Powertrain | Diesel International 2022-03

POWERTRAIN
BAUDOUIN
20M33
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
VADO E TORNO EDIZIONI
www.vadoetorno.com
www.diesel-international.com
www.dieseloftheyear.com
ISSN 0042
Press Register n. 4596 – April 20th 1994
Poste Italiane Inc. – Mail subscription
D.L. 353/2003 (mod. in L. 27/02/2004 n° 46)
Art. 1, subsection 1, LO/MI
DIESEL SUPPLEMENT
March 2022

KOHLERNEWENGINE.COM
POWERTRAIN
MARCH 2022
diesel-international.com
CONTENTS
Simple. Advanced. Versatile.
IN OTHER WORDS, KSD.
16
GENERIC
ICE
H2 HYDROGEN
kWe ELECTRIC
GAS
FIND DIESEL INTERNATIONAL ON:
POWER GENERATION
10. BAUDOUIN
MEE Dubai, PSI and a much more
14. FPT INDUSTRIAL@CES VEGAS
Smart Hybrid Energy Hub
18. BERGEN
Langley Power Solutions Division
20. WÄRTSILÄ
What if Chile was the new Eldorado?
OFF-HIGHWAY
22. FORKLIFTS&ELECTRIFICATION
Maya Xiao, Interact Analysis
24. A GREENER FARM IN USA
D.T.Forum: Cummins, Deere, Tenneco
COMPARISONS
28. 13 LITRE TRUCK ENGINES
Scania Super and other 8 players
AUTOMOTIVE
32. DAKAR
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.
32
TECHNO
34. NGV POWER
Biomethane for e-charging
36. CUMMINS
H2 in Sacramento & battery with Sion Power
38. CAT & PERKINS
IPU & IOPU
44. UFI FILTERS
How to be leader in filtration
COLUMNS
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.
44
EDITORIAL
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.”
3

EDITORIAL
by Fabio Butturi
TOTAL COST OF OWNERSHIP ECHO
Power to
enhance
Yield
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:
cummins.tech/y4sw8t
performance
series
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?
4

NEWSROOM
#CUMMINS #ZF #CECE #DEUTZ #JCB
CUMMINS 2021 RESULTS
“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
YES,
I'M
FINE
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
ZF LAUNCHED COMMERCIAL VEHICLE SOLUTIONS DIVISION
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.
ALEXANDRE MARCHETTA TAKES OVER AS CECE PRESIDENT
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
HILLER OUT
SCHULTE IN
DEUTZ AG HAS CHANGED
CHAIRMANSHIP OF THE
BOARD ON 12 FEBRUARY
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
Board.
JCB ENGINES IN CHILE
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.”
6
7

DIESEL OF THE YEAR
#DIESELOFTHEYEAR #INNOVATION #ICE
DOTY 2022
ALMOST
READY TO
UNVEIL
JOHN DEERE 18.0L DOTY 2021
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.
8
9

INTERVIEWS
#BAUDOUIN #MEEDUBAI #CHP #WEICHAI
BAUDOUIN MOTEURS
POWER
PROJECTS
TEAM
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
sector?
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.
10
11

INTERVIEWS
#PSI #BALLARD #CERES #DISTRIBUTEDGENERATION #SCR
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
technologies.
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.
12
13

POWERGEN
#FPTINDUSTRIAL #BIOMETHANE #POWERGENERATION
FPT INDUSTRIAL & BIOMETHANE
SMART HYBRID
ENERGY
HUB
F28NG FOR THE CO 2
FREE CRU
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
-free
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
economy
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
PowerTree?
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
consumption.
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.
14
15

POWERGEN
#F28NG #DIESELOFTHEYEAR2020 #CESLASVEGAS
FPT F28, DIESEL OF THE YEAR 2020
“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
version.
“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
it?
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
plant?
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
energy.
Talking about the circular economy,
is a “F28 NG powered tractor
SMART HYBRID ENERGY HUB
FPT INDUSTRIAL
+ Smart Hybrid Hub” combo a realistic
scenario?
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.
16
17

POWERGEN
#LANGLEY #BERGENENGINES #MARELLIMOTORI #PILLER
BERGEN&LANGLEY
LONG-TERM
SUSTAINABILITY
GOALS
POWER SOLUTIONS DIVISION
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
Rolls-Royce
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
sheet.
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
strategy.
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.”
18
19

