first

mass-produced fully electric truck. Two

pairs of heat exchangers operating in

parallel, assembled on a single aluminium

body, which are essential for optimising

the oil temperature of the transmission

circuit. UFI has also developed

filters with a FormulaUFI.Micron media

in a compact design for high efficiency

filtration, to meet the specific

requirements of the hybrid transmission

system (DHT). There are suction filters

and pressure filters in the DHT system

to fulfil this requirement. The suction

filter has a compact filtration structure

with a FormulaUFI.Micron media, and

is equipped with a mesh designed for a

coarse filtration function, and a fine filtration

layer that can reach β14≥1000.

To achieve such a high degree of efficiency,

UFI Filters has developed a special

synthetic fibre supporting element

which can also maintain low pressure

drops in a limited layout. In order to keep

a compact structure, a new advanced

process was introduced: laser welding

of the plastic to avoid larger connection

edges. This process also offers an

advantage in terms of cleanliness: it

avoids the generation of contaminating

particles during friction welding. Cooperation

with European and US Truck

Makers is also under way to develop innovative

concepts for ambient air filters

as a reaction to the hydrogen oxidation

process for the production of electricity

through fuel cells.

Could you please tell us something

about the chemical processes of the

materials used in UFI filters?

FormulaUFI is the brand that embraces

all UFI’s filtration know-how. The

UFI.Extreme formula gives the name

to the extreme performance filter media,

even under the most difficult conditions.

Synthetic-based filter material

produced by Meltblown process whose

efficiency is determined by the distribution

and size of the fibres themselves,

which may vary according to the needs

of specific applications. FormulaUFI.

Extreme guarantees a filtration efficiency

of over 99.5% in the case of

fuel filtration and is compatible with

biodiesel. It can also be applied to oil

filters, offering a reduction in pressure

losses, and to air filters such as Multitube,

for Porsche, Great Walls, Maserati

applications, providing better

filtration in a limited space and longer

filter life.

UFI.Stratiflex refers to the layered

combination of different materials,

such as cellulose, glass fibres and

hydrophobic fabrics. UFI.Micron,

on the other hand, is the filter media

consisting of glass fibres, sometimes

combined with other synthetic fibres,

which offers a filtration capacity for

smallest particles. Once applied to oil

filters, such as the one in the Jaguar

AJ133 engine, it reduces particulate

matter in the oil deriving from the engine

members friction, thus preventing

filter clogging. Then UFI.Web is a wire

mesh capable of capturing impurities,

as in the automatic transmission system

for ZF and the hybrid transmission

system (DHT) for Geely. The steel wire

mesh is solid and durable, compatible

with high temperature fluids. It provides

low pressure drops for high flow

rates and is therefore suitable even for

the most extreme conditions, such as

racing applications. UFI.H2O, as the

acronym says, identifies the filter material

that offers a high water separation

capacity thanks to a cellulose fibre

base combined with synthetic or glass

fibres, such as the diesel filter for Ford

F-Max Euro 6. It can offer a filtration

efficiency of up to 99.5% at 4 microns.

Finally, UFI.Cell is made of a cellulose

material combined with synthetic

fibres or glass, as in the oil filter for the

MAN D15 or Weichai H2, H3 and H5

engines. It offers high filtration performance

for both oil and petrol filters,

but also for air, where it has important

flame retardant capabilities.






It is not only the big names in agricultural

machinery, such as John

Deere, who are pushing electrification.

EVE (Electric Vehicle

Experience) announced the launch of

the all-new AGRI-EVE EVO series,

electric tractors platform, a specially

designed, narrow purpose-built model

designed for easy handling and

maneuverability on vineyards, orchards,

greenhouses, and farm operations.

The company focuses on the development

of innovative solutions for

electric mobility, both for on-road and

off-road The AGRI-EVE EVO series

are 4WD electric tractors designed for

agricultural applications. With up to

eight hours of operation from a single

charge and the ability to extend that

time via swappable battery packs options,

EVO tractors allow operators to

work more efficiently. Smart Charging

Level 2, 7kW and 11kW, and fast

charging 50kW also with a solar array.

EVO products are now available



for pre-order. Delivery expected in

the last quarter of 2022. Implemented

with highly innovative technology

systems such as remote control and

unmanned technology, the benefit is

efficiency, “precision agriculture and

remote control of more than one machine

at the same time” are now the

standard for modern farms.

Said EVE CEO Massimo Galli: “Zero-emission

electric tractors are in

high demand as more and more governments

are requiring that farmers

cut emissions and reduce pollution.

The EVO series are designed to meet

the needs of these customers. The

unique and multi-faceted new model

will position AGRI-EVE to gain market

share and compete very favorably

with medium- and heavy-duty tractors

in both agriculture and commercial

tractor segments.”

EVE consultancy is committed to establishing

new strategic partnerships,

selecting the companies with the best

products in their sector in the Italian

market for our future products. As a

result of this commitment, we have

built the first electric tractor “made in


Bergen Engines recently

launched a comprehensive

test programme towards zero

carbon emission engines,

allowing a gradual transition from

liquid natural gas to 100% green

hydrogen fuel, as and when it becomes

commercially available. The

first tests on a B-Series Bergen gas

engine, running on a blend of 15%

hydrogen and 85% natural gas, have

been successfully completed without

any hardware adjustments.