POWERGEN
#WARTSILA #RENEWABLES #CHILE #ROLLSROYCE #ENELGREENPOWER
WÄRTSILÄ
POWER
TO
CHILE
IS CHILE THE RENAWABLES’ ELDORADO?
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
decarbonisation.
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.
20
21

kWe - OFFHIGHWAY
#INTERACTANALYSIS #UITP #SUSTAINABLEBUS #FORKLIFT #LI-ION #HYDROGEN #STILL #DIESEL #FLIXBUS
INTERACT ANALYSIS&FORKLIFT
LEAD-ACID
OR
NOT?
RCD STILL ARE STILL... DIESEL
“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.
22
23

WEBINAR
#JOHNDEERE #AGRICULTURE #USA
DIESEL TECHNOLOGY FORUM
A
GREENER FARM
RAISING AWARENESS
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
24
25

WEBINAR
#CUMMINS #TENNECO
CUMMINS: COMMITMENT TO SUSTAINABILITY
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
industry.”
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.
26
27

COMPARISONS PREVIEWS
#COMMONRAIL #HVO #POWERPACK #SCANIA #OFFROAD #SUPER#CHECKAPP
#13LITERS
13 LITERS TRUCK ENGINES
THE GRIFFIN
SPREADS ITS
WINGS
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-
BRAND
CUMMINS
DAF
FORD
FPT INDUSTRIAL
MAN
MERCEDES
MODEL
X12
MX-13 530
ECOTORQ 12.7L
CURSOR 13
D2676 - 500
OM 471 - 530
RENAULT
SCANIA
VOLVO
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)
DETAILS
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
RULES AND BALANCE
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
28
29

COMPARISONS PREVIEWS
#CUMMINS #DAF #FORD #FPT #IVECO #MAN #MERCEDES #RENAULT #VOLVO
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
BRAND
MODEL
CUMMINS
X12
DAF
MX-13 530
FORD
ECOTORQ 12.7L
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
FPT
CURSOR 13
MAN
D2676 - 500
MERCEDES
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
RENAULT
DTI 13-520
SCANIA
DC13 173
CUMMINS SCANIA FPT INDUSTRIAL
VOLVO
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.
THE TRIO THAT LIKES LNG
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.
30
31

AUTOMOTIVE
#DAKAR #RENAULTTRUCKS #HINO #HYBRID
DAKAR: HINO & RENAULT
HYBRID
DESERT
FOXES
GAUSSIN H2 RACING TRUCK
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.
32
33

kWe - INTERVIEWS
#NGVPOWERTRAIN #ETHANOL #ELECTRIC #CHARGING
NGV POWERTRAIN
CHARGING
WITH
ETHANOL
NGV POWERTRAIN: “NGV-FP087 (8.7L, CNG /LNG
fueled) and NGV-FP045 (4.5L, CNG/LNG fueled) engines
just completed the beta-design phase and rolled out of R&D
center.”
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.
34
35

H2 - ONROAD
#CUMMINS #FUELCELL #CALIFORNIA
kWe - ONROAD
#CUMMINS #IONLITHIUM #SION
CUMMINS IN SACRAMENTO
CUMMINS & SION
GOLDEN
STATE
PEM
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.”
IN THE
RIGHT
MOOD
At up to 500 Wh/kg, Licerion
batteries are produced at scale
in large-format cells.
T
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.”
L
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
vehicles.
“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
battery.
36
37

OFFHIGHWAY
#CATERPILLAR #IPU
OFFHIGHWAY
#PERKINS #IOPU
#CATERPILLAR #NEWMONT #MINING #ELECTRIFICATION
CATERPILLAR IPU
ATS and cooling package, all of them
integrated. These are C2.8 and C3.6
industrial power units (IPU).
PERKINS AND IOPU
INDUSTRIAL
MADE
IN
POWER
UNITS
UK
ATS mounting, integrated cooling
system, full wiring harness and
mounting for the ECM and fuel filter.
D
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
nodes.
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
P
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.
38
39