It was confirmed that the power output

was maintained according to

specification at all load levels while

the carbon dioxide and carbon monoxide

emission were reduced. The

lower unburned hydrocarbon levels

and methane slip are also proven.

Jon Erik Røv, Managing Director of

Bergen Engines said: “This is a great

first step in the decarbonization of

our customer’s operations and a testament

of the high fuel acceptance

capability of our Bergen engines.”

Hydrogen is by many considered

the best suited energy carrier for

renewable fuel production for land

power generation, short sea and inland

navigation. A blend of hydrogen

and natural gas as fuel is a first

step towards zero carbon emissions.

Bergen Engines is aiming to have a

commercial solution in the market

that will accept hydrogen content of

up to 60%, and solutions that can be

further developed to accept 100%

for new engines to come. The aim

is for its current gas engine fleet to


take low levels of hydrogen without

any hardware changes. When there is

viable access to green hydrogen, the

intention is that the Bergen engines

are ready and mature with higher

levels of hydrogen. An applicable engine

upgrade may be done as part of

a main service revision that includes

piston replacement, so that a portion

of the expense can be offset into the

normal service cost.

Rolls-Royce Power Systems is currently working on mtu engines for use with methanol. The new high-speed

four-stroke engines, which are based on mtu technologies, are planned to be available to customers as soon

as possible for use in commercial ships and yachts. Methanol can be produced in a CO 2

-neutral manner in the

so-called power-to-X process, in which CO 2

is captured from the air. The energy density of methanol is high

compared to other sustainable fuels and, thanks to its liquid state, it can be easily stored and refuelled at

ambient temperatures. Existing infrastructure can continue to be used in many cases. Unlike ammonia, methanol

is not highly toxic and is environmentally safe. The combustion of methanol in a pure methanol engine can be

climate-neutral with significantly reduced nitrogen oxide emissions, thus eliminating the need for complex SCR

exhaust gas aftertreatment. Methanol tanks can be flexibly arranged in the ship and require significantly lower

safety measures compared to hydrogen or ammonia. Besides the safety aspects and the lower complexity,

the lower investment costs for users are a further upside of the methanol tank system.






The aim of the agreement between

Mahle and Ballard Power

Systemst is to manufacture complete

fuel cell systems for several

markets, from Europe to North America

and Asia. During the first phase of

the cooperation, Ballard will be primarily

responsible for system design relating

to the fuel cell stack, while Mahle

is bringing its extensive experience in

the areas of thermal management, power

electronics, and packaging. This is

not at all the first agreement signed by

the Canadian specialist, which is already

working with some primary players

in the commercial vehicle industry,

such as Forsee Power, Quantron

or Eaton. During the first phase of the

cooperation, Ballard will be primarily

responsible for system design relating

to the fuel cell stack, while Mahle is

bringing its extensive experience in the

areas of thermal management, power

electronics, and packaging.

“Climate neutral hydrogen is the energy

carrier of the future and, at the

same time, key for the achievement of


climate targets for medium and heavy

commercial vehicles”, said Jörg Stratmann,

Chairman of the Mahle Management

Board and CEO. “Through

our cooperation with Ballard, we will

provide a strong stimulus to the development

of fuel cell drives that are suitable

for large-scale production”.

“Given increasing policy support for

low-emission powertrains in particular,

we are pleased to work with Mahle

on driving forward our shared vision

of carbon- neutral heavy-duty transport”,

replied Randy MacEwen, CEO

of Ballard Power Systems.

According to Marco Warth, Mahle

Director Corporate Advanced Engineering,

“the big difference from the

situation maybe five years ago is that

public institutions around the world

are now putting a tremendous amount

of funding into fuel cell technology.”

For instance, China plans to achieve

an annual production capacity of 5.5

million fuel cell systems and construct

10,000 hydrogen refueling stations by




Engines and components for OEM

Culture, technology, purposes

And market of Diesel engines

Established in 1986

Editor in chief

Fabio Butturi

Editorial staff

Stefano Agnellini, Ornella Cavalli,

Fabrizio Dalle Nogare

Cristina Scuteri, Roberto Sommariva


Carolina Gambino,

Maria Grazia Gargioni,

Erika Pasquini

Layout & graphics

Marco Zanusso (manager)

Editorial management

Fabio Zammaretti


Industrie Grafiche RGM srl,

Rozzano (Mi)

Milano City Court Authorization

n. 860 – December 18th 1987 National

Press Register n. 4596 – April 20th 1994

Poste Italiane Inc. – Mail subscription

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

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





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Copyright 2022 Vado e Torno Edizioni



There’s an unbreakable bond between John Deere products and

the people who choose them. It gives you the power to take your

equipment where it needs to go, with premium John Deere quality

standing behind you. And the power to work confidently knowing a

global network of more than 9,000 John Deere dealers are ready to

offer service and support whenever you need it. That’s the unique

connection you get with John Deere power.

























PowerKit VS

Variable Speed Engines

20-370 kWm

PowerKit Gas


63-1750 kVA


PowerKit Diesel


18-4125 kVA

There’s an unbreakable bond between John Deere products and

the people who choose them. It gives you

VISIT the power

US to take



equipment where it needs to go, with premium John Deere quality

standing behind you. And the power to work confidently knowing a

global network of more than 9,000 John Deere dealers are ready to

offer service and support whenever you need it. That’s the unique

connection you get with John Deere power.

Durable. Robust. Built To Last.


7 - 9 MARCH 2022 STAND H2.A10


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