kWe - MARINE
#VOLVOPENTA #DANFOSSEDITRON
POWERTRAIN
CLEAN
40
VOLVO PENTA & DANFOSS
THEY'LL
THE SEA
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.”
V
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
division.
“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.”
THIS IS
MAN
INTERNATIONAL
POWERTRAIN
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
NEW AGCO
era
INTERNATIONAL
POWERTRAIN
Diesel of the year 2021: John Deere 18.0L - AGCO Power: 100
million euro to relaunch Linnavuori - Kohler: All about
ELECTRIC
the engines division - Sustainability: e-SUV & more
Griffin
Kohler Small Displacement - Sustainable Cat - H2 for
freight & passengers - Web event: Is offroad multitasking? -
Deutz between ICE and alternatives - Scania Power Solutions
VADO E TORNO EDIZIONI
www.vadoetorno.com
www.diesel-international.com
www.dieseloftheyear.com
ISSN 0042
Press Register n. 4596 – April 20th 1994
Poste Italiane Inc. – Mail subscription
D.L. 353/2003 (mod. in L. 27/02/2004 n° 46)
Art. 1, subsection 1, LO/MI
DIESEL SUPPLEMENT
May 2021
POWERTRAI
HYBRID
MAN
MAN Smart Hybrid Experience - Stage V: AGCO Power,
Cummins and AS - Comparison: 170HP - Fish-Eye: asking
Fincantieri Yachts - Sustainabilty by MTU, WRF, Earth300
VADO E TORNO EDIZIONI
www.vadoetorno.com
www.diesel-international.com
www.dieseloftheyear.com
ISSN 0042
Press Register n. 4596 – April 20th 1994
Poste Italiane Inc. – Mail subscription
D.L. 353/2003 (mod. in L. 27/02/2004 n° 46)
Art. 1, subsection 1, LO/MI
DIESEL SUPPLEMENT
July 2021
INTERNATIONAL
POWERTRAIN
IFUTURE
is now
VADO E TORNO EDIZIONI
www.vadoetorno.com
www.diesel-international.com
www.dieseloftheyear.com
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
DIESEL SUPPLEMENT
January 2022
Comparison: 1.5 liters industrial engines - Fish-Eye: hybrid
INTERNATIONAL
Huddig backhoe, with Cummins - Marine: Cannes and Genoa
www.diesel-international.com
VADO E TORNO EDIZIONI
www.vadoetorno.com
www.diesel-international.com
www.dieseloftheyear.com
ISSN 0042
Press Register n. 4596 – April 20th 1994
Poste Italiane Inc. – Mail subscription
D.L. 353/2003 (mod. in L. 27/02/2004 n° 46)
Art. 1, subsection 1, LO/MI
DIESEL SUPPLEMENT
September 2021
VADO E TORNO EDIZIONI
www.vadoetorno.com
www.diesel-international.com
www.dieseloftheyear.com
ISSN 0042
Press Register n. 4596 – April 20th 1994
Poste Italiane Inc. – Mail subscription
D.L. 353/2003 (mod. in L. 27/02/2004 n° 46)
Art. 1, subsection 1, LO/MI
DIESEL SUPPLEMENT
November 2021

H2 - MARINE
#COX #SHAPEUK #DUALFUEL
H2 - MARINE
#ABB #RINA #WARTSILA
#CATERPILLAR #NEWMONT #MINING #ELECTRIFICATION
COX&UNIVERSITY OF BRIGHTON
DUAL
FUEL
OUTBOARD
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.
ABB, RINA, WÄRTSILÄ
BETTER
THAN IMO
TARGETS
The gas reformer
produces hydrogen from
natural gas for use as
engine fuel, while the CO 2
produced is captured and
stored onboard.
H
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
emissions
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
Wärtsilä
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.
42
43

COMPONENTS
#UFIFILTERS #FILTRATION #MICRON #CHINAIV
UFI FILTERS
IT'S THE
RIGHT
FORMULA
UFI AND CHINA (IV)
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.
44
45

COMPONENTS PREVIEWS
#FORMULAUFI #COMMONRAIL #FPT #MAN #HVO #LIEBHERR #POWERPACK #ISOTTAFRASCHINI #OFFROAD #CHECKAPP #WEICHAI
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.
46
47

TECHNO
#AGRIEVE #EVO #ROLLSROYCE #BERGEN #METHANOL #HYDROGEN
BERGEN ENGINES BETS ON HYDROGEN
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
AGRI
EVE
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
Italy”.
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
ROLLS-ROYCE AND METHANOL FOR SHIPPING
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.
48
49

50
H2 - TECHNO
MAHLE & BALLARD
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
#MAHLE #BALLARD
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
2050.
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CONNECTION.
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7 - 9 MARCH 2022 STAND H2.A10
H2.A10